National Ports Strategic Plan for Argentina Tender - 44687859

Procurement Summary

Country: Argentina

Summary: National Ports Strategic Plan for Argentina

Deadline: 12 Aug 2020

Posting Date: 01 Aug 2020

Other Information

Notice Type: Tender

TOT Ref.No.: 44687859

Document Ref. No.: 1269837

Competition: ICB

Financier: World Bank (WB)

Purchaser Ownership: -

Tender Value: Refer Document

CPV Classification

72222000 - Information systems or technology strategic review and planning services
79410000 - Business and management consultancy services

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Tender Details

Expression of Interest are invited for National Ports Strategic Plan for Argentina.
REQUEST FOR EXPRESSION OF INTEREST FOR SELECTION # 1269837
This Request for Expression of Interest is for a Firm Selection. Please log in as a valid Firm User if you wish to express interest in this selection.
Selection Information
Assignment Title
National Ports Strategic Plan for Argentina
Publication Date
29-Jul-2020
Expression of Interest Deadline
12-Aug-2020 at 11:59:59 PM (Eastern Time - Washington D.C.)
Language of Notice
English
Selection Notice
Assignment Country
· AR - Argentina
Funding Sources
The World Bank Group intends to finance the assignment/services under:
· BB - BANK BUDGET
· TF0B2923 - Title Support for inland waterways and ports national strategy in Argentina
Individual/Firm
The consultant will be a firm.
Assignment Description
SELECTION FOR CONSULTANTS BY THE WORLD BANK GROUP
REQUEST FOR EXPRESSIONS OF INTEREST
Electronic Submissions through World Bank Group eConsultant2

https://wbgeconsult2.worldbank.org/wbgec/index.html
ASSIGNMENT OVERVIEW
Assignment Title: 1269837 - National Ports Strategic Plan for Argentina
Assignment Countries:

- Argentina
ASSIGNMENT DESCRIPTION
The purpose of this assignment is to deliver a proposal of a National Ports Strategic Plan (NPSP) for Argentina, addressing the whole port activity of the country, either under public or private responsibility; emphasis will be on the public owned ports, either if operated directly by government, or granted to the private sector. It will encompass all the technical, economic and institutional aspects, deemed relevant to achieve an efficient operation of the port system, identifying and exploiting every opportunity for improvement. Among such topics, at least the following will be included: the expected evolution of demand (both actual and potential), the present and potential efficiency of port operations, the opportunities for technological improvement, the definition of the optimal draft both in economic and environmental terms, the potential improvement of inland transportation that might increase the ports performance, the required institutional strengthening of the gov
FUNDING SOURCE
The World Bank Group intends to finance the assignment / services described below under the following:

- BANK BUDGET

- Title Support for inland waterways and ports national strategy in Argentina
ELIGIBILITY
Eligibility restrictions apply:

[Please type list of restrictions]
INDIVIDUAL / FIRM PROFILE

The consultant will be a firm.
SUBMISSION REQUIREMENTS

The World Bank Group now invites eligible firms to indicate their interest in providing the services. Interested firms must provide information indicating that they are qualified to perform the services (brochures, description of similar assignments, experience in similar conditions, availability of appropriate skills among staff, etc. for firms; CV and cover letter for individuals). Please note that the total size of all attachments should be less than 5MB. Consultants may associate to enhance their qualifications.
Interested firms are hereby invited to submit expressions of interest.
Expressions of Interest should be submitted, in English, electronically through World Bank Group eConsultant2 (https://wbgeconsult2.worldbank.org/wbgec/index.html)
NOTES

Following this invitation for Expression of Interest, a shortlist of qualified firms will be formally invited to submit proposals. Shortlisting and selection will be subject to the availability of funding.
Only those firms which have been shortlisted will receive notification. No debrief will be provided to firms which have not been shortlisted.
Attachments
· Optional TOR File
Qualification Criteria
· 1. Provide information showing that they are qualified in the field of port`s operation, planning and regulation *
· 2. Provide information showing that they are qualified in the field of transport economics, regulation and project evaluation *
· 3. Provide information of the technical and managerial capabilities of the firm in the fields of the assignment *
· 4. Provide information on the qualifications of key staff *
· 5. Provide information on their core business and years in business *
THE WORLD BANK

TERMS OF REFERENCE

ARGENTINA
NATIONAL PORTS STRATEGIC PLAN

1. BACKGROUND

Argentina is endowed with a very large maritime coast, of about 4.700 kilometers, as well as fully navigable waterways of some 1.800 km (disregarding tortuosity); and some 50% of the population locates near either the former or the latter. Argentina-s external trade is mainly supported by water transportation (more than 90% of overall value of external trade). Water transportation is therefore a vital part of Argentina-s economic life. It is also worth to be noted that some 600 km of the fluvial system Paraná-Rio de la Plata can be navigated by oceanic vessels. However, due to the low natural draft, dredging is required on a permanent basis. This waterway is almost a unique case in the world.

Argentina grew as a modern country mainly through external trade, when a thriving agriculture sector - embracing both crops and cattle - developed in the almost void Pampeana Region. A very dense railway network was built, connecting this Region (and also the Northwest and Northeast Regions) with the main ports, located at Rosario, Buenos Aires and Bahía Blanca. This spatial configuration was not changed radically by the industrialization that came after the staple-led development stage faded. The importance of domestic water transportation was indeed widened by the rising oil production that had Comodoro Rivadavia (2.000 km south from Buenos Aires Metropolitan Area) as one of its focal points. Oil and its byproducts are by now the main water traffic, as regards domestic freights.

Despite its importance for Argentina-s economy, water transportation is limited to very specific roles, when we focus on domestic transportation. This is partly due to some structural characteristics of the country: freight distances on average are not very large, traffic densities are low, and both the maritime costs and inland waterways do not fit exactly with the main regional development axis. Nevertheless, time and again the question about the potential of water transportation for domestic freight is at stake, due to the low cost of this option.

The bulk of water transportation uses 102 ports, 14 of which are specialized in containers traffic, while the remaining are mainly devoted to dry and liquid bulks (grains, fuels, and by products of both). Eighty-six ports are located on the system Paraná-Rio de la Plata, where both bulks and containers traffic take place; more than 70% of tonnage and almost 95% of containers are loaded or unloaded at these ports. The seaside ports are mostly devoted to dry and liquid bulks, although containers and general cargo traffics also take place.

While in the past several ports were managed by public agencies (Administración General de Puertos, Junta Nacional de Granos), most are nowadays operated by the private sector, either by their owners, by concessionaires or even by public-private consortia. This is the outcome of both the building of ports by the private sector and the privatization of state ports in the last decade of the X century. On the other hand, the Paraná-Rio de la Plata waterway was awarded to a private consortium in 1995.

Overall, almost 60% of non-containerized freights are handled by ports operated by the owners or trustees of the freight. This is the case of agricultural as well as mineral bulks. In the case of grains, national and international traders are prevalent. As regards to fuels (both liquid and gas), ports open to third parties are prevalent. On the other hand, containers are mostly moved by specialized terminals, operated by international firms.

Ports and waterways today can meet demand effectively. However, there is room to vastly improve its performance, both through innovation in operation and sound investment. In addition, critical situations may occasionally arise due to some specific capacity restrictions, especially with respect to the Paraná-Río de la Plata waterway. Delays may occur in such situations.

While some of these interventions may be expected to be carried out by the ports- operators, as the main arising benefits can be internalized by them, e.g., digitalization, other important matters require coordination and planning. This is the case, for example, of the long term ports policy, regarding the urban land used for port operations. It could be argued - and has indeed been argued - that this use is inefficient, as more valuable activities could justify the displacement of ports to less urbanized areas; on this subject, there is a long lasting debate regarding the Buenos Aires Port.

Another important question refers to the draught that should be reached through dredging of the Paraná-Rio de la Plata waterway, which turns to be the main constraint of the river ports; as stated before, nowadays they comprise a large proportion of both bulks and container traffics. There is nowadays an opportunity for a re-definition, as the concession to the private sector of the dredging and maintenance of the waterway will expire in 2021. The present draft of 34 feet - a deepening from 32 feet was achieved by the present concessionaire - may deserve a further improvement, as maritime ships using the waterway have grown steadily during the present concession term. Some recent studies suggest that there is a strong case for deepening up to 38 feet. Nevertheless, the benefits to be reaped must be appraised properly, as not all the fluvial ports enjoy today even the sailing draft of the waterway.

Finally, another issu

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