Dominican Republic Tender22-036P

IFB# 22-036P Dominican Republic Tender

May 8, 2025

Freight Tender: NCBA/CLUSA - Bulk Soybean Meal to Dominican Republic.
 

IFB No. 22-036B
 

Date: May 8, 2025
 

BKA Logistics LLC, for and on behalf of Cooperative League of the USA (CLUSA) d.b.a. National Cooperative Business Association (NCBA/CLUSA), as Charterer, 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: F25-0031
 

IFB No: 22-036B
Sales Order: 5000998567
Agreement No: FCC 527-2022/001-00
Commodity Solicitation No. 2000010773
Freight Solicitation No. 2000010775
 

Freight offers are due no later than 1000 hours CDT (1100 hours EDT) May 13, 2025.
Freight offers are to remain valid until 1700 hours EDT May 16, 2025.
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 Safe Berth, One Safe Port, Rio Haina, Dominican Republic.
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 2,500 MT of bulk Soybean Meal as follows:
• Up to 1,325 MT to Receiver ADM Americas, S. DE R.L.
• Up to 1,175 MT to Receiver Sanut Dominicana, SAS.
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 NCBA CLUSA cargo in combination with other cargoes of Technoserve (TNS) 130 MT Soybean Meal in Bulk and IESC 19,750 MT and 900 MT of Soybean in Bulk for Rio Haina, Dominican Republic that at are tendered for the same laydays under separate IFBs.
The NCBA CLUSA Soybean Meal, if booked on same vessel with the TNS and IESC Soybean meal to Rio Haina, can be commingled provided they are supplied by same supplier, under same Purchase Order and loaded at the same load terminal.
If vessel is fixed basis Part Cargo - Any additional completion cargo(es) must be duly separated, must be compatible and non-injurious to NCBA CLUSA’s cargo, and must be detailed in offer or approved by NCBA CLUSA/USDA if contracted after fixture of NCBA CLUSA cargo. Vessel’s itinerary and geographic proximity of completion cargo(es) will be taken into consideration by NCBA CLUSA/USDA in approval of such part cargo(es) in order not to unduly impede delivery of NCBA CLUSA’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: July 1-10, 2025. 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) Vessel Preadvice Notice: 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: Email: jennifer.russenberger@usda.gov and harry.king@usda.gov
4) Load Port: 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: One Safe Berth, One Safe Port Rio Haina, Dominican Republic.
Charterer/Receivers indicate, as guidance only and without guarantee the following restrictions at Port of Rio Haina, Dominican Republic:
Vessel length overall (LOA) is a maximum 231 meters with a maximum beam of 32 meters. Pier No. 4 on the west side of the port can accommodate a maximum draft of 10.2 meters with a recommended UKC of .3 meters and a brackish water density varying between 1.016 and 1.025 and be used to discharge cargo for both buyers/receivers Sanut and ADM.
All time lost and all extra expenses resulting from vessel exceeding these restrictions are for the account of the vessel Owner.
6. Vessel Lightening: 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. Lightering daughter vessel must be single deck bulk carriers meeting port’s vessel’s restrictions. 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 or their agents during regular business hours (as per Clause 8 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 8 below) and laytime shall commence at 0800 hrs on next business day and prior time used is not to count as laytime used.
7) 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.
8) Discharging Terms: Cargo to be discharged by the Receivers 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 and 1,000 MT of 2204.6 pounds for Tween/multi-deckers per weather working days of 24 consecutive hours, Saturdays, Sundays and holidays 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 hours local time Monday (or day after an official holiday) shall not count against laytime, even if used.
Time will cease to count as Laytime or time on demurrage upon cargo discharge being completed.
Notice of Readiness to Discharge: 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 Port of Rio Haina time, Monday through Friday (except holidays), and within 0900 hours to 1200 hours on Saturdays (Sundays and Holidays excluded) 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 cable, telex, facsimile or email. Furthermore, at the Vessel’s option, the NOR may be tendered if the vessel is at anchorage waiting for a berth.
Waiting Time at Discharge Port: 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.
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.
Shifting: 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 Buyers/ Receivers to access cargo will be at Vessel Owner’s account.
If a second terminal and/or berth is used for discharge, the Buyer/Receiver is responsible for all costs and shifting between terminals and any additional berth costs beyond one safe berth are to be handled directly between Buyer/Receiver, the Port Terminal, and the vessel Owner.
Hatch Opening/Closing: Opening and closing of hatches to be carried out by vessel’s crew free of charge to Charterers/Receivers and time not to count as laytime or time on demurrage. Vessel to be equipped with mechanical or hydraulic hatch covers or rain tents for all hatches are required to be provided by Owner.
Time lost whilst hatches are closed due to weather conditions, even if due to the threat of bad weather, said time shall not count as laytime or time on demurrage.
High Swells: High Sells occurring during discharge operations are deemed adverse weather conditions and therefore interruption of discharge operations caused by high swells, under terms of weather working day, shall not count as laytime used. Determination of High Swells shall be by the Port Authority. Time of high Swells that prevent safe discharge must be duly noted in the official Statement of Facts and signed by all relevant authorities.
9) Laytime is non-reversible.
10) Stevedores: At load port owner to appoint and pay for stevedores. At discharge port charterer/receivers to appoint and pay for stevedores.
11) Vessel Agents: At load port owner to appoint and pay for vessel’s agent. Charterer/receiver nominate the following vessel’s agent at the discharge ports, whom owner will appoint and pay:
Maritima Dominicana S.A.S.
Main Switchboard : (809) 539-6000 Ext. 8504
Direct Phone: (809) 473-8891
Fax: (809) 539-7200
Group Email Address: trafico@mardom.com
12) Bills of Ladings: The ocean carrier shall release set(s) of clean on board ocean Bills of Lading, 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. The total tonnage loaded may be split in multiple sets of Bills of Lading consigned to different receivers. Said Bills of Ladings shall be marked “Freight Payable as per Governing Charter Party” and may also be required to be “to Order”.
The commodities will be loaded and shipped in bulk with the quantity determined by the Official Grain Weight Certificate issued by USDA/FGIS or USDA approved Surveyor, on completion of loading. Bill of Lading quantities and freight charges will be based upon the Official Grain Weight Certificate(s) figures. Claims or demands for freight amounts that exceed the aforementioned Bill of Lading weights will not be considered.
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 Buyers’/Receivers’ letter(s) of indemnity in lieu of the original Bill of Lading, if same is not received in time.
13) 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.
14) Load Port Laytime: 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.
15) Discharge Port Laytime: 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 (NCBA CLUSA) nor USDA will be responsible for settling matters of laytime calculation or settlement of demurrage / despatch. To the extent that Charterer’s participating in such settlement discussions between Buyer/Receiver and Vessel Owner would be beneficial, BKA Logistics LLC is authorized to participate in such discussions on behalf Charterer, though BKA Logistics LLC will have no liability resulting from such a settlement. 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.
16) Vessel type restrictions: 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.
17) Vessel Age and Additional Requirements: 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.
NCB HATCH SEALING CERTIFICATE: Further to above regardless of vessel age, U.S. and Non-US Flag vessel 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 Owner’s liability and responsibilities toward the cargo. A copy of the NCB Hatch Securing Survey Report will be required for freight payment.
18) Vessel Gear Requirement: Vessel will be capable of self-discharge with Vessel’s gears or Owner supplied marine legs or shoreside gear. Cargo discharge by gears will be with grabs, Vacuvators are not acceptable (including for Lightening, if applicable). Vessel owners to supply grabs and all necessary discharging gear (cranes and or swinging derricks with minimum 9.8 MT SWL capacity suitable for clamshell discharge and including clamshells) in good working order and in sufficient number to permit Charterers/ Receivers to effect discharge of the vessel at the guaranteed rate of discharge. For vessel offering marine legs as discharge equipment owners to provide all necessary fuel, technicians and motive power to operate the marine legs and maintain the discharge rate agreed upon. For all owner provided discharge equipment owners to provide at their expense, all necessary motive power/fuel to operate all discharge gear. Time used for assembling or preparing owner-supplied equipment, or any time lost as a result of insufficiencies of gear or breakdown of gear not to count as laytime or time on demurrage. Any shore gear required for discharging or lifting in/out equipment must be furnished at owner’s risk and expense. Gear provided by vessel must also be capable of lifting equipment for trimming and breaking up any caked soybean meal in/out of the holds.
Discharging equipment must meet all requirements and regulations of the applicable port authorities.
If vessel is not capable of meeting discharge rate as stated in Clause 8 above, then port authority at their discretion may require vessel to leave the berth. In such case, any delays, shifting costs or additional expense will be solely for Owner’s vessel’s account.
19) Dues and Taxes: 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.
20) Fumigation: 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 “Bulk Vessel Fumigation with Phosphine”, dated February 3, 2023, and USAID Notice to the Trade “Bulk/Breakbulk Vessel Fumigation with Phosphine-Revised”, dated February 1, 2024, are full incorporated herein, which includes Fumigation Protocols for Bulk Cargo.
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.
21) Named Vessels Only / Substitutions: Offers of only named vessels will be considered. No vessel substitution is permitted without NCBA/CLUSA and USDA approval.
RightShip Requirements:
Charterer and/or USDA reserves the right to require the offered and performing vessel to have betting approval from RightShip. The vetting evaluation of the performing vessel may require RightShip inspection. Owners must allow RightShip or their contracted inspection company to perform the required inspection at Owner’s cost. Any vesse that fails to meet (at least a RightShip Safety Score of three out of five) or does not allow an inspection when required, may not be considered and any substitute vessel after fixture may be subject to contract termination and owner shall be responsible for any additional costs to Charterer.
22) ISM Code: 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 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.
23) 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).
24) Provisions for U.S. Flag vessels: 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.
Further:
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.
(f) 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.
25) 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.
26) 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 Transportation charges basis Free Out, One Safe Berth, One Safe Port Rio Haina, Dominican Republic.
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.
27) COVID: 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.
28) NCBA CLUSA reserves the right to accept or reject all offers.
29) Commission: 1.67 percent on gross freight /deadfreight/ demurrage is payable to BKA Logistics LLC.
30) Further Details: All offers must be in accordance with this IFB and to the terms and conditions of the NCBA CLUSA Charter Party Proforma as current.
31) Submission of Offers: Offers to be submitted electronically through the WBSCM no later than 1000 hours CDT on May 13, 2025. 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 May 16, 2025. Fixtures resulting from this tender are subject to approval by Charterer 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