One of the conditions of the EBRD’s financing is that PSA shall introduce a dedicated management information system (“MIS”) to assist in the effective management of the port’s operations. The Company is seeking to engage a Dutch firm (the “Consultant”) to support them in the preparation, design, sourcing and implementation of a suitable MIS (the “assignment”).

The Consultant will be required to:

– assist the PSA in the preparation of a specification for a suitable MIS

– assist the PSA to prepare and issue invitations for tender, to evaluate the tenders and to award the contract assist the PSA to implement an action plan for delivery and installation of the MIS.

 – Assignment Start Date and Duration: It is anticipated that the assignment will start in February 2011/March 2011 and last for around 12-18 months.

Maximum Budget available for the Assignment: EUR 50,000; Exclusive of VAT. The Consultant must determine whether any indirect taxes/VAT are chargeable on the proposed services and state the basis for such determination in the response to the Notice.  If any indirect taxes/VAT are payable, the Company will have to pay indirect taxes/VAT element to the services directly to the Consultant unless otherwise agreed.

Funding Source: Funding will be provided from the Netherlands Technical Cooperation Fund.

Eligibility: The consultant shall be a firm or a non-profit organisation registered in the Netherlands and its experts shall be either Dutch nationals or non-Dutch nationals who are permanent employees of the consultant. Up to a maximum of 25 % of the total contract value can be allocated to experts who are nationals of Croatia or employees of a firm / non-profit organisation registered in Croatia.

Consultant Profile: Corporate services are required.

The Consultant will be a consultancy firm with experience of carrying out similar services to those described above. The Consultant must have the ability to work alongside the Company with experts capable of interacting in both English and Croatian.  Project reports to be delivered as part of the services will also need to be submitted in English and Croatian.

Submission Requirements: Interested firms are hereby invited to submit expressions of interest.

Sibenik is located on the Croatian coast some 80 km north of Split.  Positioned in a deep bay it has one of the most naturally-protected harbours on the Adriatic coast.  It is a very popular coastal tourist destination offering access to two national parks (Krka and Kornati), ferry access to the neighbouring islands and an attractive mid-cruise stopoff point for medium-sized cruise ships operating in the Adriatic area of the Mediterranean. 

The port’s facilities are located in the centre of the town and due to the growing number of passengers using the passenger wharves, they require urgent rehabilitation to ensure adequate safety levels as well as efficient passenger processing in order to avoid city centre congestion.

The ‘Congo River’ is an innovative and multi-functional ship, very manoeuvrable because of its large width (38m) and short length (168m) and capable of deployment for many different purposes. Even fully loaded, the vessel will have a limited draught of only 12 m. This makes the ‘Congo River’ ideal for operations in ports, entrance and navigation channels, beach nourishment, all types of land reclamation, but also very suitable for long-distance transport. The ‘Congo River’ can, with its deep-suction installation, dredge down to depths of over 100 meters. Aside from the ‘Congo River’ and the ‘Victor Horta’, DEME currently has another six large ultramodern dredgers and marine vessels under construction.

Located along the eastern shore of the Caspian Sea, Turkmenistan is bordered by Iran, Afghanistan, Uzbekistan, and Kazakhstan. It is a fairly large country (488,000 sq. km) but sparsely populated (est. pop. 5 million), with the Karakum desert covering over 80 percent of its land area. Less than half of its population lives in urban areas. The capital, Ashgabat (est. pop. 1 million) is situated in the south near the border with Iran, while Turkmenbashi, the country’s main port and trade link to the world, is located in the Caspian across from Baku, Azerbaijan. Since independence in 1991, Turkmenistan has adopted a gradual approach to the transition to a market economy, and the state continues to play a dominant role in most sectors of the economy. Agriculture accounts for about 12 percent of the country’s gross domestic product, but employs a large share of the labor force, while the industrial and the services sectors comprise about 54 and 34 percent of GDP respectively. In 2009, Turkmenistan’s gross national income per capita was estimated at US$3,420. Turkmenistan has the fourth largest gas reserves in the world, and prospects for future economic growth depend to a very large extent on its tremendous hydrocarbon endowment. Foreign trade has expanded rapidly in recent years, with exports reaching a peak of US$9.08 billion in 2008 (including oil and petroleum products) and US$4.7 billion in imports, resulting in a sizeable trade surplus. However, the undiversified economy remains vulnerable to commodity price fluctuations, with natural gas accounting for 52 percent, petroleum products for 24 percent and crude oil for 14 percent of total exports. As in many other natural-resource dependent countries, inflation and currency appreciation remain longer-term risks to competitiveness. To make the growth prospects more sustainable and to reduce dependence on commodity exports, the Government of Turkmenistan aims to diversify the economy’s production and export base, as well as to promote private sector development and increase its share of GDP. Major obstacles to economic development and diversification remain, including limited agricultural liberalization, barriers to private sector development, and infrastructure bottlenecks. Promoting sustainable development and modernizing selected transport infrastructure are key challenges that need to be addressed in order to support economic development and raise living standards.

In addition, the investment will help to bring the Port’s environmental and safety practices in line with international and regional standards. The proposed project components include the following:

A: Environmental and Safety Compliance. This component aims at bringing the port safety, security and environmental practices in line with international and regional standards. The component includes the
acquisition of oil spill response equipment, response vessel and waste water collection vessel as well as consultants’ services to achieve International Ship and Port Security (ISPS) certification.

B: Port Modernization. This component aims at improving port infrastructure, expediting the loading and discharging of rail wagons, and supporting improvements in port planning and management. The
component includes the reconstruction of the ferry terminal (left ramp and major access), consultants’ service for the design and supervision of the reconstruction, acquisition of shunting locomotives and
consultants’ services to advice on port planning and port management model.

C: Port implementation support. This component includes project implementation support, such as audits, consultants, training, etc.
Project interventions will include civil works for reconstruction of the rail ferry terminal as well as acquisition of new tugboats and vessels needed to improve collection of waste water and solid waste from ships as well as the provision of oil-spill response equipment. The project design does not include investment in waste treatment facility. Ferry terminal reconstruction will carry moderate and manageable environmental risks typical for this type of civil works. Increased capacity for collecting wastewater, solid waste, and spilled oil will necessitate work on on-shore facilities needed manage such waste. OP 4.01, on Environmental Assessment, is triggered. An Environmental Assessment will be carried out; an Environmental Management Plan will be prepared before appraisal. Comprehensive upgrade of the Turkmenbashi Port is a broad task outlined in the existing long term plan for its development.  The plan is of a general nature, though, without explicitly formulated priorities, implementation arrangements and financing sources. Therefore possibility of placing and analyzing the expected environmental risks of the proposed project in the context of cumulative impacts of the Port development is pretty restricted.  This issue may be revisited at the later stages of the project preparation and during implementation as made possible upon refinement of the Port development plan. The Project will be implemented in an international port on the Caspian Sea, which is surrounded by five riparian countries. Turkmenistan is a party to the MARPOL Convention for the Prevention of Pollution from Ships. Consultation is ongoing with respect to communicating information on the proposed project to the relevant parties.
The financing will be as follows:
Source: ($m.)
Borrower TBD
International Bank for Reconstruction and Development 62.00
Total 62.75