Food for Progress RTI International FFP FY2025 Ethiopia Program HRW Wheat in Bulk for East Africa Region Freight Tender: IFB No.25-003B

RTI International FFP FY2025 Ethiopia Program

HRW Wheat in Bulk for East Africa Region

Freight Tender: IFB No.25-003B

Date: January 9, 2026

BKA Logistics LLC, for and on behalf of RTI International (hereafter called RTI), charterer, requests firm offers of U.S. and non-U.S. flag vessels for the carriage of wheat in bulk, under the Food for Progress program on the following basis:

Agreement No. FCC-663-2025/008-00

Sales Order No. 5001019121 for up to 14,200 MT; BKA Ref: F26-0001

Sales Order No. 5001019122 for up to 14,200 MT; BKA Ref: F26-0002

Sales Order No. 5001019123 for up to 14,200 MT; BKA Ref: F26-0003

Sales Order No. 5001019124 for up to 14,200 MT; BKA Ref: F26-0004

Commodity Solicitation No.2000011135

Freight Solicitation No. 2000011136

Freight offers are due no later than 1000 hours CT (1100 hours ET) January 14, 2026.

Freight offers are to remain valid until 1700 hours ET January 16, 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, One safe berth each Mombasa, Kenya or Dar Es Salaam, Tanzania per vessel.

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 56,800 Metric Tons Hard Red Winter (HRW) Wheat in bulk basis:

Sales Order 5001019121:

Up to 14,200 MT (HRW 11.5% protein) for laydays February 5-15, 2026.

Ref: F26-0001 up to 14,200 MT to Mombasa, buyer The Andersons Switzerland SARL.

Sales Order 5001019122:

Up to 14,200 MT (HRW 11.5% protein) for laydays March 15-25, 2026.

Ref: F26-0002 up to 14,200 MT to Mombasa, buyer The Andersons Switzerland SARL.

Sales Order 5001019123:

Up to 14,200 MT (HRW 11.0% protein) for laydays February 20-March 2, 2026.

Ref: F26-0003A up to 11,200 MT to Dar Es Salaam, buyer Bakhresa Tanzania.

Ref: F26-0003B up to 3,000 MT to Dar Es Salaam, buyer Bakhresa Burundi.

Sales Order 5001019124:

Up to 14,200 MT (HRW 11.0% protein) for laydays March 20-30, 2026.

Ref: F26-0004A up to 11,200 MT to Dar Es Salaam, buyer Bakhresa Tanzania.

Ref: F26-0004B up to 3,000 MT to Dar Es Salaam, buyer Bakhresa Burundi.

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.

Offerors should consider combining above RTI cargoes with the Global Communities (GC) of up to 61,600 MTs HRW Wheat and Counterpart International (CPI) of up to 69,600 MTs HRW Wheat cargoes going to the same discharge ports posted under separate tenders.

The RTI, GC and CPI cargoes, if fixed on the same vessel, wheat may be commingled, per discharge port only, provided they are of same type, grade of wheat loaded by same supplier, same load terminal, and under same Purchase Order. Wheat for Mombasa must not be commingled with wheat for Dar es Salaam. Separation to be by vessel’s natural segregation or otherwise by Kobe-type separation, per separation clause.

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

Other than as stated above in commingling - any such completion cargoes, even if same grade and quality of RTI 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 for wheat only. Separation, if any, shall be at owner’s time, risk and expense. If Kobe separation used, Owner must construct the separation so that fumigation of the cargo is effective and the separation/ stowage must be approved by the National Cargo Bureau (NCB), all at Owner’s time, risk and expense.

RTI cargoes to be the first port of discharge after vessel completes loading and sails from the U.S. load port(s).

2) Laydays/ Quantities / Buyers:

Sales Order 5001019121:

Laydays February 5-15, 2026.

Up to 14,200 MT (HRW 11.5% protein) to Mombasa, Kenya.

Buyer, The Andersons Switzerland SARL.

Sales Order 5001019122:

Laydays March 15-25, 2026.

Up to 14,200 MT (HRW 11.5% protein) to Mombasa, Kenya.

Buyer, The Andersons Switzerland SARL.

Sales Order 5001019123:

Laydays February 20-March 2, 2026.

Up to 14,200 MT (HRW 11.0% protein) to Dar es Salaam, Tanzania, consisting of:

Buyer, Bakhresa Tanzania, up to 11,200 MT.

Buyer, Bakhresa Burundi, up to 3,000 MT.

Sales Order 5001019124:

Laydays March 20-30, 2026.

Up to 14,200 MT (HRW 11.0% protein) to Dar es Salaam, Tanzania, consisting of:

Buyer, Bakhresa Tanzania, up to 11,200 MT.

Buyer, Bakhresa Burundi, up to 3,000 MT.

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 Ports: One safe berth each, One safe port Mombasa, Kenya or Dar Es Salaam, Tanzania per vessel.

Charterer’s buyers at each discharge port, as guidance only and without guarantee indicate that:

Mombasa, Kenya: Buyer indicates assigned discharge berth Vessel maximum LOA of 190 Meters and a maximum SWAD of 10.5 Meters. Note: Buyer(s) advise that vessel with greater draft and/or LOA may be accommodated by special arrangements with port authorities if additional fees are paid. If any such arrangements are made, this is to be done at Owner’s time, risk and expense. If offeror intends to nominate a performing vessel that will exceed the above stated Mombasa discharge berth restrictions, they must contact the designated discharge port agent to establish the additional fees that the port authority will levy.

Dar Es Salaam, Tanzania: Buyer indicates assigned discharge berth Vessel maximum LOA of 200 Meters and a maximum SWAD of 12.5 Meters.

All time lost and all extra expenses resulting from vessels exceeding these restrictions are for the account of the vessel Owner.

6) Vessel Lightening: 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.  Lightening daughter vessel must be single deck bulk carriers meeting port’s vessel restrictions.  If the cargo is lightened using vacuvators from mother vessel to daughter vessels, vacuvators cannot be used again to discharge the daughter vessel(s).  Daughter vessel must be classed highest in Lloyds or equivalent and certified fit for receipt and carriage of bulk cargo under 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 of their agents during regular business hours (as per Clause 8 below) and laytime shall commence at 0800 hours on next business day and prior time is not to count as laytime used.  Laytime shall not count on daughter vessel(s) waiting for discharge berth while another daughter vessel is occupying the discharge berth.  Laytime shall recommence on daughter vessel awaiting discharge berth once the daughter vessel at discharge berth has departed.  If partial lightening performed then, after mother vessel has completed lightening operations and reached required safe arrival draft for the discharge port, the mother vessel may tender its Notice of Readiness to discharge to consignees/receivers or their agents during regular business hours (as per Clause 8 below) and laytime shall commence at 0800 hours 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:

AT MOMBASA, KENYA -The cargo is to be discharged by Buyers/Receivers free of risk and expense to the vessel (Free Out discharge), at the average rate of 5,000 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 official holidays (as per BIMCO holiday calendar) excluded, even if used (WWDSSHEX EIU), on the basis of the Bill of Lading quantity. Receivers to have the option to discharge simultaneously from all holds where their commodity is stowed. Time from 1700 hours local time Friday (or on a day preceding official holiday) through 0800 hours local time Monday (or day after official holiday) shall not count against laytime, even if used.

AT DAR ES SALAAM, TANZANIA - The cargo is to be discharged by Buyers/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 official holidays (as per BIMCO holiday calendar) excluded, even if used (WWDSSHEX EIU), on the basis of the Bill of Lading quantity. Receivers to have the option to discharge simultaneously from all holds where their commodity is stowed. Time from 1700 hours local time Friday (or on a day preceding official holiday) through 0800 hours local time Monday (or day after 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 0800 hours to 1700 hours (local time), at port of Mombasa, and within the period of 0900 hours to 1700 hours (local time), at port of Dar Es Salaam,  Monday through Friday (except Saturdays, Sundays and official Holidays), whether vessel has been customs cleared or not (WCCON); whether vessel has been granted Free Pratique or not (WIFPON); whether vessel is in port or not (WIPON); whether vessel is in berth or not (WIBON). Laytime to commence at 0800 hours on the next working day after the NOR has been tendered, WCCON, WIFPON, WIPON, WIBON. At the vessel’s option the NOR may be tendered in writing by email. Furthermore, at the Vessel’s option, the NOR may be tendered if the vessel is at anchorage waiting for a berth.

Waiting Time 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 0800 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 Owner’s 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 the NOR 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 vessel is rejected until the time she is accepted.

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 unless vessel already on demurrage.

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 Owners 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 the 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 and time not to count as laytime or time on demurrage.  Mechanical or hydraulic hatch covers for vessels or rain tents for all hatches are required.

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.

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.

9) Laytime is non-reversible.

10) Stevedores: At load port owner to appoint and pay for stevedores. At discharge port(s) 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 agents at the stated discharge ports   whom owner will appoint and pay.

At Mombasa Kenya:

Nisomar Limited

4th. Floor Baywood Plaza, Mogadishu Road, off Moi Ave.

P.O. Box 84689-80100 , Mombasa, Kenya.

Contact Person: Patrick Mwamisi

Contact Number: +254 721 381401

Email: patrick.mwamisi@nisomar.co.ke and info@nisomar.co.ke

At Dar Es Salaam, Tanzania:

Seaforth General Agencies Ltd.

Skyways Building, 1st Floor,

Sokoine Drive & Ohio Street Junction

P.O. Box 9313 , Dar Es Salaam , Tanzania

Tel: +255-22-2139109

Mobile: +255-784-769520 / +255-754-314115/ +255-713-392296

Email: operations@seaforth.co.tz

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 may be marked “Freight Prepaid”, “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.

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, laytime calculation and settlement of demurrage and despatch will be directly between Buyers/Receivers and Vessel Owner. Neither Charterer nor USDA will be responsible for settling matters of laytime calculation or settlement of demurrage / despatch.  In event of despatch earned Owner’s to pay the agreed upon despatch directly to the Receiver against Receivers’ invoice or at Receivers’ option Owner’s Credit Note.  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.

For the avoidance of doubt, 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.

One Laytime calculation to be made for all cargo discharging at each discharge port, to be pro-rated amongst all buyers or their designated receivers at that discharge port.

At Mombasa Laytime Calculations shall be settled directly with the Buyer:

The Andersons Switzerland SARL.

Avenue de Rhodanie 40D, 1007 Lausanne, Switzerland

At Dar Es Salaam Laytime Calculations shall be settled directly with the Buyer and or at Buyer’s option to the receivers:

Buyer and Receiver at Dar Es Salaam:

Said Salim Bakhresa & Co. Ltd.

Plot 206, Haile Selassie Road, P.O. Box No. 2517, Dar Es Salaam, Tanzania.

Additional Receiver at Dar Es Salaam:

Bakhresa Grain Milling Ltd. Burundi.

16) Vessel type restrictions: Towed barges will not be considered. Tankers will not be considered. US Flag Bulk Carriers including ITB/ ATB, Tween/Multi deckers and for Non- US Flag vessels only geared 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: Should offered vessel be enrolled in an insurance program that negates the overage premium requirement, offer to include all information and certifications for verification.

18) Vessel Gear Requirements: Towed barges and Tankers are not acceptable. U.S. Flag vessels may be non-geared and or Tween/Multideckers. In case U.S. flag vessels are not equipped with jib cranes of minimum 25 MT SWL and/or cranes which do not permit discharging with 8 cubic meter shore grabs into shore hoppers, the vessel owner shall hire at vessel owner’s expense and risk a shore crane for each workable hatch with sufficient safe working load (SWL) capacity to operate 8 cubic meter shore grabs safely and efficiently.

Any time lost as a result of:

1. Shore crane(s) not being immediately available upon vessels arrival at the discharge port and/or
2. The initial setup of the shore crane(s) and/or
3. breakdown or maintenance of the shore crane(s) does count as laytime or time on demurrage.

Non-US Flag vessels to be geared, equipped with own cranes with minimum capacity of 25 MT SWL covering each workable hatch where cargo is stowed to be discharged and permit discharging with 8 cubic meter shore grabs into shore hoppers. Any time lost on account of the vessel’s crane(s) breaking down or requiring maintenance shall not count as laytime or time on demurrage.

Non-geared U.S. flag vessels will be required to furnish all necessary discharge equipment to maintain the guaranteed discharge rate, at Owner’s expense, and when necessary, provide all necessary operators and technicians for the equipment provided.

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

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 / Substitution: Offers of only named vessels will be considered.  No vessel substitution is permitted without RTI / USDA approval.

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.

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 vessels 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 each Mombasa, Kenya or Dar Es Salaam, Tanzania per vessel.

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 the discharge port, 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.

28) RTI International 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: Otherwise subject to terms and conditions in accordance with this IFB and RTI International Charter Party Proforma.

31) Submission of Offers: Offers to be submitted electronically through the WBSCM no later than 1000 hours CT USA on January 14, 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 hrs. Washington DC time January 16, 2026. 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 300, Washington DC 20006.

Phone: 202-331-7395

Email: mark.millard@bkalogistics.net / Email: rsingh@bkalogistics.net .

End.