IFB #:
Tender Date:
Award Date:
Award Flag:
International Executive Service Corps (IESC)
Fettig & Donalty
Food for Progress


IFB# 19-014B Peru Award

October 16, 2020

Fettig & Donalty, Inc. announces the following freight tender results for account of International Executive Service Corps (IESC), for the carriage of commodities to Peru under the Food for Progress program.

IFB No.: 19-014B

Commodity Solicitation No.: 2000007350

Freight Solicitation No.: 2000007351


Flag: US


Built:  2001

DWT:  50,601 mt dwt on 11.92 m

LOA: 189.9 M, Beam:32.26 m

6 holds/ 6 hatches

4 x 30 mt cranes,

Owner: Liberty Grace Corporation

Charterer:  International Executive Service Corps. (IESC)


Full/Part Cargo: Part cargo


Commodity:  Bulk Dark Norther Spring Wheat

Quantity: 30,680 MT MIN/MAX,


Load Range: : 1 safe berth ,1 safe port US NORPAC (Intention W-PORO-COL, Portland, Oregon)

Vessel ETA Dec 1, 2020


Laydays: Dec 1-10, 2020

14 day pre-advice required


Discharge Range:1 SB , 1 SP Callao, Peru

Callao to be first out discharge port.  


Freight Rate: USD  110.20 per mt basis 1 load port, 1 load berth to 1 discharge port 1 discharge berth Callao.  For each additional load berth, basis same load facility, if used, add lumpsum USD 195,000.


Load Terms, Scale gross load, Demurrage rate: USD  35,000   per day pro rata/ Half despatch


Discharge Terms:  FREE OUT, Basis 6500 mt per weather working day as per tender terms, Demurrage rate: USD 33,000  per day pro rata/ Half despatch

For further information contact Fettig & Donalty, Inc. 202-628-5700 (Washington, DC)

October 16, 2020

IFB# 19-014B Peru Tender

October 6, 2020

Fettig & Donalty, Inc. announces the following freight tender for account of International Executive Service Corps (IESC), requests firm offers of U.S. and non-U.S. flag geared single-deck bulk grain vessels for the carriage of commodities under the Food for Progress program.

IFB No.: 19-014B

Commodity Solicitation No.: 2000007350

Freight Solicitation No.: 2000007351


Up to approximately 35,000 metric tons Dark Northern Spring Wheat in bulk

WBSCM S.O.:  5000646979

Laycan:  December 1-10, 2020

Discharging:  1 SP, 1 SB Callao, Peru

Loading: 1-2SB, 1-2SP, All USA Port Ranges

Load Terms:   Scale Gross Load (see below)

Discharge:    Free Out with Demurrage/Despatch (details below)


To determine lowest landed cost, all carriers are required to submit offers electronically for the cargoes advertised by this tender via the USDA 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.  Freight offers are due no later than 10:00 U.S. Central Time (1100 U.S. Eastern Time) on October 14, 2020.  Only firm offers will be accepted.

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 eAuthentication 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 offers must remain valid through close of business U.S. Eastern time October 16, 2020.  No phone offers or offers via e-mail will be accepted.

Offers in combination with IESC wheat to Sri Lanka for the same Laycan are encouraged.  IESC Peru wheat must be fully segregated from Sri Lanka  cargoes by natural separation or by Kobe Type Separation.

Offerors should consider offering vessels to carry a range of tonnages in the event that the quantity purchased is more or less than the quantity stated in this tender.  Contracted quantity will be on Min/Max basis.

There have been significant changes to the Cargo Preference legislation.  Offerors are encouraged to review the FAS notice on the same, available at: http://www.fas.usda.gov/excredits/ifb/default.htm.

For offers basis U.S. Great Lakes utilizing feeder vessels, offer to include name and details of feeder vessels.

Offers submitted under this invitation are required to have a canceling date no later than the last contract Layday.  Vessels which are offered with a canceling date beyond the Laydays specified above will not be considered.

Owners to provide Fourteen (14) day load port pre-advice of vessel's readiness to load.  Pre-advice notice must be received at office of Fettig & Donalty, Inc. prior to 1100 New York time on a regular business day to be considered received on that day.  If pre-advice is received after 1100 New York time on a regular business day or on a weekend/holiday, pre-advice will be considered received on the next business day.

Charterer/Receiver may require a Pre-Shipment Inspection (PSI) per Peru import regulations.  Said PSI shall be arranged and paid for by Charterer/Receiver, but Owner to permit the PSI inspector to board and inspect vessel holds and witness the loading.


1.  Vessel Restrictions:

Vessels must be geared bulk carriers, tween/muti-deck vessel .  Towed tug-barges and tankers are excluded. Integrated tug/barge units will be considered if warranted speed and proposed itinerary can provide delivery according to the earliest and latest dates indicated elsewhere herein. Non-U.S.. flag vessels must not be older than 15 years and must be classed highest in Lloyd’s register or its’ equivalent. Year of original construction, not rebuilt date, to apply.

All vessels 15 years and older must have all openings to cargo spaces and hatches' covers tightly sealed with tape or by other means to assure watertight integrity.  The sealing shall be done to the satisfaction of attending NCB surveyor as attested by a special survey.  Cost of sealing hatch covers/openings to cargo spaces as well as special survey fees shall be for vessel owner's account.  Special survey certificate shall in no way affect owner's liability and responsibilities toward the cargo.

 Any extra insurance on account of vessel's age, class, type, flag, ownership or configuration will be for owners account, but not exceeding New York market rates for U. S. Flag vessels and London market rates for non U.S.. flag vessels.
For U.S. flag vessel offers only: if offerors assert that over age insurance is not applicable, then offer(s) must include documentary evidence substantiating same. Such substantiation must be clear, specific and up to date. In any case, same is subject to review and acceptance by charterers and cargo receivers and does not guarantee relief of owners' obligation to pay for extra insurance should charterers/receivers determine substantiation to be insufficient to protect the cargo interests.

-Vessels not to exceed an LOA of 230 M and arrival loaded draft of 14.5M

- No cargo shall be loaded into deeptanks, bunker and bridge spaces, wings and ends of tweendecks or other spaces which are not bleedable or directly accessible to grab discharge.  Time used for discharging from such places shall not count as Laytime or time on demurrage.

2.  Only clean offers of named vessels with full particulars will be considered.  Offerors are encouraged to include the following information:   Name of vessel and flag, Year built, Type, LOA, Beam, DWT, Draft, Speed, GRT, Number of Holds/Hatches, Hatch cover type and mechanism, Current vessel position, ETA at load/discharge port, Full Style Owners, SW Arrival draft at each disport.

Vessel's itinerary from day of offer to first or sole discharge port under this tender is to be submitted with offer and be incorporated into the CP.

3.  Vessel Gear Requirements: 

Vessels must be equipped with own cranes at min capacity of 30 MT SWL.

 Vessel gear shall be in good working order at all times capable of maintaining the guaranteed average discharge rate as specified elsewhere herein, and must meet all requirements and regulations of the applicable port authorities.

 Opening and closing of hatches at loading ports shall be performed by the Vessel's crew at the Owners' expense.  The first opening and last closing of hatches at each discharge port shall be at the Owners' expense.  All other hatch operations at discharge ports for receiver’s time, risk and expense.  If Vessel is not equipped with hydraulic or mechanical hatch covers, Owners are to provide rain tents for all hatches

4.  Freight rate to be quoted per MT, basis one loading port/one discharge port, plus additional freight per MT for additional load/discharge ports, if used.  Freight rate quotations must provide per metric ton breakdown of rates (as applicable) for:  a) Ocean transportation; b) Cost of lightening.

5.  Any other completion cargoes must be fully segregated from any other part cargoes by natural separation or by Kobe Type Separation of sturdy construction, flatly built with tarpaulin or roofing paper spread over an even base and then covered with thick dunnage boards with drilled holes in order to accept fumigation.  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 damage sustained by Kobe Type Separation from the discharge of commodities covered by this freight tender is not to be for Charterer’s or Receiver’s account.

Any part cargo(es) shall not be non-agricultural products or other hazardous products that could jeopardize product’s quality.  Part cargoes to be detailed in offer or approved by Charterers/USDA if contracted after fixture of IESC cargo.  Vessel itinerary and geographic proximity of completion cargoes will be taken into consideration.

6.  Vessels must be able to be fumigated with an aluminum phosphide preparation in-transit 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.  Dust retainers must be used. For tweendeckers and bulk carriers (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.

7.  Lightering at Disport:  The Owners are responsible for the performing Vessel to be of a suitable size and for arriving at discharge port and berth(s) with an acceptable safe arrival draft.  If Vessels' size or draft exceeds the acceptable safe arrival draft or size limitations, Owner to be fully responsible for any and all costs in reaching such safe draft and/or all costs for lightering the cargo into suitable size vessels.

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 bill(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.

Any lighterage is to be accomplished within the territorial waters of the country of the named discharge port(s) unless otherwise approved by Charterers and USDA.

If owners intend to lighten, the offer should specify the cost of lightering, whether full or partial lightering.  If lightering is not performed at the discharge port and vessel directly discharges at berth USDA will deduct the lightering cost from the ocean freight.

8.  Owners to provide for vessel hold inspection certificate by the Federal Grain Inspection Service/USDA (FGIS).

9.  Loading and stowage to be approved by National Cargo Bureau and certificate of NCB required at Owners expense.  Owners to provide additional NCB certification that vessel hatch covers and any other openings leading to cargo compartments have been sealed to prevent any outside water from entering the cargo compartments.  Additionally, ship’s hatches must be inspected and certified as water-tight prior to loading by a Lloyd’s approved survey.

10. Loading rate:

(a) Cargo 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


Bulk carriers:

     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

30,000 - 39,999.99 MT            7,500 MT per day

40,000 - 49,999.99 MT           10,000 MT per day

50,000 MT and above             12,000 MT per day

Tween-deckers and Multi-deckers, including liners: the load guarantee shall be 3,000 MT per day.

LASH/SEABEE barges:  the load/discharge guarantees shall not apply.  No demurrage/no despatch/no detention to be applied and same to be loaded/discharged in regular turn without undue delay.

(b) Demurrage/despatch is applicable at load and discharge port(s).  Owners are to specify demurrage/despatch rates in their offer.  Despatch rates must be one-half of demurrage rates quoted.  Laytime is non-reversible. 

(c) 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.

(d) Discharge port Laytime accounts are to be settled directly between Owners and Receivers.    Vessel owner is to prepare and submit signed discharge port Laytime statement to Receivers within ten (10) days of completion of discharge.  Copies of signed discharge port Notice of Readiness, Statement of Facts, and Laytime Statement also to be provided to Fettig & Donalty, Inc., Fax: 202-639-8276/email Mlagoon@fettigdonalty.com.  Discharge port Laytime accounts and other related matters are to be settled directly between vessel Owners and Receiver latest within 30 days from completion of discharge in accordance with the demurrage/despatch costs established in the governing Charter Party.  Under no circumstances shall IESC nor USDA be responsible for resolving disputes involving the calculation of Laytime or the payment of demurrage or despatch between the vessel owners and the Receivers.  Any/all disputes between vessel owners and the Receivers 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,

11. Discharge Terms: Vessel to be discharged Free out at 1 Safe Port, 1 Safe Berth, Callao, Peru

Cargo to be discharged free of risk and expense to the vessel (Free Out ) at the average rate of 6,500 MT (of 2,204.6 pounds each) basis bulk carriers including ITB Bulk carriers, or 1,500 MT ( of 2,204.6 lbs. each) basis multi-deckers, tween deckers, 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 a holiday not to count even if used.  Any shifting required due to vessel’s size or configuration to be at the vessel Owners’ time, risk and expense.

Time used for initial shifting into berth from anchorage or lay berth at each discharge port shall count as Laytime, with shifting expenses for Owner’s account.  All other shifting at discharge port(s) for receiver’s account and to count as Laytime, except if shifting is necessary due to vessel size, type or configuration, or as excluded per the terms of Clause 7 herein (Lighterage), in which case time shall not count and costs are for Owner’s account. 

Notice of Readiness (NOR) at discharge port to be delivered at the office of Receivers or Receiver’s Agent during normal office hours, between 0900 hours and 1700 hours Monday through Friday, (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), and with any and all required lightering completed.  Laytime to commence at each discharge port at 0800 hours on the next working day after NOR has been tendered for that port in accordance with these provisions.  At vessel’s option, NOR may be tendered in writing by cable, telex, facsimile or email.  Furthermore, at the Vessel’s option, NOR may be tendered if the vessel is at anchorage waiting for berth.  All times local times.

Vessel’s dues and terminal charges are for the Seller’s / vessel’s account.

12. . Owner's to appoint and pay for charterers' nominated agent at discharge port,

provided the fee is competitive and customary for the port. 

All customary port expenses for the vessel are for the account of the vessel owner. 

13. Ship owners and/or their agents to release original and non-negotiable bills of lading to Charterer immediately upon completion of loading and without any undue delays, and in any case not later than the second regular business day after loading is completed.  Charterers will require bills of lading marked ‘FREIGHT PAYABLE AS PER  CHARTER PARTY’  Owners are responsible for cargo description on Mate’s Receipt and description on Mate’s receipt will in no way delay release of BLs as per Charterer’s required language for the bills of lading.. 

14. Not later than 24 hours after completion of Loading Master and or owner and or agent to send a Sailing Notice to Charterer’s agent, Fettig & Donalty, Inc., Fax: 202-639-8276/email Mlagoon@fettigdonalty.com.  Said notice to state vessel name, flag, quantity on board in Metric Tons, stowed in hold numbers, Bill of lading date, departure date (or ETD if vessel has not yet sailed), ETA Peru,  ports of call en route, and loaded draft of vessel ETA Peru.

15. Transshipment is not permitted.

16. Payment of one-hundred percent (100%) of freight will be paid directly to the carrier by the USDA upon confirmation by the cooperating sponsor of vessel arrival at the first or sole discharge port, subject to terms and conditions of governing charter party clause 27.  Freight payment will be made through WBSCM.  In event owner has not paid the carrying/interest charges if any, CCC/USDA will have the right deduct same from the ocean freight

17. Provisions applicable to U.S. Flag vessels

(a) U.S. Flag approved freight rates will be reduced to a level not higher than Maritime Administration fair and reasonable rate in the event that originally approved vessel is substituted by a lower cost vessel (including tug and/or barge).

(b) For U.S. Flag vessels loading less than a full cargo, the less than full cargo freight rate will be subject to 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.

18. Both U.S. and foreign flag offers that are responsive to this tender will be considered, with no negotiation permitted.

19. Cargo covered by this tender not to be sublet, nor carried under any slot-charter arrangement, and Non-vessel Operating Common Carriers (NVOCC) may not be employed to carry U.S. or Foreign Flag shipments.

20. Owners must guarantee that the performing vessel fully complies with the International Safety Management (ISM) Code and the International Ship and Port Facilities Security (ISPS) Code issued in accordance with International Convention for the Safety of Life at Sea (1974) as amended (SOLAS) and will remain compliant for the entirety of her employment under this charter party.  Upon request, Owners are 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, or other evidence satisfactory to Charterers.  Owners are to remain fully responsible for any and all consequences resulting directly or indirectly from any matters arising in connection with this vessel and the ISM and/or ISPS code(s).  Non-compliance with the requirements of the ISM code or ISPS code shall be deemed a breach of contract.  Submission of an offer against this RFP will be deemed an acknowledgement by vessel Owner/Operator that these cargoes are to be discharged at port(s) and/or terminals/berths that may not be in compliance with ISPS requirements, and Owner will have no recourse against Charterers or Receivers for subsequent inspections, delays, deviations or other security-related requirements or expenses resulting from calling at such port(s) and/or terminals/berths.

21. Sub-standard vessels and operators:  Section 408 of the U.S. Coast Guard Authorization Act of 1998, Public Law 105-383 (46 U.S.C. Section 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 a government impelled (Preference) cargo, offerors must warrant that vessel(s) and owner/operator are not disqualified to carry such government impelled (Preference) cargo(es).

22. Owners warrant that vessel offered is free from any liens and/or encumbrances.

23. Substitution of Vessel is not permitted without Charterers-USDA prior approval.  Any vessel substituted shall be of the similar type, class, approximate size and with same Laydays.

All vessel substitutions must be vetted through the USDA/Foreign Agricultural Service. The proposed substitute vessel must be of the same service category as the originally awarded vessel. This applies to both U.S. and foreign flag vessel substitutions. The proposed substitute vessel must also appear on the applicable Maritime Administration U.S. or foreign flag vessel list which can be accessed using the following URL:  http://www.marad.dot.gov/ships_shipping_landing_page/cargo_preference/c…

24. Commission: 1.67 percent on gross freight, deadfreight and demurrage is payable to Fettig & Donalty, Inc.

25. In case of claims for loss, damage or shrinkage in transit, or any other claims against the carrier, the rules and conditions governing commercial shipments and the provisions of the Carriage of Goods by Sea Act of 1936 shall not apply as to the period within which notice thereof shall be given to carriers, or period within which claim therefore shall be made or suit instituted.

26. All other terms and conditions as per Proforma Charter Party, available upon request.

For further information contact Fettig & Donalty, Inc. 202-628-5700 (Washington, DC)

October 6, 2020


New Tenders and Awards



All opportunities must be applied
for through WEBSCM.