Ghana Tender Freight Tender: Lutheran World Relief / Bulk Soybean Meal to Cote d¡¯Ivoire and Ghana

23-005B Ghana/Cote d'Ivoire Tender

January 11, 2024

Freight Tender: Lutheran World Relief / Bulk Soybean Meal to Cote d’Ivoire and Ghana

IFB No.: 23-004B

Date: January 11, 2024

BKA Logistics LLC., for and on behalf of LUTHERAN WORLD RELIEF (hereafter
LWR), requests firm offers of U.S. and non-U.S. flag vessels for the carriage of Soybean
Meal in bulk, under the Food for Progress program on the following basis:

BKA Ref: F24-0006 / F24-0007 / F24-0008 / F24-0009

IFB No: 23-004B
Sales Order: 5000890948 (Abidjan) & 5000890949 (Tema)
Commodity Solicitation No. 2000009816
Freight Solicitation No. 2000009817
Agreement No: FCC-693-2023/002-00

Freight offers are due no later than 1000 hours Central Time (1100 hours Eastern Time)
January 17, 2024. Freight offers are to remain valid until 1700 hours Eastern Time
January 19, 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 aforementioned
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, 1 Safe
Berth each, 1-2 Safe Ports, Abidjan, Cote d’Ivoire a/o Tema, Ghana.
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
1) Cargo: Up to 13,970 MT of bulk Soybean Meal as follows:
- BKA Ref# F24-0006: Up to 4,330 MT to Abidjan, Cote D’Ivoire,
Receiver: SONAL
- BKA Ref# F24-0007: Up to 4,650 MT to Abidjan, Cote D’Ivoire,
Receiver: Agrocean S.A.
- BKA Ref# F24-0008: Up to 3,990 MT to Tema, Ghana,
Receiver: SONAL
- BKA Ref# F24-0009: Up to 1,000 MT to Tema, Ghana,
Receiver: Agrocean S.A.
Offerors should consider offering vessels to carry a range of tonnages in event that
quantity purchased is more or less than the quantity stated. Contracted quantities will be
on min/max basis.
Offerors are encouraged to offer this LWR cargo in combination with other cargoes of
TechnoServe Inc. 15,9200 MT Soybean Meal in Bulk to Abidjan & Tema, and Shelter
for Life 12,090 MT of Soybean Meal to Abidjan & Tema, that are tendered for the same
laydays under separate IFBs.
Discharge port rotation at owner’s option.
The LWR Soybean Meal cargo to Abidjan if booked on same vessel with the
TechnoServe and SFL Soybean meal to Abidjan, can be commingled provided they are
supplied by same supplier, under same Purchase Order and loaded at the same load
terminal.
The LWR Soybean Meal cargo to Tema if booked on same vessel with the TechnoServe
and SFL Soybean meal to Tema, can be commingled provided they are supplied by same
supplier, under same Purchase Order and loaded at the same load terminal.
If LWR cargoes for Abidjan and Tema are booked on same vessel the cargoes must be
separated by the tonnage to Abidjan and to Tema.
Separation of cargo if required is to be as stated below.
If vessel is fixed basis Part Cargo - Any additional completion cargo(es) must be duly
separated, must be compatible and non-injurious to LWR’s cargo, and must be detailed in
offer or approved by LWR/USDA if contracted after fixture of LWR cargo. Vessel’s
itinerary and geographic proximity of completion cargo(es) will be taken into
consideration by LWR/USDA in approval of such part cargo(es) in order not to unduly
impede delivery of LWR’s cargo to discharge port(s).
Any such completion cargoes 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. Separation, if any, shall be at owner’s time, risk and expense. 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), all at Owner’s time, risk and expense.
2) Laydays: February 25 – March 5, 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.
3) 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 .
4) 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.
5) Discharge port:
a) 8,980 MT Soybean Meal to 1 safe berth, one safe port Abidjan, Cote d’Ivoire.
Charterer’s Receiver advise, as guidance only, following vessel restrictions for the berth
at Abidjan - maximum vessel saltwater arrival draft of 9.35 Meters and maximum Vessel
LOA of 190 Meters and Beam maximum 35 Meters. All time lost and all extra expenses
resulting from vessel’s LOA exceeding 190 Meters and or Beam of 35 Meters and or
vessel’s arrival draft exceeding 9.35 meters SWAD are for the account of the vessel
owner.
b) 4,990 MT soybean Meal to 1 safe berth, one safe port Tema, Ghana. Charterer’s
Receiver advise, as guidance only, following vessel restrictions for the berth at Temamaximum
vessel saltwater arrival draft of 9.00 Meters and maximum Vessel LOA of 183
Meters and Beam maximum 35 Meters. All time lost and all extra expenses resulting
from vessel’s LOA exceeding 183 Meters and or Beam of 35 Meters and or vessel’s
arrival draft exceeding 9.00 meters SWAD are for the account of the vessel owner.
Vacuvators not permitted for bulk SBM. Owners are responsible for vessel arriving at the
discharge port within allowable draft. Lightening is permitted at vessel Owner’s time, risk,
and expense. Lightening (if applicable) must be performed in the territorial waters of the
country of the discharge port. 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 (as per 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 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 (as per 7 below) and
laytime shall commence at 0800 hrs on next business day and prior time used is not to
count as laytime used.
6) 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.
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 will 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.
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
discharge the cargo from such places shall not count as laytime or time on demurrage.
7) Discharging terms: Cargo to be discharged, free of risk and expense to the vessel (Free
Out discharge), at the average rate of 3,000 MT of 2204.6 pounds for bulk carriers and
1,500 MT of 2204.6 pounds for Tween/multi-deckers per weather working days of 24
consecutive hours, Saturdays, Sundays and official holidays (as per BIMCO holiday
calendar) excluded, even if used (WWDSSHEX EIU), on the basis of the Bill of Lading
quantity. Time from 1700 hours local time Friday (or on a day preceding holiday)
through 0800 hours local time Monday (or day after an official holiday) shall not count
against laytime, even if used.
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 Saturdays, Sundays and official holidays), 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.
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. Any shifting and associated laytime as a result of vessel and/or vessel
owner’s inability to allow receivers to access cargo will be for vessel owner’s account.
If the discharging berth is unavailable the master may warrant that the vessel is in all
respects ready to discharge and tender the NOR from any usual waiting place, Whether in
Port or not (WIPON), Whether in Berth or not (WIBON), Whether in Free Pratique or not
(WIFPON), Whether Customs Cleared or not (WCCON). Laytime shall commence at
08:00 hours on the next working day if NOR is validly tendered. Time used before
commencement of laytime shall not count.
If the discharge berth is occupied and the vessel occupying the berth is prevented from
discharging her cargo due to weather conditions, time so lost shall not count as laytime,
unless Owners’ vessel waiting for the berth to become available is on demurrage. Any
delays caused by floods, quarantine or by cases of Force Majeure shall not count as laytime
unless the vessel is already on demurrage. When master has tendered notice of readiness
to discharge from a waiting place and vessel is subsequently found unready in application
of the above provisions, laytime or time on demurrage shall not count from the time the
vessel is rejected until the time she is accepted. Any time lost shifting from waiting place
to berth shall not count as laytime or as time on demurrage, unless vessel already on
demurrage. Once on demurrage, always on demurrage, unless stated otherwise.
Laytime not to count for the time taken in opening/closing of vessel hatches.
Laytime to stop on completion of cargo discharge.
8) Laytime is non-reversible.
9) At load port owner to appoint and pay for stevedores. At discharge port charterer
/receivers to appoint and pay for stevedores.
10) 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.
11) 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.
12) Demurrage / Despatch are applicable at load and discharge ports. Owners are to
specify their demurrage/dispatch 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.
13) 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.
14) At discharge port Demurrage / Despatch rates are determined per the relevant Charter
Party. Laytime calculation and settlement of demurrage and despatch will be directly
between Buyer/Receiver and Vessel Owner. Neither Charterer (Lutheran World Relief)
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.
15) Vessel type restrictions: Towed barges will not be considered. Tankers will not be
considered for carriage of the Bulk Soybean Meal. US Flag Bulk Carriers including
ITB/ ATB, Tween/Multi deckers will be considered. 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.
16) 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: On U.S. Flag - Should offered vessel be enrolled in an insurance program
that negates the overage premium requirement, offer to include all information and
certifications for verification.
17) Vessel gear requirements: U.S. flag vessels may be non-geared and/or non-bulkers. In
case US or non-US flag vessel/barge 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. Non- geared U.S. flag vessels will be required to
furnish all necessary discharge equipment to maintain the guaranteed discharge rate, at
Seller's expense, and when necessary provide all necessary operators and technicians for
the equipment provided.
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.
18) 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 port dues, fees and/or taxes on vessel (including normal port dues and services and
facilities charges) to be for Owners' account.
19) 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”, Dated
February 16, 2023, are full incorporated herein, which includes Fumigation
Protocols for Bulk Cargo https://procurement.usaid.gov/node/8123
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.
20) Offers of only named vessels will be considered. No vessel substitution is permitted
without LWR /USDA approval.
21) 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 Lutheran World Relief , 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.
22) 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).
23) 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.
24) Provisions for U.S. Flag vessels:
a) 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).
b) 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.
(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.
25) U.S. flag offers will not be considered if the vessel operator has not provided the
Maritime Administration with the vessel’s costs prior to submission of offer.
26) 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.
27) 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 if used, and
for second discharge port, if used.
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, 1 Safe
Berth each, 1-2 Safe Ports, Abidjan, Cote d’Ivoire a/o Tema, Ghana.
28) 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.
29) 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 POTI, 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 receiver’s account and time.
30) Lutheran World Relief reserves the right to accept or reject all offers.
31) Commission: 1.67 percent on gross freight /deadfreight/ demurrage is payable to
BKA Logistics LLC.
32) All offers must be in accordance with this IFB and to the terms and conditions of the
Lutheran World Relief Charter Party Proforma as current.
33) Offers to be submitted electronically through the WBSCM no later than 1000 hours
Central Time USA on January 17, 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 hrs. Washington DC time January 19, 2024.
Fixtures resulting from this tender are subject to approval by Lutheran World Relief 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