IFB# 16-019B Guatemala Booking Results
October 20, 2017
Project Concern International / Guatemala
IFB No. GT-PCI-FFE-16-019B
Vessel Owner: Intermarine, LLC as agents for US Ocean LLC
Vessel: U.S. Flag “Ocean Giant”
Cargo: 3,600 MT Min/Max Bulk SBM
Laydays: November 1-10, 2017
Load/disch: Grays Harbor, WA / Puerto Quetzal, Guatemala
Frt Rate: $326.42 per MT
All other terms and conditions remain unchanged.
Thank you and Best regards,
For ocean freight shipments to or from the United States, applicable quotation sheets, booking confirmations, e-mail communications and other writings with applicable rates and charges for the shipments and shipper’s or consignee’s response by email or other writing (collectively “the writings”) constitute an offer by carrier and acceptance by shipper or consignee for transportation services pursuant of Title 46, U.S. Code of Federal Regulations, Sections 520.13 and 532.”
IFB# 16-019B Guatemala Tender
October 11, 2017
Freight re-tender: Project Concern International / FFE – Bulk SBM
Panalpina, Inc. as agent for Project Concern International, requests offers of U.S. and non
U.S. Flag geared vessels (U.S.Flag gearless vessels excluding tankers will be considered provided owners supply discharging equipment and gear to effectively maintain discharge rates stated below per proforma charter party and freight tender terms) for the carriage of bulk Soybean Meal under the McGovern-Dole International Food for Education and Child Nutrition program on the following basis:
Date: October 11, 2017
IFB No. GT-PCI-FFE-16-019B
WBSCM Freight Solicitation Number: 2000005009 WBSCM Commodity Solicitation Number: 2000005008
1. Commodity: Soybean Meal in bulk
Quantity: Up to approximately 3,600 MT Laydays: November 1-10, 2017
-Offerors should consider offering vessels to carry a range of tonnages in the
event that the quantities purchased are more or less than the quantities stated in this tender. Contracted quantity to be on a min/max basis.
- Any other part cargoes to be fully segregated as noted below. This cargo must be Last in/First Out.
-Offers submitted under this invitation are required to have a canceling date no later than the last contract layday as above, and vessels which are offered with a canceling date beyond the laydays specified above will not be considered.
-Offers of named vessels only will be considered. Owners will not have the right to substitute without Charterers and USDA approval.
-All offers must state vessel’s current position and itinerary with ETA basis loadport and discharge port.
-If contracted on part cargo basis owner is to provide itinerary of vessel. The commodities covered by this tender must be fully segregated from any part cargoes by natural separation or by Kobe Separation only. If segregation is by artificial separations, all such separations and stowage must be approved by the National Cargo Bureau (NCB) and all expenses are for Owner’s account. Any part cargo(es) shall be non- injurious to Project Concern cargo and detailed in offer or approved by Charterers/USDA if contracted after fixture of Project Concern cargo. Vessel itinerary and geographic proximity of completion cargoes will be taken into consideration.
-Owners to provide 14 (fourteen) days preadvice of vessel readiness to load. The 14 day preadvice must be received by charterer’s agent no later than 11:00 am (Washington DC time) on the business day it is given. Preadvice received after that time will count as received on the next business day.
2. Loading: 1/2 safe berth(s) each 1/2 Safe U.S. 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.
3. Discharging: 1/2 safe berths, 1 safe port Puerto Quetzal, Guatemala
It is owners sole responsibility for vessel meeting all berth restrictions at the discharge port. Any lightening required as a result of vessel’s failure to meet berth restrictions at the discharge port(s) is for owner’s time, risk and expense.
(a) Loading terms: the cargo is to be loaded according to berth terms with customary despatch at the average rate as delineated below based on vessel's contracted quantity. The rates are basis tons of 2,204.6 pounds per weather working day of 24 consecutive hours, sundays and holidays excepted, even if used. Saturdays per BFC Saturday clause.
Vessel contracted quantity loading guarantee
========================= ================= 0 - 9,999.99 MT 4,000 MT per day
10,000 - 19,999.99 MT 5,000 MT per day
20,000 - 29,999.99 MT 6,000 MT per day
Multi-deckers: The load guarantee shall be 3,000 MT per day. Lash/Seabee barges: The load guarantee shall not apply.
(b) Discharging terms: Cargo to be discharged free of risk and expense to the vessel (Free Out discharge) at the average rate of 1500 metric tons (in tons of 2,204.6 pounds) per weather working day of 24 consecutive hours on the basis of the bill of lading quantity. Time from 1700 hours Friday or on a day preceding a holiday until 0800 hours Monday or the next working day following such a holiday not to count even if used. The discharge guarantee shall not apply for LASH/Seabee barges. Any shifting necessary due to the vessel’s size or configuration to be at Owner’s time, risk and expense.
(c). Notice of Readiness at discharge port to be delivered to the office of Receivers or Receiver’s Agent during normal office hours, between 0800 hours and 1800 hours Monday through Friday, or between 0800 hours and 1300 hours on Saturday (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 in is
port or not (WIPON), whether vessel is in berth or not (WIBON). At vessel’s option, NOR may be tendered in writing by cable, telex, email or facsimile, or if vessel is at anchorage waiting for berth. Laytime to commence at 0800 hours on the next working day after NOR has been tendered in accordance with these provisions. All times indicated are local (Puerto Quetzal) time.
Waiting time (inside or outside commercial port limits) for anchorage or berth will count as laytime. Laydays will commence at 0800 AM (Guatemala time) on the next working day after the NOR has been tendered, WCCON, WIFPON, WIPON, WIBON. All time and expenses used in the Vessel shifting from one anchorage or berth or place of cargo operations to another are for the Buyer’s account and will count as laytime, even if such Vessel shifting was ordered by the relevant authority at the Discharge ports.
(d ) Demurrage/despatch is applicable at load and discharge ports. Owners are to specify demurrage/despatch rates in their offer. Despatch rates must be one-half of demurrage rates quoted. Demurrage at discharge shall not exceed $20,000 per day.
(d) Laytime is non-reversible.
-Laytime accounts are to be settled directly between owners and commodity supplier(s) at load port(s). Laytime calculation, overtime and trimming to be in accordance to addendum no. 1 of the North American Export Grain Association, Inc. F.O.B. Contract no. 2 (revised as of May 1, 2000) clauses nos.1-10 inclusive, (hereinafter "N.A.E.G.A.") regardless of type of vessel. Further the following modifications to N.A.E.G.A. Will apply:
Anywhere the word "buyer" appears, the words "vessel owner" should be substituted in its place. Under no circumstances shall charterers or CCC be responsible for resolving disputes involving the calculation of laytime or the payment of demurrage or despatch between the vessel owners and the commodity supplier(s). Any/all disputes between vessel owners and the commodity supplier(s) arising out of this contract relating to the settlement of laytime issues shall be arbitrated in New York subject to the rules of the Society of Maritime Arbitrators, Inc.
-Discharge port laytime accounts are to be settled directly between Receiver and vessel owner. Vessel owner is to prepare and submit signed discharge port laytime statement to Receivers for approval within thirty days of completion of discharge. Discharge port notice of readiness and discharge port statement of facts, both signed on behalf of charterers/receivers and vessel owner are to be presented with signed discharge port laytime statement.
-Under no circumstances shall CCC be responsible for resolving disputes involving the calculation of laytime or the payment of demurrage or despatch between charterer/receiver and the vessel owner. Any/all disputes between charterer/receiver and vessel owner arising out of this contract relating to the settlement of laytime issues
shall be arbitrated in New York subject to the rules of the Society of Maritime Arbitrators, Inc.
5. Vessel must be capable of self-discharge with vessel gear with capacity to safely handle 15 MT claim shell container. Vessels must have full working gear for each hatch and must be capable of operating receiver’s discharging equipment and must meet all requirements/ regulations of Puerto Quetzal Port Authority. Gearless vessels will be considered provided they supply alternative discharging equipment and gear at each hatch in which cargo is loaded at owners expense. Vessels to supply cranes or derricks or any additional equipment required that is capable of operating receiver’s discharging equipment and must be suitable for clam shell discharge. Owners to provide at their expense all necessary motive power/fuel to operate all discharge gear. Discharge gear provided by owner/vessel must be capable of maintaining the guaranteed average discharge rate as specified above. If vessel is not capable of meeting discharge rate stated above, then port authority at their discretion may require vessel to leave berth. In such case, any delays, shifting costs or additional expenses will be solely for owner’s/vessel’s account.
Notice of vessel’s readiness to discharge may not be tendered before vessel is fully equipped with discharge gear/ equipment. Time used, for gearless vessels, to assemble/prepare discharging equipment for discharge to be excluded from laytime used. Any time lost as a result of breakdown of vessel’s gear and/or marine legs to be excluded from laytime used. Vessel and discharging equipment/gear must meet all requirements/regulations of the Puerto Quetzal port authority.
Mechanical or hydraulic hatch covers for vessels or rain tents for all hatches are required. Opening and closing of hatches to be carried out by vessel's crew free of charge to charterers. The first opening and last closing of hatches at discharging ports shall be at the Owner’s expense, all other hatch operations at discharge port for receiver’s time and risk.
Vessels and tug/barge combination must have all openings to cargo spaces and hatch covers suitably sealed with tape or by other means to assure water tight integrity. The sealing shall be done to the satisfaction of NCB surveyor as attested by certification of special survey. All of the above to be performed at vessel's time, risk, and expense.
Special survey certificate will be required as a condition of freight payment. Sealing of hatches/openings and special NCB Certificate in no way diminishes owners responsibility and liability toward the cargo.
Tug/barge tow arrangement to be inspected/certified by BMT Salvage prior to loading, at owner’s time/risk/expense. Copy of said certification to be submitted to charterers’ agent at time of tender nor to load.
Tankers are not allowed. Non U.S. Flag Vessels to be bulkcarriers only. Vacuvator discharge is not allowed.
6. Owners are responsible for vessel arriving at discharge berth(s) and port(s) with an acceptable safe arrival draft and must meet all berth/port restrictions. Any lightening required as a result of vessel’s failure to meet berth and discharge port restrictions is for owner’s account. Owners to be fully responsible for any and all costs in reaching safe draft. In case partial lightening, then lighterage to be for owners' time, risk and expense. If owners intend to lighten at berth(s) other than the grain terminal, owners shall certify in their offer that they have obtained authorization from the Puerto Quetzal port authority. Vessel must meet all requirements of the applicable Puerto Quetzal port authority.
In the event vessel has to lighten at disport whether full lightering or partial lightering, all lightering operations shall be at ship owner’s time, risk and expense. For all lightering (full or partial) the lighterage vessels, must be geared ocean-going bulk carrier vessel, classed highest in Lloyds or equivalent, certified by a licensed surveyor that all cargo compartments are clean and entirely fit to receive and carry contracted cargo and that all winches/cranes are in good working order. Laytime allowed, whether full or partial lightering, shall be based on the bills(s) of lading weight. In the event of partial lightering, vessel will not be considered ready until owners have arranged lightering and vessel has reached a safe draft for berthing. All time lost before vessel reaches said draft is not to count as Laytime used. Laytime is not to commence prior 0800 on the next working day following completion of lightering and presentation of valid notice of readiness. In the event of full lightering Laytime shall commence at 0800 on the next working day after daughter vessel(s) have presented their notice(s) of readiness to discharge and demurrage/despatch rate shall apply only to the daughter vessel(s).
Mother vessel (partial lightering) and daughter vessels (full or partial lightering) to take turns at discharge and time on second and subsequent vessels not to count until previous vessel completes discharge and has vacated the berth. Time for shifting into berth not to count as Laytime or time on demurrage.
7. Vessels must be able to be fumigated with an aluminum phosphide preparation in- transit (using recirculation method or the surface method of fumigation), in accordance with USDA/FGIS Handbook and program notice FGIS-PN-05-02 dated Jan 7 2005, and vessels that cannot be so fumigated will not be considered. At final loading port, commodity supplier will arrange and pay for in-transit fumigation performed by a certified applicator. Fumigation must 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 bulkcarriers (including push-mode ITB), the recirculation method of fumigation will be used. Tween-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 and such written statement from certified applicator should be submitted with offer.
8. At the discharge port and upon inspection by government/receivers inspectors, if cargo and/or vessel is found to be infested, and provided clean bills of lading were issued,
fumigation costs, if any, are for owners (vessels) account, and time used is to count for
U.S. Flag vessels; and not to count for non U.S. Flag vessels.
9. Freight rate to be quoted per metric ton basis vessel load/free out one loading port to one discharging port. Additional freight charge must be stated for additional loading port(s)and will be considered in determining lowest landed cost in those situations where commodities are likely to be loaded at more than one port.
10. Freight offers should not contain a "detention rate". Freight offers will not be considered non responsive solely because a detention rate was given however the related charter parties and liner booking contracts may not contain a detention rate.
11. Non U.S. Flag vessels must be registered highest in Lloyds or
equivalent and must not be more than 20 years old – date of original construction, not rebuilt date to govern. If vessel’s age is over 20 years old, the offer will be considered non-responsive.
12. Non-vessels operating common carriers (NVOCC) may not be employed to carry U.S. or foreign flag shipments.
13. Only clean offers of named vessels with full particulars provided will be considered.
14. Any extra insurance on cargo and freight due to vessels age, class, type, flag, configuration or ownership of the vessel is to be for owners account, but not to exceed New York market rates for U.S. Flag vessels and London market rates for non U.S. Flag vessels.
15. Cargo shall not be loaded into deep/wing tanks and other spaces which are not bleedable and directly accessible to grab discharge.
16. U.S. Flag approved freight rate(s) will be reduced to a level not higher than the Maritime Administration fair and reasonable rate in the event that originally approved vessel is substituted by a lower cost vessel.
One way rate must be quoted in addition to round trip rate for U.S. Non liner vessels whose date of original "repeat" original (not rebuilt date)construction exceeds 15 years from date of fixture.
Freight rate for U.S. Flag vessels offering basis full cargo but loading less than a full cargo, the less than full cargo freight rate will be subject to a reduction to meet any revised MARAD freight rate guideline due to vessel loading other additional cargo.
Offers of U.S. Flag vessels will not be considered if the vessel operator has not provided the Maritime Administration with the vessel costs prior to submission of the offer.
U.S. Flag vessels offered subject to MARAD approval will not be considered. If MARAD approval of vessel is required, same must be obtained before submission of offers.
U.S. Flag vessels over 15 years old must offer an alternative freight rate to be applicable in the event the vessel is either scrapped or vessel ownership is transferred to another owner after discharge at destination, but prior to its return to the United States (including tug and/or barge).
17. Offers received shall be considered to warrant that the offered vessel is free from any lien and encumbrance fully insured and entered in a P and I Club.
18. Offers of named vessels only, no vessel substitution is permitted without Charterer's/USDA's approval.
19. ISM and ISPS code compliance: owner guarantees that this vessel, if required by the ISM (non self-propelled barges are exempt), and ISPS code issued in accordance with International Convention For The Safety Of Life At Sea (1974) as amended (SOLAS) complies fully with the International Safety Management (ISM) code and the International Ship and Port Facilities Security (ISPS) code and will remain so for the entirety of her employment under this charter party. Upon request, owners to provide charterers with a copy of the relevant Document of Compliance (DOC) and Safety Management Certificate (SMC) in regard to the ISM code and the International Ship Security Certificate (ISSC) in regard to the ISPS code. Owners are to remain fully responsible for any and all consequences from matters arising as a result of the owner or the vessel being out of compliance with the ISM and ISPS code.
20. ISPS clause:
A. From the date of coming into force of the International Code for the Security of Ships and of Port Facilities and the relevant amendments to Chapter XI of SOLAS (ISPS code) in relation to the vessel, the owners shall procure that both the vessel and “the company” (as defined by the ISPS code) shall comply with the requirements of the ISPS code relating to the vessel and “the company”. Upon request the owners shall provide a copy of the relevant International Ship Security Certificate (or the interim International Ship Security Certificate) to the charterers. The owners shall provide the charterers with the full style contact details of the Company Security Officer (CSO).
Except as otherwise provided in the charter party, loss, damage, expense or delay, excluding consequential loss, caused by failure on the part of the owners or “the company” to comply with the requirements of the ISPS
code or this clause shall be for the owner’s account.
B. Owner to specify any information required from charterers in order to comply with ISPS at time vessel tenders pre-advice notice for this cargo. The charterers shall provide the CSO and the Ship Security Officer (SSO)/Master with their full style contact details and any other information the owners require to comply with the ISPS code.
21. Compliance with 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-US 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 a Government Impelled (Preference) cargo, offerors must warrant that vessel(s) and owners/operators are not disqualified to carry such Government Impelled (Preference) cargo(es).
22. War Risk premium: carriers shall include all actual and anticipated War Risk insurance premiums in their offered rates. Owners bear the risk of any increase in War Risk premiums.
23. Offerors are encouraged to include all information as listed below and in the format as follows:
a. Vessel name, flag, year built, vessel type, DWT, holds, hatches(sizes), gear, LOA, beam, speed, class, owners name, salt water arrival draft at disport
c. Load/discharge ports
d. Load/discharge rates
f. ETA at load port
g. Freight rate per mt and additional freight for additional port(s)
i. Transit time and ports of call in transit, if any
m. Name and telephone number of contact person.
24. All offers and subsequent awards of contracts will be subject to the provisions of the McGovern-Dole International Food for Education and Child Nutrition Program and all applicable U.S. Department of Agriculture regulations pursuant thereto.
25. Offers must be submitted basis current Project Concern International - Food for Education bulk Soybean Meal adapted April 2014. Proforma Charter Party is available upon request from Panalpina, Inc.
26. Freight payment will be made via electronic transfer as detailed in charter party proforma.
26. Brokerage commission is payable by owners on gross freight, deadfreight, and demurrage to Panalpina, Inc. as follows: 2.5 percent if the fixture is arranged without owner's broker and if owners' broker is involved, 2/3rds of 2.5 percent is payable to Panalpina, Inc.1/3rd of 2.5 percent is payable to owners' broker.
27. To determine lowest landed cost, all carriers are required to submit offers electronically for the cargoes advertised by this RFP via the U.S. Department of Agriculture (USDA) a Web Based Supply Chain Management (WBSCM) system for the solicitation number(s) referenced above. All offers are subject to all requirements of WBSCM and of the afore-mentioned solicitation(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 an 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 systems questions or concerns:
Telephone: (877) 927-2648
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:
Panalpina, Inc. Sherry.firstname.lastname@example.org
30. Submission of Freight Offers:
Offers to be submitted to WBSCM no later than 1000 hrs U.S. central time (1100 hrs Washington, D.C. time) on Tuesday, October 17, 2017.
Freight offers are to remain valid until 1700 hours Washington, D.C. time October 18, 2017.
Only firm offers can be submitted.
Only offers that are responsive to the terms of the tender will be considered and no negotiation will be permitted.
No phone offers or offers via e-mail will be accepted.
31. For further information is needed contact Panalpina, Inc., 703-674-2317 or email@example.com .