Mauritania Tender Freight Tender: Partners of the Americas, Inc. / Mauritania / Bulk Wheat. IFB No.: 23-003B

23-003B Mauritania Tender

January 3, 2024

Freight Tender: Partners of the Americas, Inc. / Mauritania / Bulk Wheat.
IFB No.: 23-003B
Date: January 3, 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: F24-0001 / F24-0002 / F24-0003
IFB No.: 23-003B
Sales Order: 5000889483
Commodity Solicitation No.: 2000009796
Freight Solicitation No.: 2000009797
Agreement No.: FCC 682-2023/013-00

Freight offers are due no later than 1000 hours Central Time USA (1100 hours ET)
January 10, 2024.

Freight offers are to remain valid until 1700 hours ET January 12, 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, One safe
berth Nouakchott, Mauritania.

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:
A) BKA Ref. F24-0001: 16,500 MT of bulk Hard Red Winter (HRW) wheat.
B) BKA Ref. F24-0002: 6,600 MT of bulk Northern Spring (NS) wheat.
C) BKA Ref. F24-0003: 4,400 MT of bulk Soft Red Winter (SRW) wheat.
Buyer for all three grades of wheat, Grands Moulins d’Afrique SA.
Offerors should consider offering vessels to carry a range of tonnages up to 16,500 MT of
HRW Wheat, 6,600 MT of NS Wheat, and 4,400 MT of SRW Wheat, in the event that
quantity purchased is less than the quantity stated. Contracted quantities will be on
min/max basis.
The three grades of wheat must be separated as follows:
Separation to be by vessel’s natural segregation or otherwise by Kobe-type separation for
wheat only. 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.
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.

2) Laydays: February 15 – 25, 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. For offers basis U.S.
Great Lakes utilizing feeder vessels, offer to include name and details of feeder vessels.

5) Discharge port: 1 safe berth, one safe port Nouakchott, Mauritania. Charterer’s
receiver advises following vessel restrictions for the assigned discharge berth: maximum
SWAD of 10.4 meters, maximum vessel LOA of 190 meters. All time lost and all extra
expenses resulting from vessel’s LOA exceeding 190 meters or vessel’s SWAD
exceeding 10.4 meters are for the account of the vessel Owner.
Owners are fully responsible for vessel arriving at the discharge port and receiver’s berth
within the allowable draft and LOA restrictions. Lightening is permitted at vessel
Owner’s time, risk and expense. Lightening, (if applicable), to 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 the Charter Party
by first class independent surveyor and provide all gear, required to maintain the
guaranteed discharge rate. Daughter and/or performing vessel must meet all
requirements of the discharge port authority. 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 or their agents during
regular business hours (as per clause 7 below) and laytime shall commence at 0800 hours
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 clause 7 below) and laytime shall commence at 0800 hours on next
business day and prior time used is not to count as a 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 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.

7) 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/multideckers
per weather working days of 24 consecutive hours, Fridays 12PM, Saturdays,
Sundays and Holidays excepted, even if used (WWDFRIPMSSHEX EIU), on the basis of
the Bill of Lading quantity. Time from 1200 hours local time Friday (or on a day
preceding holiday) through 0800 hrs 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 Thursday and between 0900 hours to 1200 hours on Fridays (except
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. 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 valid 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.
Any shifting and associated laytime as a result of vessel and/or vessel owner’s inability to
allow buyers/receivers to access cargo will be for Owner’s account and time used 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.
High Swells: High Swells occurring during discharge operations are deemed to be
adverse weather conditions and therefore interruption of discharge operations caused by
high swells, under the terms of weather working day, shall not count as laytime used.
Determination of High swells shall be by the Port Authority.
Laytime not to count for the time taken in closing/opening of vessel hatches.
Time will cease to count as laytime or time on demurrage upon cargo discharge being
completed.
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.

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 Governing 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/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.

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, 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 Receivers latest within 30 days from completion of discharge in accordance
with the demurrage/despatch costs established in the governing Charter Party.

15) 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. 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 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.

17) Vessel gear requirements: For Non-US flag vessels, vessel shall be self-geared with
one crane per hatch, with sufficient working load (SWL) to handle shore grabs, capable
of working simultaneously. For U.S. flag vessels, the performing vessel can be gearless,
but vessel must provide, at vessel’s expense, shore cranes capable of discharging at the
contracted discharge rate.
Discharge gear must be in good working order and capable of maintaining the guaranteed
rate of discharge as per the discharge clause above.
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 Owner provided: 1. Shore crane(s)/ equipment not being
immediately available upon vessel’s arrival at the discharge port, and/or 2. The initial
setup of shore crane(s) / equipment and/or 3. Breakdown of Owner provided gear and or
discharge equipment 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.

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 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.

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 POA/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 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.

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 vessels 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.
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 Transport charges basis Free Out Nouakchott,
Mauritania.

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 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.

30) POA reserves the right to accept or reject all offers.

31) Commission: 1.67 percent on gross freight, deadfreight and demurrage is payable to
BKA Logistics LLC.

32) Otherwise subject to terms and conditions of Partners of the Americas Inc. Charter
Party Proforma.
33) Offers to be submitted electronically through the WBSCM no later than 1000 hours
CT USA on January 10, 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 ET USA January 12, 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