Tanzania Tender Freight Tender: Land O¡¯Lakes Venture37 / Bulk Wheat / Tanzania (Lesotho Program).

23-002B Tanzania Tender

December 13, 2023

Freight Tender: Land O’Lakes Venture37 / Bulk Wheat / Tanzania (Lesotho Program).

IFB No. 23-002B

Date: December 13, 2023

BKA Logistics LLC, for and on behalf of Land O’Lakes Venture37 (hereafter LOLV37),

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: F23-0092 & F23-0093

IFB No: 23-002B

Sales Order: 5000888296

Commodity Solicitation No. 2000009766

Freight Solicitation No. 2000009767

Agreement No: FCC 632-2023/012-00

Freight offers are due no later than 1000 hours Central Time USA (1100 hours ET)

December 19, 2023.

Freight offers are to remain valid until 1700 hours ET December 21, 2023.

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[1]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 safe

berth Dar Es Salaam, Tanzania.

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: F23-0092: 33,600 MT of bulk Hard Red Winter (HRW) wheat.

Receiver Said Salim Bakhresa & Co. Ltd.

B) BKA Ref: F23-0093: 15,000 MT of bulk Northern Spring / Dark Northern Spring

(NS/DNS) wheat. Receiver Said Salim Bakhresa & Co. Ltd.

Offerors should consider offering vessels to carry a range of tonnages up to 33,600 MT

for the HRW wheat and up to 15,000 MT for NS /DNS Wheat, in the event that quantity

purchased is less than the quantity stated. Contracted quantities will be on min/max

basis.

The two 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 Land O’ Lakes Venture37 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.

Land O’Lakes Venture37 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 LOLV37’s cargo, and must be

detailed in offer or approved by LOLV37/USDA if contracted after fixture of LOLV37

cargo. Vessel’s itinerary and geographic proximity of completion cargo(es) will be taken

into consideration by LOLV37/USDA in approval of such part cargo(es) in order not to

unduly impede delivery of LOLV37’s cargo to discharge port(s). Any such completion

cargoes, even if same grade and quality of LOLV37 cargo must be duly separated by

owner, at owner’s risk time and expense.

2) Laydays: January 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.

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 Dar Es Salaam, Tanzania. Charterer’s

receiver advises following vessel restrictions for the assigned discharge berth –

maximum SWAD of 12.5 meters, maximum vessel LOA of 200 meters, and maximum

Beam of 35 meters. All time lost and all extra expenses resulting from vessel’s LOA

exceeding 200 meters or vessel’s SWAD exceeding 12.5 meters or vessel’s beam

exceeding 35 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, LOA, and Beam 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

U,S. flag Tankers :

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 MT and above 7,500 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 Tanker or 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 3,000 MT of 2204.6 pounds for bulk carriers, 1,500

MT of 2204.6 pounds for Tween/multi-deckers and 1,500 MT of 2204.6 pounds for

tankers per weather working days of 24 consecutive hours, Saturdays, Sundays and

official holidays (as per BIMCO holiday calendar) excepted, 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 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 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 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.

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.

Laytime not to count for the time taken in closing/opening of vessel hatches.

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 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.

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 (Said Salim Bakhresa & Co. Ltd.) and Vessel

Owner. Neither Charterer (Land O’ Lakes Venture37) 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. US Flag Bulk Carriers

including ITB/ ATB, Tween/Multi deckers and Tankers will be considered basis

discharging directly at receiver’s berth(s) at the discharge port, provided the U.S. Flag

Tanker Owner and performing vessel get port authority approval prior to fixing. 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: Geared Bulk Carriers are required.

Geared vessels to be equipped with jib cranes of minimum 25 MT SWL and/or cranes

which permit discharging with 8 cubic meter shore grabs into shore hoppers.

U.S. Flag gearless vessels will be considered if owner provides appropriate shore gear to

discharge the cargo at the Charter Party agreed discharge rate. In case US Flag

vessel/barge is gearless and or do not have capacity to permit discharge by said 8 cubic

meter shore grabs into the 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.

For bulk wheat only US Flag Tankers must be capable of discharge by means of

vacuvators utilizing vessel or owner supplied shoreside gear. Vessel(s) to possess either

crane(s) or derrick(s) with the capacity to uphold vacuvator(s) and piping during

discharge operations. All discharge gear and equipment is to be supplied by owner at

owner’s expense. Owners to provide at their expense all necessary motive power/ fuel to

operate owner provided discharging gear. Any shore gear required for discharge or for

lifting in/out of equipment must be furnished at Owner’s time, risk and expense.

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 (including vacuvators) 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 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, fumigation

costs are for owner's (vessel's) account.

20) Offers of only named vessels will be considered. No vessel substitution is permitted

without LOLV37 /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 LOLV37, 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. If a U.S. Flag Tanker is offered, the offer must include a Statement from Port

Authority of Dar Es Salaam, Tanzania that said Tanker will be permitted to enter and

discharge the charterer’s cargo.

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 Dar Es Salaam,

Tanzania.

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 considered as detention time. The detention time shall be borne by

the Buyer and paid to the Vessel Owner, at the contracted demurrage rate, with final

freight settlement.

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 disinfect,

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.

30) LOLV37 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 Land O’Lakes Venture37 Charter Party

Proforma.

33) Offers to be submitted electronically through the WBSCM no later than 1000 hours

CT USA on December 19, 2023. 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 December 21, 2023. Fixtures resulting

from this tender are subject to approval by LOLV37 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