Bangladesh Freight Tender

Freight Tender: Lutheran World Relief / Bulk Yellow Soybeans to Bangladesh.

IFB No.: 25-007B

Date: February 20, 2026

Commodity Solicitation No.2000011202

Freight Solicitation No. 2000011203

BKA Logistics LLC, for and on behalf of Lutheran World Relief (hereafter LWR), requests firm offers of U.S. and non-U.S. flag vessels for the carriage of Soybeans in bulk, under the Food for Progress program on the following basis:

Sales Order No: 5001021308 / up to 16,390 MT / Agreement No: FCC-440-2025/012-00

Sales Order No: 5001021309 / up to 16,380 MT / Agreement No: FCC-440-2025/012-00

Sales Order No: 5001021310 / up to 6,800 MT / Agreement No: FCC-367-2025/011-00

Sales Order No: 5001021311 / up to 6,810 MT / Agreement No: FCC-367-2025/011-00

Freight offers are due no later than 1000 hours CT (1100 hours ET), February 25, 2026.  Freight offers are to remain valid until 1700 hours ET February 27, 2026.

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(link is external)

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, at two (2) safe anchorages, Chattogram (formerly Chittagong), Bangladesh.

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: Total up to 46,380 Metric Tons of Yellow Soybeans in Bulk as follows:

1. Sales Order 5001021308

Up to 16,390 Metric Tons / Laydays April 1-10, 2026 / BKA Ref: F26-0020A.

1. Sales Order 5001021310

Up to 6,800 Metric Tons / Laydays April 1-10, 2026 / BKA Ref: F26-0020B.

1. Sales Order 5001021309

Up to 16,380 Metric Tons / Laydays May 1-10, 2026 / BKA Ref: F26-0021A.

1. Sales Order 5001021311

Up to 6,810 Metric Tons / Laydays May 1-10, 2026 / BKA Ref: F26-0021B.

Offerors are encouraged to offer the Lutheran World Relief cargo in combination with IESC cargoes of bulk Yellow Soybeans to Bangladesh issued under a separate freight IFB. The two soybean cargoes of LWR and IESC can be commingled, provided they are of the same grade and quality, loaded by the same supplier, at the same load terminal under the same purchase order.

Offerors should consider offering vessels to carry a range of tonnages up to the quantities stated above in the event that quantity purchased is less than the quantity stated. Contracted quantities will be on min/max basis.

If vessel is fixed basis Part Cargo - Any additional completion cargo(es) must be duly separated, must be compatible and non-injurious to LWR’s cargo, and must be detailed in offer or approved by LWR/USDA if contracted after fixture of LWR cargo.  Vessel’s itinerary and geographic proximity of completion cargo(es) will be taken into consideration by LWR/USDA in approval of such part cargo(es) in order not to unduly impede delivery of LWR’s cargo to discharge port(s).

Other than the IESC cargo, any such completion cargoes, even if same grade and quality of LWR cargo 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.

Lutheran World Relief cargo to be the first port of discharge after vessel completes loading and sails from the U.S. load port(s).

2)Laydays/ Quantities/ Buyers:

April 1-10, 2026 / up to 23,190 MT in two lots of 16,390 MT and 6,800 MT.

May 1-10, 2026 / up to 23,190 MT in two lots of 16,380 MT and 6,810 MT.

Buyer for all above: Agrocorp International Pte. Ltd.

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 Load 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 , harry.king@usda.gov and Melvin.smith@usda.gov .

4) Load Port(s): 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) Load terms: Cargo to be loaded according to berth terms with customary despatch at the average rate as provided below based on vessels contracted quantity.  The rates are basis tons of 2204.6 pounds per weather working day of 24 consecutive hours, Saturdays, Sundays and holidays excepted, even if used (WWDSSHEXEIU).  Any Stowing and/or trimming to be for Owner’s account.

Bulk carriers:

Vessel contracted Quantity                    Loading guarantee

0 – 9,999.99 MT                                     4,000 MT per day

10,000.00 – 19,999.99 MT                      5,000 MT per day

20,000.00 – 29,999.99 MT                      6,000 MT per day

30,000.00 – 39,999.99 MT                      7,500 MT per day

40,000.00 – 49,999.99 MT                     10,000 MT per day

50,000.00 MT and above                       12,000 MT per day

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

No load guarantee for Lash / Seabee barges.

Prior to tendering the Notice of Readiness the vessel must pass USDA FGIS stowage examination inspection and NCB Load Readiness inspection. Charterer requires and owner to provide the original USDA FGIS Vessel Stowage Examination certificate and NCB load readiness certificate and not worksheets.

NB: Charterer/Receiver may require a Preshipment Inspection (PSI) or a Pre-Export Verification of Conformity (PVoC).  Said PSI or PVoC shall be arranged and paid for by Charterer/ Receiver, Owner to permit the Preshipment inspector to board and inspect vessel holds and witness the loading.

Further Charterer/Receiver may require samples of beans 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 of the cargo from such places shall not count as laytime or time on demurrage.

6) Discharge port: Two (2) safe anchorages, Chattogram (formerly Chittagong), Bangladesh.

If a third discharge anchorage and/or a safe berth is used for discharge, the Buyer is responsible for all costs and shifting between terminals/berths/anchorages and arrangements/handling/costs to be settled directly between the Buyer, Vessel Owner, and the Port Terminal.  All additional anchorage costs, berth/terminal costs and shifting costs, beyond the contracted two (2) safe anchorages, are for buyer’s account, even if ordered by the relevant authority at the discharge port.

7) Discharging terms: Cargo to be discharged free of risk and expense to the vessel (Free Out discharge) at the average rate of 4,000 MT of 2204.6 lbs. for bulk carriers per weather working days of 24 consecutive hours, for vessel of 40,000 MT or above, or 3,000 MT of 2204.6 lbs for Bulk Carriers per weather working days of 24 consecutive hours for a vessel below 40,000 MT, Fridays, Saturdays, and holidays excepted,       even if used (WWDFSHEX EIU), on the basis of the Bill of Lading quantity. Time from 1700 hours local time Thursday (or on a day preceding a holiday) through 0800 hours local time Sunday (or day after holiday) shall not count against laytime, even if used.

Notice of Readiness (NOR) at discharge port to be delivered at the office   of Receivers or Receiver’s agent within the period of 0900 hours and 1700 hours (local time), Sunday through Thursday (except Fridays, Saturdays and Holidays), 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).  Laytime to commence at 0800 hours local time on the next working day after NOR has been tendered, WCCON, WIFPON, WIPON, WIBON. 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 I  ii the vessel is at anchorage waiting for the first discharge anchorage. Waiting time (inside or outside commercial port limits) for first discharge anchorage will count as laytime.

Anchorage Discharge:

Vessel to be discharged directly to Buyer's or Receiver’s vessel(s) at anchorage. Owners are responsible for vessel arriving at the discharge port anchorage within the allowable draft and otherwise in compliance with port restrictions and to provide necessary vessel cranes and working grabs to effect vessel-to-vessel transfer. Vessels arriving over 10.5 m fresh water draft must proceed to outer anchorage of Kutubdia (with 14.5 m fresh water draft). Once 10.5 m fresh water draft is  reached, vessel may be shifted to inner anchorage and the balance discharge is completed. In  the event vessel arrives with 10.5 m draft or less, vessel may be able to proceed directly to the inner anchorage and discharge basis one to two inner anchorage points.

Buyer to be responsible for bobcat or other equipment as per local norms for use in vessel holds needed to complete full cargo discharge. Buyers to provide suitable fendering for safe vessel-to-vessel discharge, to safely protect the vessel from buyer-supplied barges.

Buyer / Buyer’s nominated agent is responsible for stevedores to be provided as per local norms for discharge. Buyer/Receiver-supplied discharge equipment, such as bobcats or unloaders, placed aboard the vessel, must be suitable for grain discharge as per local norms. Any contamination to the cargo or vessel/vessel deck caused by Buyer/Receiver-supplied discharge equipment shall be at Buyer's account. Neither Buyer/Receiver and /or their insurance company shall hold the vessel owner or Charterer responsible for such damage. Buyer/Receiver-supplied discharge equipment shall be at Buyer's account.

Shifting:

Upon vessel arrival at Chattogram customary waiting place to the outer discharge anchorage (Kutubdia) to be at Vessel’s account and time not count as laytime. Shifting from outer discharge anchorage (Kutubdia) to the inner discharge anchorage to be at Vessel’s account and time not to count as laytime. In the event vessel is to shift from the customary waiting place directly to the inner anchorage, it shall be at Vessel’s account and time not to count as laytime.

Time used for shifting from outer discharge anchorage to inner discharge anchorage shall not count as laytime, with shifting expenses for owner’s account. All other shifting at anchorage for Buyer’s account and to count as laytime.

In case vessel directly proceeds to inner anchorage by skipping outer anchorage (Kutubdia), one shifting between inner anchorages (if any) shall not count as laytime, with expenses for owner’s account.

Accommodation for Buyer/Receiver Personnel:

The Buyer/Receiver will hire and pay for the following appointed personnel, while the owner is responsible to provide accommodations for the following personnel and supplying water for shore personnel on board during discharge operations. All shore personnel will arrange their own food and meals with the stevedores.

- One representative from the Receiver.

- One Stevedore Supervisor.

- Two Foremen.

- Two Receiver’s surveyors.

- Two Agent’s Representatives.

High Swell:

High Swells occurring during discharge operations are deemed to be 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.

8) Laytime is non-reversible.

9) Stevedores: At load port owner to appoint and pay for stevedores. At discharge port Buyer /receivers to appoint and pay for stevedores.

10) Vessel Agents: 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, which is not to exceed usual and customary levels.

Receivers intend to appoint (subject to reconfirmation) the following agent at discharge port:

Safe & Sound Shipping

Tower 71 (19th Floor), 71 Agrabad C/A, Chittagong 4100, Bangladesh

Phone: +88 02 333317326

FAX: +88 02 333318198

Email: ops@safeandsoundbd.net

Web site: www.totalgroupbd.net(link is external)

11) 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 may be marked “Freight Payable as per Charter Party”, or “Freight Payable as per Governing Charter Party”, and may also be required to be “to Order”, all at charterer’s option.

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.

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) 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 April 15, 2024) 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 subject to the rules of the Society of Maritime Arbitrators, Inc.

14) Laytime Calculations and Settlement of Demurrage/Despatch at discharge port: Demurrage/despatch rates are  determined per the relevant Charter Party. Laytime calculations and settlement of demurrage  and despatch will be directly between Buyers, Agrocorp International Pte, Ltd. Singapore and Vessel Owner. Neither Charterers (Lutheran World Relief) nor USDA will be responsible for settling matters of laytime calculation or settlement of demurrage/despatch. Any disputes in       settlement of laytime issues between Receiver and Vessel Owner, to be arbitrated in the State of New York under Society of Maritime Arbitrators, Inc. Any additional laytime terms shall be as per the governing Charter Party.

Any demurrage incurred at the discharge port is for the Buyer’s/Receiver’s account at the rate stipulated in the Charter Party. Despatch is payable by vessel Owner to the Buyer/Receiver at one half of the demurrage rate, as per the governing Charter Party.

Charterer shall have no financial liability for demurrage, despatch, or laytime matters and no duty to participate in any settlement thereof. Any participation by Charterer or its logistics agents shall be non-binding and purely facilitative.

15) Vessel type restrictions: For US Flag and non-US Flag, only Single Deck Bulk Carriers, fully geared, will be considered. ITB/ATB tug/barges, Tween/Multi deckers, Tow tug/barges and Tankers are prohibited.

Non-US flag vessels must not be older than 15 years and must be classed highest in Lloyd’s register or its equivalent, using the date of original construction and not rebuilt date. For U.S. flag vessels, there are no age restrictions. The Vessel(s) shall be suitable for the transport of the Purchased Commodities and for discharge at Chittogram (formerly Chittagong), Bangladesh.

RightShip Requirements:

Charterer and/or USDA reserves the right to require the offered and performing vessel to have a vetting approval from RightShip. The vetting evaluation of the performing vessel may require a RightShip inspection.  Owners must allow RightShip or their contracted inspection company to perform the required inspection at the Owner’s cost. Any vessel that fails to meet vetting approval (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.

NB: RightShip’s revised “inspection age trigger” – Phase 1 is updated as of 1 October 2025 as follows:

• Vessels aged 13 years and older must hold a valid RightShip Inspection to pass vetting.
• Vessels without a valid inspection will see their Safety Score downgraded to 2/5 affecting their chartering opportunities.

16) Extra Insurance: Any extra insurance on account of vessel’s age, flag, ownership, type, configuration or classification will be for vessel Owner’s 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 Charterer/Receiver to produce quotes and vouchers to evidence that such overage penalty has been incurred. For US Flag vessels over 15 years of age and ATB’s/ITB’s, 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 the fixed vessel be enrolled in an insurance program that negates the overage premium requirement, Vessel Owner to provide, at time of the offer, such information and certifications for verification to negate an extra insurance premiums.

17) Vessel gear requirements: Cargo will be discharged by ship’s cranes and grabs. Vessels must be equipped with own cranes capable of 30 metric ton capacity, capable of handling grabs, and have sufficient size and quantity of grabs on board to maintain the guaranteed discharge rate. Number of grabs and size to be detailed in remarks section of offers. Vessel gear, including grabs, 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.

The said gear provided by owner must meet all requirements of the Receivers and the discharge port authorities.

Any time lost as a result of breakdown of Owner provided gear and or discharge equipment to be excluded from laytime used.

18) Hatches: Opening and closing of hatches at loading ports port shall be performed by the vessel's crew at the Owners' expense. All opening and closing of hatches at discharge anchorages shall be performed by the vessel's crew at the Owners' expense and time shall not count as laytime.  If vessel is not equipped with hydraulic or mechanical hatch covers, owners are to provide rain tents for all 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.

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.

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) Vessel Substitution: Offers of only named vessels will be considered.  No vessel substitution is permitted without Lutheran World Relief /USDA approval.

22) ISM/ISPS: 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 paCPIcipate 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 vessels costs prior to submission of offer.

25) Offered Vessel Information; 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: Freight rates are to be quoted in U.S. Dollars per metric ton basis one loading berth, one loading port to two safe anchorages, 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 two (2) safe anchorages, one safe port Chattogram (formerly Chittagong), Bangladesh.

27) Transshipment: Transshipment is not permitted

28) COVID 19: In the event authorities do not permit the vessel to enter the port, and/or grant Free Pratique, because of port quarantine procedures related to COVID-19 restrictions and thus causing the vessel to be detained from entering the port and discharging the cargo, such time lost shall be entirely for Vessel Owner’s account and time.

Any delays or quarantine time due to determination of COVID -19 infection by any ship personnel, and/or due to contamination of the vessel, the time to remedy and disinfection of same, including vacating/re-berthing costs and shifting time, if the vessel was already at/in berth/port, shall be entirely for vessel owner’s account and time.

Any delays or quarantine time due to determination of COVID-19 infection by any receiver’s personnel, receiver’s contractor and/or due to contamination of the discharging and/or storage facilities at port of discharge, the time to remedy and disinfection of same, including vacating/reberthing costs and shifting time, if the vessel was already at/in berth/port, shall be entirely for buyer’s/receiver’s account and time.

29) Right to accept/reject Offer: Lutheran World Relief reserves the right to accept or reject all offers.

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

31) Charter Party: Otherwise subject to terms and conditions of Lutheran World Relief Charter Party Proforma.

32) Offer Due/Valid: Offers to be submitted electronically through the WBSCM no later than 1000 hours CT USA on February 25, 2026. 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 February 27, 2026.  Fixtures resulting from this tender are subject to approval by Lutheran World Relief 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.