The Executive Director of the National Agency for Ports and Navigation (ANPyN), Iñaki Arreseygor, participated this Tuesday, April 28, in the Inland Waterway Transport Meeting held at the Rosario Stock Exchange. During the event, he reviewed the bidding process for the Main Navigable Waterway (VNT) and defended the strategic approach adopted by the Government for the future management of the system.

Arreseygor began his presentation by recounting the path taken to reach the current stage, in which the process is in full evaluation of bids. In this context, he highlighted the role of the Executive Branch in the institutional reorganization of the sector.

“The President has known how to listen and to legislate through the corresponding decrees the creation of an area with the decision-making powers that were necessary to carry out the solution to this entire situation,” he stated.

In this regard, he pointed out that the creation of the National Agency for Ports and Navigation constitutes a management tool that concentrates port authority, navigation authority, and decision-making power regarding the Main Navigable Waterway.

A 25-year contract and a new stage of development

During his speech, the head of ANPyN stated that the bidding process marks the beginning of a new stage for the region’s logistical infrastructure.

“Today we are at the beginning of a 25-year contract, an era of development. If we analyze the content we have all developed together, we see that very positive times are coming for Argentina and for the region,” he said.

The official emphasized that the competitiveness of the Southern Cone depends largely on the ability to reduce logistical costs and deliver products to consumption centers in the most efficient way possible, in a region with abundant resources and low levels of conflict.

He also noted that the bidding documents were conceived as a dynamic instrument, capable of adapting to the needs of the context.

He indicated that it is a “living” instrument that can be modified year by year according to the evolution of traffic, demand, and operating conditions, which also explains the extended term foreseen for the concession.

Evaluation stage and expected schedule

Regarding the current status of the process, Arreseygor reported that there are currently two competing bidders, which he described as first-tier companies that have submitted serious offers.

He detailed that the second envelope of the bids has already been opened and is under evaluation, a process expected to be completed in the next 15 days. Subsequently, progress will be made toward opening the third envelope, where the prices submitted by the competitors will be revealed.

According to the schedule estimated by the Agency, the pre-award could be finalized two or three weeks after that stage, while the final award and signing of the contract are projected for the end of June.

He also indicated that during the second half of the year, the transfer of the contract to the winning concessionaire is expected.

Project stages and environmental studies

Regarding the technical development of the concession, the official explained that the bidding documents establish a first phase called “Stage Zero,” in which the system will continue to operate under current conditions, albeit with a downward price correction.

The official stated that he expects a reduction in the current toll cost of between 10% and 15% once the third envelope — containing the economic proposals — is opened.

“If this tender means anything, it is immediate cost reductions,” he affirmed.

During this Stage Zero, the environmental impact studies necessary to advance to the next phase will be carried out.

“Not a single centimeter of the river will be dredged, not a gram of mud or sand will be removed without the corresponding environmental impact studies,” he stated.

Subsequently, the so-called “Stage One” will begin, linked to the deepening of the Río de la Plata step, with the aim of homogenizing the depth from Timbúes to the ocean.

Arreseygor indicated that access to this stage will take approximately one year, which would allow construction works to begin in the second year of the concession.

He also clarified that the studies will be the responsibility of the concessionaire, which must carry them out and submit them, while ANPyN will be responsible for evaluating them and calling the corresponding public hearings.

An austere and honorary Control Council

Once the concession is finalized, the head of the Agency explained how the contract will be audited. In this sense, he reported that he has convened a working group to form a Control Council that will operate under a criterion of austerity and without generating additional costs.

“The national Government believes in a small State that spends little money. We do not believe in mega legal structures or in autarkic entities with many people and many resources. We believe we must take care of the people’s money,” he stated.

The official specified that, although the enforcement authority will remain with ANPyN, the Council will be made up of the actors who participated in the preparation of the bidding documents, including provinces and specialists. It will function as a permanent advisory body with monthly meetings.

According to his statements, the draft for the composition of the Council will be released this week, and if possible, it could be formally established within two weeks. The goal is to begin working alongside the current contract that exists in the state area and which will be transferred to the private sector in the next two months.

Among the areas planned for the Council are working groups made up of professionals and technicians, one of which will be specifically dedicated to the environmental evaluation of the project stages, including the deepening of the Río de la Plata step and the future goal of reaching depths of between 39 and 40 feet.

Geopolitics and restrictions on state-owned companies

During his presentation, Arreseygor also referred to one of the conditions in the bidding documents that disqualifies the participation of dredging companies dependent on foreign states. He justified this measure due to the strategic nature of the navigable waterway.

“The world does not see our river merely as a logistical tool. Geopolitics sees it as a route of control through which the resources of one of the richest continents in the world flow,” he stated.

The official warned that handing over the administration of this infrastructure to a foreign power could generate geopolitical conflicts and risks to the security of the system, especially in an international context marked by disputes over natural resources.

“Handing over the key to the administration of this infrastructure to a power is bringing a problem home. It brings conflicts we cannot even imagine, over resources, over rare materials, over things that exist in the center of South America to be shipped out through this river. Today, because of day-to-day issues, we do not see what this region means to the world and what they plan to do,” he affirmed.

In this context, he also explained that the inclusion of a minimum tariff in the bidding documents seeks to prevent actors with state backing from competing below cost through hidden financing.

Debate on cabotage and regulatory modernization

Finally, Arreseygor raised the need to rethink Argentina’s fluvial and maritime transport system, particularly with regard to cabotage and the development of the national fleet.

He argued that it is necessary to modernize the current legislation and create conditions that allow cargo to be transported to a greater extent by river, reducing dependence on land transport.

In this sense, he proposed advancing a legislative debate that includes incentives for national shipowners through lower tax burdens and policies that favor the arrival of more vessels to Argentine ports.