No data available for the deliverable: Develop National Rail Bill
No data available for the deliverable: Develop National Rail Bill
No data available for the deliverable: Develop National Rail Bill
No data available for the deliverable: Develop National Rail Bill
No data available for the deliverable: Develop National Rail Bill
No data available for the deliverable: Develop National Rail Bill
No data available for the deliverable: Develop National Rail Bill
No data available for the deliverable: Develop National Rail Bill
Summary
The Department of Transport aims to draft a National Rail Bill. This will be an important piece of legislation to oversee all aspects of rail reform. HALTED: We stopped tracking this specific reform at end-June 2025 and merged it with a similar reform, "Finalise the National Rail Bill to establish a legal framework for a competitive rail sector".
View DetailsIs it working?
No action yet
Actions
Not drafted yet (but in the pipeline, OV2).
Are there plans?
This reform is now part of OV2.
Is it on the agenda?
Forms part of the freight logistics roadmap and is aligned with the White Paper on National Rail Policy.
Goals
To oversee rail infrastructure development, management and policy alignment.
Departments / Govt Institutions
Summary
The Department of Transport aims to draft a National Rail Bill. This will be an important piece of legislation to oversee all aspects of rail reform. HALTED: We stopped tracking this specific reform at end-June 2025 and merged it with a similar reform, "Finalise the National Rail Bill to establish a legal framework for a competitive rail sector".
View DetailsIs it working?
No action yet
Actions
Not drafted yet (but in the pipeline, OV2).
Are there plans?
This reform is now part of OV2.
Is it on the agenda?
Forms part of the freight logistics roadmap and is aligned with the White Paper on National Rail Policy.
Goals
To oversee rail infrastructure development, management and policy alignment.
Departments / Govt Institutions
No data available for the deliverable: Establish Interim Rail Economic Regulatory Capacity (IRERC)
No data available for the deliverable: Establish Interim Rail Economic Regulatory Capacity (IRERC)
No data available for the deliverable: Establish Interim Rail Economic Regulatory Capacity (IRERC)
No data available for the deliverable: Establish Interim Rail Economic Regulatory Capacity (IRERC)
No data available for the deliverable: Establish Interim Rail Economic Regulatory Capacity (IRERC)
No data available for the deliverable: Establish Interim Rail Economic Regulatory Capacity (IRERC)
No data available for the deliverable: Establish Interim Rail Economic Regulatory Capacity (IRERC)
No data available for the deliverable: Establish Interim Rail Economic Regulatory Capacity (IRERC)
Summary
The Interim Rail Economic Regulatory Capacity (IRERC) has been established through an MoU between the ministers of transport and public enterprises. It has demonstrated significant momentum, successfully managing the consultation process on Transnet's Draft Network Statement published in March 2024. The final Network Statement was approved and published in December 2024, with differentiated rail access tariffs for the 2024/25 financial year. The IRERC has completed its information gathering sessions across major cities and processed written submissions from stakeholders. HALTED: We stopped tracking this reform at end-June 2025 as it is complete.
View DetailsIs it working?
Yes, the IRERC has demonstrated substantive efficacy. It successfully managed the complex consultation process on the Network Statement, balancing stakeholder demands with Transnet's initial proposals to produce a "commercially responsible approach that is palatable for industry". The IRERC's review process resulted in significant tariff reductions. For example, the automotive transport tariff was reduced from the initially proposed R120 per train kilometre to more affordable differentiated rates. The final Network Statement published in December 2024 represents a marked improvement from the draft version, with tiered pricing that has been globally benchmarked.
Actions
The IRERC has been fully operationalised with dedicated secretariat staff and established procedures. Key actions include: • Managing the public consultation on Transnet's Draft Network Statement with 30-day comment periods • Conducting information gathering sessions in Durban, Cape Town and Johannesburg • Reviewing and approving tariff proposals from the Transnet Rail Infrastructure Manager (TRIM) • Facilitating stakeholder engagement between infrastructure managers and private operators • Successfully approving the final Network Statement and differentiated access tariffs for 2024/25
Are there plans?
The IRERC operates under the Roadmap for the Freight Logistics System, which provides detailed guidance on its functions and responsibilities. The framework includes specific timelines for consultation processes, stakeholder engagement protocols and clear pathways for transitioning regulatory oversight to the TER once established.
Is it on the agenda?
The IRERC is firmly on the government agenda. Cabinet approved the Roadmap for the Freight Logistics System in South Africa in December 2023, which mandated the IRERC to manage the consultation process on the Network Statement. The White Paper on National Rail Policy, approved by Cabinet in March 2022, formally established the IRERC framework.
Goals
The IRERC aims to guide strategic direction for implementing economic regulation in the rail sector and serve as an interim arrangement until the Transport Economic Regulator (TER) is established. Its primary objectives include managing consultation processes on Transnet's Network Statement, providing recommendations on access charges and facilitating stakeholder engagement between infrastructure managers and private sector participants.
References
Departments / Govt Institutions
Summary
The Interim Rail Economic Regulatory Capacity (IRERC) has been established through an MoU between the ministers of transport and public enterprises. It has demonstrated significant momentum, successfully managing the consultation process on Transnet's Draft Network Statement published in March 2024. The final Network Statement was approved and published in December 2024, with differentiated rail access tariffs for the 2024/25 financial year. The IRERC has completed its information gathering sessions across major cities and processed written submissions from stakeholders. HALTED: We stopped tracking this reform at end-June 2025 as it is complete.
View DetailsIs it working?
Yes, the IRERC has demonstrated substantive efficacy. It successfully managed the complex consultation process on the Network Statement, balancing stakeholder demands with Transnet's initial proposals to produce a "commercially responsible approach that is palatable for industry". The IRERC's review process resulted in significant tariff reductions. For example, the automotive transport tariff was reduced from the initially proposed R120 per train kilometre to more affordable differentiated rates. The final Network Statement published in December 2024 represents a marked improvement from the draft version, with tiered pricing that has been globally benchmarked.
Actions
The IRERC has been fully operationalised with dedicated secretariat staff and established procedures. Key actions include: • Managing the public consultation on Transnet's Draft Network Statement with 30-day comment periods • Conducting information gathering sessions in Durban, Cape Town and Johannesburg • Reviewing and approving tariff proposals from the Transnet Rail Infrastructure Manager (TRIM) • Facilitating stakeholder engagement between infrastructure managers and private operators • Successfully approving the final Network Statement and differentiated access tariffs for 2024/25
Are there plans?
The IRERC operates under the Roadmap for the Freight Logistics System, which provides detailed guidance on its functions and responsibilities. The framework includes specific timelines for consultation processes, stakeholder engagement protocols and clear pathways for transitioning regulatory oversight to the TER once established.
Is it on the agenda?
The IRERC is firmly on the government agenda. Cabinet approved the Roadmap for the Freight Logistics System in South Africa in December 2023, which mandated the IRERC to manage the consultation process on the Network Statement. The White Paper on National Rail Policy, approved by Cabinet in March 2022, formally established the IRERC framework.
Goals
The IRERC aims to guide strategic direction for implementing economic regulation in the rail sector and serve as an interim arrangement until the Transport Economic Regulator (TER) is established. Its primary objectives include managing consultation processes on Transnet's Network Statement, providing recommendations on access charges and facilitating stakeholder engagement between infrastructure managers and private sector participants.
References
Departments / Govt Institutions
Summary
This law is likely to come into force this year where we see the establishment of the transport economic regulator.
View DetailsIs it working?
Although the bill has been signed into law, the regulator is yet to be established.
Actions
The president signed the bill into law.
Are there plans?
Aligned with the White Paper on National Rail Policy and freight logistics roadmap
Is it on the agenda?
To regulate prices across the transport sector
Goals
The Economic Regulation of Transport Bill, which aims to establish a transport economic regulator, has been signed into law.
Departments / Govt Institutions
Department of Transport National Treasury Operation Vulindlela Transnet
Summary
This law is likely to come into force this year where we see the establishment of the transport economic regulator.
View DetailsIs it working?
Although the bill has been signed into law, the regulator is yet to be established.
Actions
The president signed the bill into law.
Are there plans?
Aligned with the White Paper on National Rail Policy and freight logistics roadmap
Is it on the agenda?
To regulate prices across the transport sector
Goals
The Economic Regulation of Transport Bill, which aims to establish a transport economic regulator, has been signed into law.
Departments / Govt Institutions
Department of Transport National Treasury Operation Vulindlela Transnet
Summary
Although the bill has been enacted into law (June 2024), it has yet to come into force for the transport economic regulator to be established.
View DetailsIs it working?
The transport economic regulator is yet to be established.
Actions
The president signed the bill into law (Economic Regulation of Transport Act)
Are there plans?
Aligned with the White Paper on National Rail Policy and freight logistics roadmap
Is it on the agenda?
To regulate prices across the transport sector
Goals
The Economic Regulation of Transport Bill, which aims to establish a transport economic regulator, has been signed into law.
Departments / Govt Institutions
Department of Transport National Treasury Operation Vulindlela Transnet
Summary
Although the bill has been enacted into law (June 2024), it has yet to come into force for the transport economic regulator to be established.
View DetailsIs it working?
The transport economic regulator is yet to be established.
Actions
The president signed the bill into law (Economic Regulation of Transport Act)
Are there plans?
Aligned with the White Paper on National Rail Policy and freight logistics roadmap
Is it on the agenda?
To regulate prices across the transport sector
Goals
The Economic Regulation of Transport Bill, which aims to establish a transport economic regulator, has been signed into law.
Departments / Govt Institutions
Department of Transport National Treasury Operation Vulindlela Transnet
Summary
Although the bill has been enacted into law (June 2024), it has yet to come into force for the transport economic regulator to be established.
View DetailsIs it working?
The transport economic regulator is yet to be established.
Actions
The president signed the bill into law (Economic Regulation of Transport Act)
Are there plans?
Aligned with the White Paper on National Rail Policy and freight logistics roadmap
Is it on the agenda?
To regulate prices across the transport sector
Goals
The Economic Regulation of Transport Bill, which aims to establish a transport economic regulator, has been signed into law.
Departments / Govt Institutions
Department of Transport National Treasury Operation Vulindlela Transnet
Summary
Although the bill has been enacted into law (June 2024), it has yet to come into force for the transport economic regulator to be established.
View DetailsIs it working?
The transport economic regulator is yet to be established.
Actions
The president signed the bill into law (Economic Regulation of Transport Act)
Are there plans?
Aligned with the White Paper on National Rail Policy and freight logistics roadmap
Is it on the agenda?
To regulate prices across the transport sector
Goals
The Economic Regulation of Transport Bill, which aims to establish a transport economic regulator, has been signed into law.
Departments / Govt Institutions
Department of Transport National Treasury Operation Vulindlela Transnet
Summary
Although the bill has been enacted into law (June 2024), it has yet to come into force for the transport economic regulator to be established.
View DetailsIs it working?
The transport economic regulator is yet to be established.
Actions
The president signed the bill into law (Economic Regulation of Transport Act)
Are there plans?
Aligned with the White Paper on National Rail Policy and freight logistics roadmap
Is it on the agenda?
To regulate prices across the transport sector
Goals
The Economic Regulation of Transport Bill, which aims to establish a transport economic regulator, has been signed into law.
Departments / Govt Institutions
Department of Transport National Treasury Operation Vulindlela Transnet
Summary
Although the bill has been enacted into law (June 2024), it has yet to come into force for the transport economic regulator to be established.
View DetailsIs it working?
The transport economic regulator is yet to be established.
Actions
The president signed the bill into law (Economic Regulation of Transport Act)
Are there plans?
Aligned with the White Paper on National Rail Policy and freight logistics roadmap
Is it on the agenda?
To regulate prices across the transport sector
Goals
The Economic Regulation of Transport Bill, which aims to establish a transport economic regulator, has been signed into law.
Departments / Govt Institutions
Department of Transport National Treasury Operation Vulindlela Transnet
Summary
The Transport Economic Regulator is legally established and has entered initial operations, but the deliverable remains incomplete. The amendment act signed on 3 March 2026 resolved a technical defect in the original statute and confirmed the institution's legal standing. Board appointments and the 1 April 2026 commencement of initial operations represent concrete progress. Full operationalisation has, however, slipped from the April 2026 OV target to the start of the 2027/28 financial year – the regulator will not exercise its core mandate for at least another 12 months. This matters particularly for rail reform, as the TER is expected to take over tariff-setting and access oversight from interim arrangements.
View DetailsIs it working?
The TER is in an early setup phase with no operational regulatory activity reported. The OV Q4 2025/26 report confirms the TER will not be fully operational until the start of the 2027/28 financial year. No regulatory determinations, pricing decisions or access rulings have been issued. The Interim Rail Economic Regulatory Capacity (IRERC) continues to discharge tariff and access functions for rail in the interim.
Actions
The regulator is legally established, has a board and has entered initial operations, but has not reached functional readiness across its mandate.
TER-establishing provisions came into effect on 1 April 2025. Board appointments were gazetted in October 2025. The OV Q4 2025/26 report records that the TER entered its initial phase of operations on 1 April 2026, at which point provisions relating to complaints resolution also commenced. As of mid-2026, the board is focused on governance set-up, capacity development and regulatory system design. Broader regulatory powers across rail, ports, roads and aviation remain subject to further proclamation.
​
Are there plans?
The Economic Regulation of Transport Act provides the complete legal framework for the TER's establishment, including governance structures, appointment processes and operational mandates. The act establishes both the TER and the Transport Economic Council (TEC) as parallel independent but integrated regulatory agencies. Plans include the appointment of six non-executive board members and the establishment of executive structures.
Is it on the agenda?
The TER is firmly on the government agenda. The Department of Transport published board nominations in August 2024, with applications closing on 16 September 2024. The act has n ow been passed and the establishment of the TER is a central component of the government's structural reform programme.
Goals
The TER aims to consolidate economic regulation across all transport modes (road, rail, maritime, aviation) under a single regulatory framework. Its primary objectives include ensuring fair pricing, preventing monopolistic behaviour, promoting competition and providing transparent oversight of transport infrastructure access and tariffs.
Departments / Govt Institutions
Department of Transport National Treasury Operation Vulindlela Transnet
Summary
The Transport Economic Regulator is legally established and has entered initial operations, but the deliverable remains incomplete. The amendment act signed on 3 March 2026 resolved a technical defect in the original statute and confirmed the institution's legal standing. Board appointments and the 1 April 2026 commencement of initial operations represent concrete progress. Full operationalisation has, however, slipped from the April 2026 OV target to the start of the 2027/28 financial year – the regulator will not exercise its core mandate for at least another 12 months. This matters particularly for rail reform, as the TER is expected to take over tariff-setting and access oversight from interim arrangements.
View DetailsIs it working?
The TER is in an early setup phase with no operational regulatory activity reported. The OV Q4 2025/26 report confirms the TER will not be fully operational until the start of the 2027/28 financial year. No regulatory determinations, pricing decisions or access rulings have been issued. The Interim Rail Economic Regulatory Capacity (IRERC) continues to discharge tariff and access functions for rail in the interim.
Actions
The regulator is legally established, has a board and has entered initial operations, but has not reached functional readiness across its mandate.
TER-establishing provisions came into effect on 1 April 2025. Board appointments were gazetted in October 2025. The OV Q4 2025/26 report records that the TER entered its initial phase of operations on 1 April 2026, at which point provisions relating to complaints resolution also commenced. As of mid-2026, the board is focused on governance set-up, capacity development and regulatory system design. Broader regulatory powers across rail, ports, roads and aviation remain subject to further proclamation.
​
Are there plans?
The Economic Regulation of Transport Act provides the complete legal framework for the TER's establishment, including governance structures, appointment processes and operational mandates. The act establishes both the TER and the Transport Economic Council (TEC) as parallel independent but integrated regulatory agencies. Plans include the appointment of six non-executive board members and the establishment of executive structures.
Is it on the agenda?
The TER is firmly on the government agenda. The Department of Transport published board nominations in August 2024, with applications closing on 16 September 2024. The act has n ow been passed and the establishment of the TER is a central component of the government's structural reform programme.
Goals
The TER aims to consolidate economic regulation across all transport modes (road, rail, maritime, aviation) under a single regulatory framework. Its primary objectives include ensuring fair pricing, preventing monopolistic behaviour, promoting competition and providing transparent oversight of transport infrastructure access and tariffs.
Departments / Govt Institutions
Department of Transport National Treasury Operation Vulindlela Transnet
Is it working?
No action yet.
Actions
Limited information.
Are there plans?
Limited information.
Is it on the agenda?
Lack of clarity.
Goals
It is not yet known whether the policy has been proposed.
Departments / Govt Institutions
Is it working?
No action yet.
Actions
Limited information.
Are there plans?
Limited information.
Is it on the agenda?
Lack of clarity.
Goals
It is not yet known whether the policy has been proposed.
Departments / Govt Institutions
Is it working?
No action yet.
Actions
Limited information.
Are there plans?
Limited information.
Is it on the agenda?
Lack of clarity.
Goals
It is not yet known whether the policy has been proposed.
Departments / Govt Institutions
Is it working?
No action yet.
Actions
Limited information.
Are there plans?
Limited information.
Is it on the agenda?
Lack of clarity.
Goals
It is not yet known whether the policy has been proposed.
Departments / Govt Institutions
Is it working?
No action yet.
Actions
Limited information.
Are there plans?
Limited information.
Is it on the agenda?
Lack of clarity.
Goals
It is not yet known whether the policy has been proposed.
Departments / Govt Institutions
Summary
Limited information HALTED: We stopped tracking this reform at end-June 2025. We do not believe there will be a specific policy for passenger rail. The White Paper on the National Rail Policy (2022) also focuses on passenger rail.
View DetailsIs it working?
No action yet.
Actions
Limited information.
Are there plans?
Limited information.
Is it on the agenda?
Lack of clarity.
Goals
It is not yet known whether the policy has been proposed.
Departments / Govt Institutions
Summary
Limited information HALTED: We stopped tracking this reform at end-June 2025. We do not believe there will be a specific policy for passenger rail. The White Paper on the National Rail Policy (2022) also focuses on passenger rail.
View DetailsIs it working?
No action yet.
Actions
Limited information.
Are there plans?
Limited information.
Is it on the agenda?
Lack of clarity.
Goals
It is not yet known whether the policy has been proposed.
Departments / Govt Institutions
Summary
Limited information HALTED: We stopped tracking this reform at end-June 2025. We do not believe there will be a specific policy for passenger rail. The White Paper on the National Rail Policy (2022) also focuses on passenger rail.
View DetailsIs it working?
No action yet.
Actions
Limited information.
Are there plans?
Limited information.
Is it on the agenda?
Lack of clarity.
Goals
It is not yet known whether the policy has been proposed.
Departments / Govt Institutions
Summary
Limited information HALTED: We stopped tracking this reform at end-June 2025. We do not believe there will be a specific policy for passenger rail. The White Paper on the National Rail Policy (2022) also focuses on passenger rail.
View DetailsIs it working?
No action yet.
Actions
Limited information.
Are there plans?
Limited information.
Is it on the agenda?
Lack of clarity.
Goals
It is not yet known whether the policy has been proposed.
Departments / Govt Institutions
Summary
Limited information HALTED: We stopped tracking this reform at end-June 2025. We do not believe there will be a specific policy for passenger rail. The White Paper on the National Rail Policy (2022) also focuses on passenger rail.
View DetailsIs it working?
No action yet.
Actions
Limited information.
Are there plans?
Limited information.
Is it on the agenda?
Lack of clarity.
Goals
It is not yet known whether the policy has been proposed.
Departments / Govt Institutions
No data available for the deliverable: National Rail Bill
No data available for the deliverable: National Rail Bill
No data available for the deliverable: National Rail Bill
No data available for the deliverable: National Rail Bill
No data available for the deliverable: National Rail Bill
Summary
The White Paper on National Rail Policy (2022) was developed and gazetted for implementation in 2022. The Economic Regulation of Transport (ERT) Act, which was signed into law in June 2024, has not been fully enacted. The White Paper sets a 2050 vision for a competitive, integrated and sustainable rail system, calling for third-party access, institutional reform and a National Rail Master Plan (NRMP). The act gives legal effect to these goals by establishing the Transport Economic Regulator and enabling third-party access, consolidating regulation across all transport modes. The Railway Safety Bill was passed by the National Assembly in October 2023. The National Rail Master Plan and the Rail Transportation Bill are still under development.
View DetailsIs it working?
The legal framework is now largely in place, providing certainty and a platform for reform. However, the National Rail Masterplan (NRMP) – originally expected by 2025 – has been postponed to the end of the year.
Actions
•tERT Act signed and operationalised •tRailway Safety Bill passed by National Assembly and NCOP •tNational Rail Bill and Master Plan under development, with ongoing stakeholder engagement.
Are there plans?
The ERT and Railway Safety Bill are in force, while the NRMP and Rail Bill are still in development and experiencing significant delays.
Is it on the agenda?
Yes. The National Rail Bill, ERT Act and Railway Safety Bill are all referenced in SONA, cabinet documents and departmental plans.
Goals
The Natonal Rail Bill aims to establish the legislative framework to support the liberalisation of the rail sector and align South Africa’s rail regulatory environment with international best practice to ensure safety, access and economic regulation.
References
Departments / Govt Institutions
Department of Transport Operation Vulindlela Parliament The Presidency
Summary
The White Paper on National Rail Policy (2022) was developed and gazetted for implementation in 2022. The Economic Regulation of Transport (ERT) Act, which was signed into law in June 2024, has not been fully enacted. The White Paper sets a 2050 vision for a competitive, integrated and sustainable rail system, calling for third-party access, institutional reform and a National Rail Master Plan (NRMP). The act gives legal effect to these goals by establishing the Transport Economic Regulator and enabling third-party access, consolidating regulation across all transport modes. The Railway Safety Bill was passed by the National Assembly in October 2023. The National Rail Master Plan and the Rail Transportation Bill are still under development.
View DetailsIs it working?
The legal framework is now largely in place, providing certainty and a platform for reform. However, the National Rail Masterplan (NRMP) – originally expected by 2025 – has been postponed to the end of the year.
Actions
The ERT Act is signed and operationalised; the Railway Safety Bill was passed by National Assembly and NCOP; and the National Rail Bill and Master Plan is under development, with ongoing stakeholder engagement.
Are there plans?
The ERT and Railway Safety Bill are in force, while the NRMP and Rail Bill are still in development and experiencing significant delays.
Is it on the agenda?
Yes. The National Rail Bill, ERT Act and Railway Safety Bill are all referenced in SONA, cabinet documents and departmental plans.
Goals
The National Rail Bill aims to establish the legislative framework to support the liberalisation of the rail sector and align South Africa’s rail regulatory environment with international best practice to ensure safety, access and economic regulation.
References
Departments / Govt Institutions
Department of Transport Operation Vulindlela Parliament The Presidency
Summary
The National Rail Bill is the primary piece of legislation needed to convert South Africa's rail reform vision into enforceable law. The National Rail Policy White Paper (2022) set enactment of the bill to be completed by 2024. As of February 2026, the bill has not yet been presented to parliament.
The White Paper, bill and the National Rail Master Plan (NRMP) are designed as an integrated system. The White Paper sets intent, the NRMP sets the 30-year network plan and the bill makes both legally operative. The bill is intended to translate this vision into enforceable rules, covering licensing, compliance standards and operational oversight for competitive rail.
The absence of both instruments in final form creates uncertainty for long-term planning, which undermines investment and operator mobilisation, even as the Transport Economic Regulator becomes operational and the Network Statement enables third-party access.
Delays to the National Rail Master Plan reinforce this risk. Originally due in October 2025, it is now expected by March 2026. Together, these delays weaken Operation Vulindlela Phase 2’s objective of translating structural reforms into measurable economic gains over the next 18 months.
Is it working?
The National Rail Bill has not yet been tabled in Parliament, so its effectiveness cannot be measured. However, the National Rail Policy White Paper (2022) – which mandates the bill – has enabled important structural reforms, including the Economic Regulation of Transport Act (2024), the Network Statement and third-party access allocations. While these policy-driven actions demonstrate progress, the bill's absence creates operational uncertainty over licensing, compliance and regulatory frameworks that could deter private sector investment and slow market entry.
Actions
The Economic Regulation of Transport Act is signed and operationalised; the Railway Safety Bill was passed by National Assembly and NCOP; and the National Rail Bill and Master Plan is under development, with ongoing stakeholder engagement.
Are there plans?
The Department of Transport's 2024/25 Annual Performance Plan identified obtaining ministerial approval to submit the National Rail Bill to Parliament as a key deliverable. However, no specific tabling date has been announced. Operation Vulindlela Phase 2 lists finalising the bill as a transport priority, but provides no timeline. The bill remains in the preparation stage within the department.
Is it on the agenda?
Yes. The National Rail Bill is a key priority in Operation Vulindlela Phase 2, which identifies finalising the bill as essential for establishing a competitive rail sector framework. Minister Creecy confirmed in June 2025 that the bill was being prepared for parliamentary introduction. It features prominently in the Department of Transport's strategic planning and public statements on rail reform.
Goals
To translate the National Rail Policy White Paper (2022) into binding legislation, establishing the legal framework for competitive rail operations, licensing requirements, compliance standards and operational rules for infrastructure management versus train operations.
References
Departments / Govt Institutions
Department of Transport Operation Vulindlela Parliament The Presidency
Summary
The National Rail Bill is edging closer to Cabinet but remains over a year behind its original schedule and has not yet been published in draft form. The slight acceleration in the Cabinet target – from September 2026 to July/August 2026 – is a positive signal, but public consultation and a full parliamentary process still lie ahead. The National Rail Master Plan (NRMP) advancing to public consultation is meaningful progress on the companion instrument, but it also illustrates the sequencing risk: consultations on both documents now run concurrently through mid-2026, compressing the timeline further. Until the bill is tabled, the train operating companies (TOC) access regime has no statutory foundation and the April 2027 operational target remains legally vulnerable (even though it will most likely materialise).
The 2022 National Rail Policy White Paper committed to introducing the rail bill as a short-term reform within three years – by around 2025. The White Paper, NRMP and the bill are designed as an integrated system. The White Paper sets intent, the NRMP sets the 30-year network plan and the bill makes both legally operative. The bill is intended to translate this vision into enforceable rules, covering licensing, compliance standards and operational oversight for competitive rail.
Is it working?
The bill is not yet law; its effectiveness cannot be measured.
TOC access continues to rest on policy rather than statute, leaving investors and operators without the licensing, compliance and regulatory certainty that the bill would provide. Transport minister Creecy has said the bill is essential to eliminating uncertainty around the sustainability of current reforms, particularly in the event of future political changes. The absence of both the bill and a finalised NRMP means rail reform continues to rely on administrative action rather than a binding legislative framework
Actions
Related legislation is in place and the NRMP companion instrument is advancing, but the National Rail Bill itself has not been published or tabled.
The Economic Regulation of Transport Act was signed and operationalised. The Railway Safety Bill was passed by the National Assembly and NCOP. On 1 April 2026 Cabinet approved the release of the draft NRMP for public consultation; Creecy publicly unveiled the document on 23 April 2026, with provincial consultations scheduled through May and June across all nine provinces and a national consultation deadline of July 2026. The National Rail Bill remains in preparation within the Department of Transport and has not been published as a draft or tabled in Parliament
Are there plans?
A Cabinet submission timeline has been specified, but the bill has not been published as a draft and no parliamentary tabling date has been announced.
The 2022 National Rail Policy White Paper committed to introducing the bill as a short-term reform within three years – by around 2025. That deadline was missed. As of 27 March 2026, Creecy stated she would seek Cabinet approval during the 2026/27 financial year, with September 2026 cited as the target. On 3 June 2026 she indicated she hoped to take the bill to Cabinet by July or August 2026 for public comment, a slight acceleration. The bill, the White Paper and the National Rail Master Plan (NRMP) are designed as an integrated legislative system; the NRMP was released for public consultation on 1 April 2026 and consultation is expected to conclude in July 2026, after which it will be submitted to Cabinet for approval.
Is it on the agenda?
The National Rail Bill is an explicit priority in Operation Vulindlela Phase 2 and features prominently in ministerial and departmental plans.
Operation Vulindlela Phase 2 lists finalising the bill as essential to establishing a competitive rail sector framework. The Department of Transport's 2024/25 Annual Performance Plan identifies securing ministerial approval to submit the bill to Parliament as a key deliverable. Minister Creecy confirmed in June 2025 that the bill was being prepared for parliamentary introduction.
Goals
To translate the National Rail Policy White Paper (2022) into binding legislation, establishing the legal framework for competitive rail operations, licensing requirements, compliance standards and operational rules for infrastructure management versus train operations.
References
Departments / Govt Institutions
Department of Transport Operation Vulindlela Parliament The Presidency
Summary
The National Rail Bill is edging closer to Cabinet but remains over a year behind its original schedule and has not yet been published in draft form. The slight acceleration in the Cabinet target – from September 2026 to July/August 2026 – is a positive signal, but public consultation and a full parliamentary process still lie ahead. The National Rail Master Plan (NRMP) advancing to public consultation is meaningful progress on the companion instrument, but it also illustrates the sequencing risk: consultations on both documents now run concurrently through mid-2026, compressing the timeline further. Until the bill is tabled, the train operating companies (TOC) access regime has no statutory foundation and the April 2027 operational target remains legally vulnerable (even though it will most likely materialise).
The 2022 National Rail Policy White Paper committed to introducing the rail bill as a short-term reform within three years – by around 2025. The White Paper, NRMP and the bill are designed as an integrated system. The White Paper sets intent, the NRMP sets the 30-year network plan and the bill makes both legally operative. The bill is intended to translate this vision into enforceable rules, covering licensing, compliance standards and operational oversight for competitive rail.
Is it working?
The bill is not yet law; its effectiveness cannot be measured.
TOC access continues to rest on policy rather than statute, leaving investors and operators without the licensing, compliance and regulatory certainty that the bill would provide. Transport minister Creecy has said the bill is essential to eliminating uncertainty around the sustainability of current reforms, particularly in the event of future political changes. The absence of both the bill and a finalised NRMP means rail reform continues to rely on administrative action rather than a binding legislative framework
Actions
Related legislation is in place and the NRMP companion instrument is advancing, but the National Rail Bill itself has not been published or tabled.
The Economic Regulation of Transport Act was signed and operationalised. The Railway Safety Bill was passed by the National Assembly and NCOP. On 1 April 2026 Cabinet approved the release of the draft NRMP for public consultation; Creecy publicly unveiled the document on 23 April 2026, with provincial consultations scheduled through May and June across all nine provinces and a national consultation deadline of July 2026. The National Rail Bill remains in preparation within the Department of Transport and has not been published as a draft or tabled in Parliament
Are there plans?
A Cabinet submission timeline has been specified, but the bill has not been published as a draft and no parliamentary tabling date has been announced.
The 2022 National Rail Policy White Paper committed to introducing the bill as a short-term reform within three years – by around 2025. That deadline was missed. As of 27 March 2026, Creecy stated she would seek Cabinet approval during the 2026/27 financial year, with September 2026 cited as the target. On 3 June 2026 she indicated she hoped to take the bill to Cabinet by July or August 2026 for public comment, a slight acceleration. The bill, the White Paper and the National Rail Master Plan (NRMP) are designed as an integrated legislative system; the NRMP was released for public consultation on 1 April 2026 and consultation is expected to conclude in July 2026, after which it will be submitted to Cabinet for approval.
Is it on the agenda?
The National Rail Bill is an explicit priority in Operation Vulindlela Phase 2 and features prominently in ministerial and departmental plans.
Operation Vulindlela Phase 2 lists finalising the bill as essential to establishing a competitive rail sector framework. The Department of Transport's 2024/25 Annual Performance Plan identifies securing ministerial approval to submit the bill to Parliament as a key deliverable. Minister Creecy confirmed in June 2025 that the bill was being prepared for parliamentary introduction.
Goals
To translate the National Rail Policy White Paper (2022) into binding legislation, establishing the legal framework for competitive rail operations, licensing requirements, compliance standards and operational rules for infrastructure management versus train operations.
References
Departments / Govt Institutions
Department of Transport Operation Vulindlela Parliament The Presidency
Summary
After the release of the freight logistics roadmap, National Rail Master Plan aims to set out a sustainable approach to strategic rail network planning and a long-term plan that informs future developments of rail in the country.
View DetailsIs it working?
No action yet
Actions
Proposed master plan
Are there plans?
Forms part of the freight logistics roadmap and aligned with the White Paper on National Rail Policy
Is it on the agenda?
Freight logistics roadmap and National Rail Master Plan.
Goals
The Department of Transport is expected to develop a National Rail Master Plan by October 2024 to guide rail planning.
Departments / Govt Institutions
Department of Transport National Treasury Operation Vulindlela The Passenger Rail Agency of South Africa (PRASA) The Presidency Transnet
Summary
After the release of the freight logistics roadmap, National Rail Master Plan aims to set out a sustainable approach to strategic rail network planning and a long-term plan that informs future developments of rail in the country.
View DetailsIs it working?
No action yet
Actions
Proposed master plan
Are there plans?
Forms part of the freight logistics roadmap and aligned with the White Paper on National Rail Policy
Is it on the agenda?
Freight logistics roadmap and National Rail Master Plan.
Goals
The Department of Transport is expected to develop a National Rail Master Plan by October 2024 to guide rail planning.
Departments / Govt Institutions
Department of Transport National Treasury Operation Vulindlela The Passenger Rail Agency of South Africa (PRASA) The Presidency Transnet
Summary
After the release of the freight logistics roadmap, National Rail Master Plan aims to set out a sustainable approach to strategic rail network planning and a long-term plan that informs future developments of rail in the country.
View DetailsIs it working?
No action yet
Actions
Proposed master plan
Are there plans?
Forms part of the freight logistics roadmap and aligned with the White Paper on National Rail Policy
Is it on the agenda?
Freight logistics roadmap and National Rail Master Plan.
Goals
The Department of Transport is expected to develop a National Rail Master Plan by October 2024 to guide rail planning.
Departments / Govt Institutions
Department of Transport National Treasury Operation Vulindlela The Passenger Rail Agency of South Africa (PRASA) The Presidency Transnet
Summary
After the release of the freight logistics roadmap, National Rail Master Plan aims to set out a sustainable approach to strategic rail network planning and a long-term plan that informs future developments of rail in the country.
View DetailsIs it working?
No action yet
Actions
Proposed master plan
Are there plans?
Forms part of the freight logistics roadmap and aligned with the White Paper on National Rail Policy
Is it on the agenda?
Freight logistics roadmap and National Rail Master Plan.
Goals
The Department of Transport is expected to develop a National Rail Master Plan by October 2024 to guide rail planning.
Departments / Govt Institutions
Department of Transport National Treasury Operation Vulindlela The Passenger Rail Agency of South Africa (PRASA) The Presidency Transnet
Summary
After the release of the freight logistics roadmap, the National Rail Master Plan aims to set out a sustainable approach to strategic rail network planning and a long-term plan that informs future developments of rail in the country. The final National Rail Master Plan, according to the department, is expected to be delivered by October 2025
View DetailsIs it working?
No action yet
Actions
Proposed master plan
Are there plans?
Forms part of the freight logistics roadmap and aligned with the White Paper on National Rail Policy
Is it on the agenda?
Freight logistics roadmap and National Rail Master Plan.
Goals
The Department of Transport is expected to develop a National Rail Master Plan to guide rail planning.
Departments / Govt Institutions
Department of Transport National Treasury Operation Vulindlela The Passenger Rail Agency of South Africa (PRASA) The Presidency Transnet
Summary
After the release of the freight logistics roadmap, the National Rail Master Plan aims to set out a sustainable approach to strategic rail network planning and a long-term plan that informs future developments of rail in the country. The final National Rail Master Plan, according to the department, is expected to be delivered by October 2025.
View DetailsIs it working?
The Master Plan is in a development phase with implementation frameworks being established. TRIM has developed a multi-source funding strategy to address the substantial investment requirements over the next five years to reach the 250 million tonne target. However, the plan faces significant funding constraints, with capital budgets for 2025/26 being reduced, highlighting the challenge of securing adequate resources for comprehensive network rightsizing. Substantive outcomes will only be measurable once the Master Plan is finalised and implementation begins.
Actions
The plan has been delayed. The separation of Transnet into infrastructure management and operations divisions supports the Master Plan implementation. TRIM has transaction advisors to conduct optioneering and viability studies for private sector participation on key corridors.
Are there plans?
Forms part of the freight logistics roadmap and aligned with the White Paper on National Rail Policy. The Department of Transport has established a Rail Planning Component to undertake centralised strategic rail network planning, including development of the Master Plan. TRIM has initiated network classification processes, categorising the B Network into strategic, non-strategic and redundant segments.
Is it on the agenda?
Yes, the Master Plan is a central component of government rail policy. The National Rail Policy White Paper mandates the Department of Transport to publish a National Rail Master Plan anchored in NATMAP 2050, to be updated at least every five years. President Ramaphosa has emphasised rail as the backbone of transport in South Africa, making the Master Plan a priority for the current administration.
Goals
The National Rail Master Plan aims to create a comprehensive strategic framework for South Africa's rail network development, balancing brownfields approaches that minimise costs by retaining viable infrastructure while identifying strategic, non-strategic and redundant network segments. The plan seeks to position rail as the national land transport backbone by 2050 through infrastructure investment and institutional reforms.
Departments / Govt Institutions
Department of Transport National Treasury Operation Vulindlela The Passenger Rail Agency of South Africa (PRASA) The Presidency Transnet
Summary
The National Rail Master Plan (NRMP) sets a long-term framework for rebuilding South Africa’s rail network and positioning rail as the core land-transport system by 2050. It maps where the state should invest, where private operators should participate and which lines are not viable.
rnKey focus areas:
1. Design an optimal national network from a zero base
2. Set realistic growth targets, including the goal of moving 250 million tonnes of freight by 2029
3. Define an exit strategy for lines that lack strategic or economic value
4. Enable private investment in infrastructure, rolling stock and concessions
5. Develop viable long-distance passenger rail services
rnAs of November 2025, the NRMP was in its finalisation phase, with President Ramaphosa indicating in October 2024 that the substantial work required would be completed by the end of 2025.
Is it working?
The Master Plan is in a development phase with implementation frameworks being established. TRIM has developed a multi-source funding strategy to address the substantial investment requirements over the next five years to reach the 250 million tonne target. However, the plan faces significant funding constraints, with capital budgets for 2025/26 being reduced, highlighting the challenge of securing adequate resources for comprehensive network rightsizing. Substantive outcomes will only be measurable once the Master Plan is finalised and implementation begins.
Despite this, rail reforms are taking place, with meaningful progress now under way after years of audit-focused activity. The reform centres on three clear targets: moving 250 million tonnes of freight annually by 2029, achieving 600 million passenger journeys per annum by 2030, and improving port crane moves to 30 per hour.
Actions
Government is finalising the NRMP with the interim plan undergoing consultation through 2025 and final delivery was expected by end-2025.
A dedicated Private Sector Participation unit at the Development Bank of Southern Africa is preparing bid windows and requests for proposals. After receiving 162 responses to the first request for information, the first request for proposals was to be issued before end 2025, with three more in early 2026.
Private access to the rail network is now live. Eleven approved train operators have been allocated 41 routes across six corridors, expected to move an extra 20 million tonnes of freight per year from 2026/27.
Passenger services are recovering. By May 2025, 35 of 40 corridors were operating and PRASA recorded 77 million annual journeys. Cape Town’s Central Line returned to full service in November 2025.
Key legislation is in place, including the new Railway Safety Act and the Economic Regulation of Transport Act, with the National Rail Bill under development.
Are there plans?
Comprehensive planning is under way across freight, passenger and regulatory dimensions. The NRMP will serve as a 30-year strategic framework, anchored in National Transport Master Plan (NATMAP) 2050 Synopsis Update. It prioritises investment in the busiest corridors, supports market competition, and targets 220–250Mt of freight and over 600 million passenger journeys annually. Plans include state withdrawal from unviable lines, use of standard gauge for national routes, and devolution of commuter rail to cities, as shown by Cape Town’s business plan for managing its own rail services. Success depends on long-term funding, local authority over fares and partnerships for expanding rail’s role.
Is it on the agenda?
Yes, rail reform features prominently in government's structural reform and economic recovery priorities.
The Roadmap for the Freight Logistics System in South Africa, approved by Cabinet in December 2023, provides the overarching framework. Rail revitalisation forms a key pillar of the Government of National Unity's Economic Reconstruction and Recovery Plan, with freight logistics identified as critical for inclusive growth and job creation.​
Current priorities include: finalising the National Rail Master Plan; publishing the National Rail Bill and completing the rail devolution strategy; implementing the fourth Network Statement for 2026/27 including Rail Access Tariff; reaching financial close on PSP projects with bid windows announced and RFPs to market by end-2025; and achieving the 250 million tonnes freight target by 2029 and 600 million passenger journeys by 2030.
Goals
The NRMP is a 30-year strategy to revitalise the rail sector and build a more efficient, competitive and integrated system. It aims to boost rail’s competitiveness, efficiency and sustainability by 2050. It also aims to direct investment to priority corridors, support a shift from road to rail, and enable private train operators to enter the market. The plan aligns with the SADC regional strategy, advance climate resilience and guide reforms in governance, network investment and urban rail devolution -- targeting 250Mt of freight and 600 million passenger journeys per year.
Departments / Govt Institutions
Department of Transport National Treasury Operation Vulindlela The Passenger Rail Agency of South Africa (PRASA) The Presidency Transnet
Summary
As of February 2026, the National Rail Master Plan (NRMP) remains unfinished and unpublished after repeated missed deadlines. In October 2024 the Department of Transport committed to an interim plan by February 2025 and a final version by October 2025. The president similarly said it would be ready by end-2025. Neither happened. In August 2025 the minister shifted completion to the 2025-26 financial year, but no confirmation of finalisation or cabinet submission has followed, while the February 2026 Operation Vulindlela progress report flags the National Rail Bill that would underpin the plan as delayed. Despite this drift, several reform elements have advanced independently:
- Open-access adjudication awarded conditional slots to 11 operators across 41 routes that could add about 20 million tonnes a year from 2026-27, with seven aiming to begin operations in early 2027 and further bid windows due in June 2026;
- A revised network statement with updated tariffs scheduled for February;
- Transnet reported a 4.4% increase in rail volumes for the six months to September 2025; a 25-year Durban Container Terminal Pier 2 concession began on 1 January 2026 with more than R11bn committed investment;
- Passenger services recovered on most priority corridors. The February 2026 State of the Nation Address also revived high-speed passenger ambitions, with preparation under way for proposals on corridors including Johannesburg–Musina and eThekwini–Johannesburg.
Structural reform still lags: Operation Vulindlela rates freight logistics reform only 40% on track, with delays to Transnet restructuring, creation of independent infrastructure and ports authorities and operationalisation of the transport regulator. Implementation therefore runs ahead of strategy, and after repeated slippage the goal of moving 250m tonnes of freight by 2029 appears increasingly stretched.
Is it working?
The Master Plan is in a development phase with implementation frameworks being established. TRIM has developed a multi-source funding strategy to address the substantial investment requirements over the next five years to reach the 250 million tonne target. However, the plan faces significant funding constraints, with capital budgets for 2025/26 being reduced, highlighting the challenge of securing adequate resources for comprehensive network rightsizing. Substantive outcomes will be measurable only once the Master Plan is finalised and implementation begins.
Despite this, rail reforms are taking place, with meaningful progress now under way after years of audit-focused activity. The reform centres on three clear targets: moving 250 million tonnes of freight annually by 2029, achieving 600 million passenger journeys per annum by 2030, and improving port crane moves to 30 per hour.
Actions
Government is finalising the NRMP with the interim plan undergoing consultation through 2025 and final delivery was expected by end-2025.
A dedicated Private Sector Participation unit at the Development Bank of Southern Africa is preparing bid windows and requests for proposals. After receiving 162 responses to the first request for information, the first request for proposals was to be issued before end 2025, with three more in early 2026.
Private access to the rail network is now live. Seven train companies are expected to start operations in the first quarter of 2027
Are there plans?
Comprehensive planning is under way across freight, passenger and regulatory dimensions. The NRMP will serve as a 30-year strategic framework, anchored in National Transport Master Plan (NATMAP) 2050 Synopsis Update. It prioritises investment in the busiest corridors, supports market competition, and targets 220–250Mt of freight and over 600 million passenger journeys annually. Plans include state withdrawal from unviable lines, use of standard gauge for national routes, and devolution of commuter rail to cities, as shown by Cape Town’s business plan for managing its own rail services. Sona also announced plans to revive high-speed passenger rail on corridors including Johannesburg–Musina and eThekwini–Johannesburg.
Is it on the agenda?
Yes, rail reform features prominently in government's structural reform and economic recovery priorities.
The Roadmap for the Freight Logistics System in South Africa, approved by Cabinet in December 2023, provides the overarching framework. Rail revitalisation forms a key pillar of the Government of National Unity's Economic Reconstruction and Recovery Plan, with freight logistics identified as critical for inclusive growth and job creation.​
Current priorities include: finalising the National Rail Master Plan; publishing the National Rail Bill and completing the rail devolution strategy; implementing the fourth Network Statement for 2026/27 including the Rail Access Tariff; reaching financial close on PSP projects with bid windows announced and RFPs to market by end-2025; and achieving the 250 million tonnes freight target by 2029 and 600 million passenger journeys by 2030.
Goals
The NRMP is a 30-year strategy to revitalise the rail sector and build a more efficient, competitive and integrated system. It aims to boost rail’s competitiveness, efficiency and sustainability by 2050. It also aims to direct investment to priority corridors, support a shift from road to rail, and enable private train operators to enter the market. The plan aligns with the SADC regional strategy, advance climate resilience and guide reforms in governance, network investment and urban rail devolution -- targeting 250Mt of freight and 600 million passenger journeys per year.
Departments / Govt Institutions
Department of Transport National Treasury Operation Vulindlela The Passenger Rail Agency of South Africa (PRASA) The Presidency Transnet
Summary
Cabinet approved the draft National Rail Master Plan (NRMP) for public comment on 1 April 2026. Minister Barbara Creecy launched Gauteng consultations on 23 April, marking the start of a national process that will run until September 2026, after which the NRMP will be resubmitted to Cabinet for further consideration and approval.
The NRMP is South Africa's first attempt to translate the 2022 National Rail Policy White Paper into a costed, phased implementation programme covering both freight and passenger rail. It sits above every forthcoming corridor concession, train operating company (TOC) slot agreement, rolling stock financing deal and port-rail integration transaction. Getting the plan right determines whether private capital flows into South African rail at scale.
It provides a diagnostic of freight problems facing South Africa, grounded in the volumes collapse from 226 million tonnes in 2017/18 to approximately 150 million tonnes in 2022/23, costing the economy an estimated R276bn a year. The NRMP does not minimise this. It commits to the right structural direction – open access, private sector participation (PSP), infrastructure separation – and grounds its corridor prioritisation in credible demand-side freight modelling.
The plan also highlights that 20% of the network carries roughly 80% of freight value and concentrates investment accordingly. Its KPI framework links corridor performance to an incentive and penalty regime between infrastructure managers and operators, which is vital for pricing risk and structuring finance.
While the plan also acknowledges the need for a bankable Network Statement with balanced capacity and operational access agreements, it does not require bankable conditions to be in place for the PSP programme to launch. This issue will likely be raised during consultations, which will run until September.
Is it working?
The NRMP is still in draft form, with consultations to run to September.
There are bankability gaps that it needs to address - gaps that has been raised by stakeholders over the past two years. The plan's weaknesses cluster around three themes: funding without a committed architecture, institutional reform without execution capacity and commercial terms that remain unbankable.
The R1.9tn total investment requirement has no binding financial plan behind it. The Master Plan lists mechanisms – green bonds, land value capture, securitisation, development finance institution lending – without linking capital sources to specific corridors at specific points in time. Transnet's debt, peaking at approximately R157bn in 2025/26 with interest payments consuming most operating cash flow, is the elephant the plan does not confront directly. Until that debt is restructured and access charges fall to cost-reflective, road-competitive levels, private capital at scale will not materialise.
The Rail Access Agreement (RAA) remains the single most urgent problem. Five structural defects – no infrastructure manager maintenance obligations, asymmetric penalties, no service-level warranties, slot tenures too short for rolling stock debt, and no lender protections – have led banks and development finance institutions to decline to finance TOC operations under current terms. Network Statement Volume 4, which must resolve these issues has been delayed.
TRIM's PFMA pre-notification is a procedural step, not legal independence. The infrastructure manager remains inside the Transnet group at the very moment the freight rail monopoly is being opened, and Transnet continues to run PSP procurement without independent oversight. The TER will not be fully operational until 2027/28 – after critical PSP transactions must reach financial close.
Actions
Cabinet approved the draft NRMP for gazettal for public comment on 1 April 2026. Minister Barbara Creecy launched the public consultation process in Gauteng on 23 April 2026, marking the start of a national consultative process that will run until September 2026. After consultations close, the NRMP will be resubmitted to Cabinet for further consideration and approval.
The DoT is leading the plan's development through its Integrated Transport Planning branch, which is responsible for long-term, sustainable and integrated multimodal transport planning. A dedicated Rail Planning Component is to be established within the DoT to coordinate ongoing implementation once the plan is approved.
Are there plans?
The NRMP translates the National Rail Policy, approved by Cabinet in 2022, into a phased investment and implementation programme for both freight and passenger rail over the coming decades. It is designed to complement the Southern African Development Community (SADC) Regional Rail Master Plan.
Is it on the agenda?
The NRMP is firmly on the government's agenda. Cabinet approved the draft for public comment at its special meeting on 1 April 2026, and Operation Vulindlela logged this as a Q4 freight logistics milestone. Minister Creecy launched public consultations in Gauteng on 23 April 2026, with the process running until September 2026 before the plan returns to Cabinet for final approval. PRASA presented its own aligned rail master plan on the same day, though Transnet and TRIM have yet to signal equivalent strategic buy-in; their engagement with open access and private sector participation is driven more by financial necessity than by the NRMP's long-term vision. Political commitment is real, but the plan lacks statutory force until the National Rail Bill is passed, which Creecy only intends to take to Cabinet in 2026/27, leaving the NRMP without legislative backing for at least another 18 months.
Goals
The NRMP is a 30-year strategy to revitalise the rail sector and build a more efficient, competitive and integrated system. It aims to boost rail’s competitiveness, efficiency and sustainability by 2050. It also aims to direct investment to priority corridors, support a shift from road to rail, and enable private train operators to enter the market. The plan aligns with the SADC regional strategy, advance climate resilience and guide reforms in governance, network investment and urban rail devolution. It is targeting 250Mt of freight and 600 million passenger journeys per year.
Departments / Govt Institutions
Department of Transport National Treasury Operation Vulindlela The Passenger Rail Agency of South Africa (PRASA) The Presidency Transnet
Summary
Cabinet approved the draft National Rail Master Plan (NRMP) for public comment on 1 April 2026. Minister Barbara Creecy launched Gauteng consultations on 23 April, marking the start of a national process that will run until September 2026, after which the NRMP will be resubmitted to Cabinet for further consideration and approval.
The NRMP is South Africa's first attempt to translate the 2022 National Rail Policy White Paper into a costed, phased implementation programme covering both freight and passenger rail. It sits above every forthcoming corridor concession, train operating company (TOC) slot agreement, rolling stock financing deal and port-rail integration transaction. Getting the plan right determines whether private capital flows into South African rail at scale.
It provides a diagnostic of freight problems facing South Africa, grounded in the volumes collapse from 226 million tonnes in 2017/18 to approximately 150 million tonnes in 2022/23, costing the economy an estimated R276bn a year. The NRMP does not minimise this. It commits to the right structural direction – open access, private sector participation (PSP), infrastructure separation – and grounds its corridor prioritisation in credible demand-side freight modelling.
The plan also highlights that 20% of the network carries roughly 80% of freight value and concentrates investment accordingly. Its KPI framework links corridor performance to an incentive and penalty regime between infrastructure managers and operators, which is vital for pricing risk and structuring finance.
While the plan also acknowledges the need for a bankable Network Statement with balanced capacity and operational access agreements, it does not require bankable conditions to be in place for the PSP programme to launch. This issue will likely be raised during consultations, which will run until September.
Is it working?
The NRMP is still in draft form, with consultations to run to September.
There are bankability gaps that it needs to address - gaps that has been raised by stakeholders over the past two years. The plan's weaknesses cluster around three themes: funding without a committed architecture, institutional reform without execution capacity and commercial terms that remain unbankable.
The R1.9tn total investment requirement has no binding financial plan behind it. The Master Plan lists mechanisms – green bonds, land value capture, securitisation, development finance institution lending – without linking capital sources to specific corridors at specific points in time. Transnet's debt, peaking at approximately R157bn in 2025/26 with interest payments consuming most operating cash flow, is the elephant the plan does not confront directly. Until that debt is restructured and access charges fall to cost-reflective, road-competitive levels, private capital at scale will not materialise.
The Rail Access Agreement (RAA) remains the single most urgent problem. Five structural defects – no infrastructure manager maintenance obligations, asymmetric penalties, no service-level warranties, slot tenures too short for rolling stock debt, and no lender protections – have led banks and development finance institutions to decline to finance TOC operations under current terms. Network Statement Volume 4, which must resolve these issues has been delayed.
TRIM's PFMA pre-notification is a procedural step, not legal independence. The infrastructure manager remains inside the Transnet group at the very moment the freight rail monopoly is being opened, and Transnet continues to run PSP procurement without independent oversight. The TER will not be fully operational until 2027/28 – after critical PSP transactions must reach financial close.
Actions
Cabinet approved the draft NRMP for gazettal for public comment on 1 April 2026. Minister Barbara Creecy launched the public consultation process in Gauteng on 23 April 2026, marking the start of a national consultative process that will run until September 2026. After consultations close, the NRMP will be resubmitted to Cabinet for further consideration and approval.
The DoT is leading the plan's development through its Integrated Transport Planning branch, which is responsible for long-term, sustainable and integrated multimodal transport planning. A dedicated Rail Planning Component is to be established within the DoT to coordinate ongoing implementation once the plan is approved.
Are there plans?
The NRMP translates the National Rail Policy, approved by Cabinet in 2022, into a phased investment and implementation programme for both freight and passenger rail over the coming decades. It is designed to complement the Southern African Development Community (SADC) Regional Rail Master Plan.
Is it on the agenda?
The NRMP is firmly on the government's agenda. Cabinet approved the draft for public comment at its special meeting on 1 April 2026, and Operation Vulindlela logged this as a Q4 freight logistics milestone. Minister Creecy launched public consultations in Gauteng on 23 April 2026, with the process running until September 2026 before the plan returns to Cabinet for final approval. PRASA presented its own aligned rail master plan on the same day, though Transnet and TRIM have yet to signal equivalent strategic buy-in; their engagement with open access and private sector participation is driven more by financial necessity than by the NRMP's long-term vision. Political commitment is real, but the plan lacks statutory force until the National Rail Bill is passed, which Creecy only intends to take to Cabinet in 2026/27, leaving the NRMP without legislative backing for at least another 18 months.
Goals
The NRMP is a 30-year strategy to revitalise the rail sector and build a more efficient, competitive and integrated system. It aims to boost rail’s competitiveness, efficiency and sustainability by 2050. It also aims to direct investment to priority corridors, support a shift from road to rail, and enable private train operators to enter the market. The plan aligns with the SADC regional strategy, advance climate resilience and guide reforms in governance, network investment and urban rail devolution. It is targeting 250Mt of freight and 600 million passenger journeys per year.
Departments / Govt Institutions
Department of Transport National Treasury Operation Vulindlela The Passenger Rail Agency of South Africa (PRASA) The Presidency Transnet
Is it working?
No action yet
Actions
None
Are there plans?
None
Is it on the agenda?
Regulatory reform
Goals
As there is no regulatory body/regulator for the transport sector, Transnet adopts self-regulation, which entails the development and self-enforcement of rules agreed upon for the mutual benefit of members. The TFR sets prices according to a required rate-of-return model adopted from the Transnet Group model and the model is customised to suit freight rail dynamics. This type of quasi-regulation may also be used as a vehicle to set prices, permit access, or restrict certain practices, but it usually lacks governmental backing.
Departments / Govt Institutions
Is it working?
No action yet
Actions
None
Are there plans?
None
Is it on the agenda?
Regulatory reform
Goals
As there is no regulatory body/regulator for the transport sector, Transnet adopts self-regulation, which entails the development and self-enforcement of rules agreed upon for the mutual benefit of members. The TFR sets prices according to a required rate-of-return model adopted from the Transnet Group model and the model is customised to suit freight rail dynamics. This type of quasi-regulation may also be used as a vehicle to set prices, permit access, or restrict certain practices, but it usually lacks governmental backing.
Departments / Govt Institutions
Is it working?
No action yet
Actions
None
Are there plans?
None
Is it on the agenda?
Regulatory reform
Goals
As there is no regulatory body/regulator for the transport sector, Transnet adopts self-regulation, which entails the development and self-enforcement of rules agreed upon for the mutual benefit of members. The TFR sets prices according to a required rate-of-return model adopted from the Transnet Group model and the model is customised to suit freight rail dynamics. This type of quasi-regulation may also be used as a vehicle to set prices, permit access, or restrict certain practices, but it usually lacks governmental backing.
Departments / Govt Institutions
Is it working?
No action yet
Actions
None
Are there plans?
None
Is it on the agenda?
Regulatory reform
Goals
As there is no regulatory body/regulator for the transport sector, Transnet adopts self-regulation, which entails the development and self-enforcement of rules agreed upon for the mutual benefit of members. The TFR sets prices according to a required rate-of-return model adopted from the Transnet Group model and the model is customised to suit freight rail dynamics. This type of quasi-regulation may also be used as a vehicle to set prices, permit access, or restrict certain practices, but it usually lacks governmental backing.
Departments / Govt Institutions
Is it working?
No action yet
Actions
None
Are there plans?
None
Is it on the agenda?
Regulatory reform
Goals
As there is no regulatory body/regulator for the transport sector, Transnet adopts self-regulation, which entails the development and self-enforcement of rules agreed upon for the mutual benefit of members. The TFR sets prices according to a required rate-of-return model adopted from the Transnet Group model and the model is customised to suit freight rail dynamics. This type of quasi-regulation may also be used as a vehicle to set prices, permit access, or restrict certain practices, but it usually lacks governmental backing.
Departments / Govt Institutions
Is it working?
No action yet
Actions
None
Are there plans?
None
Is it on the agenda?
Regulatory reform
Goals
As there is no regulatory body/regulator for the transport sector, Transnet adopts self-regulation, which entails the development and self-enforcement of rules agreed upon for the mutual benefit of members. The TFR sets prices according to a required rate-of-return model adopted from the Transnet Group model and the model is customised to suit freight rail dynamics. This type of quasi-regulation may also be used as a vehicle to set prices, permit access, or restrict certain practices, but it usually lacks governmental backing.
Departments / Govt Institutions
Is it working?
No action yet
Actions
None
Are there plans?
None
Is it on the agenda?
Regulatory reform
Goals
As there is no regulatory body/regulator for the transport sector, Transnet adopts self-regulation, which entails the development and self-enforcement of rules agreed upon for the mutual benefit of members. The TFR sets prices according to a required rate-of-return model adopted from the Transnet Group model and the model is customised to suit freight rail dynamics. This type of quasi-regulation may also be used as a vehicle to set prices, permit access, or restrict certain practices, but it usually lacks governmental backing.
Departments / Govt Institutions
Is it working?
No action yet
Actions
None
Are there plans?
None
Is it on the agenda?
Regulatory reform
Goals
As there is no regulatory body/regulator for the transport sector, Transnet adopts self-regulation, which entails the development and self-enforcement of rules agreed upon for the mutual benefit of members. The TFR sets prices according to a required rate-of-return model adopted from the Transnet Group model and the model is customised to suit freight rail dynamics. This type of quasi-regulation may also be used as a vehicle to set prices, permit access, or restrict certain practices, but it usually lacks governmental backing.
Departments / Govt Institutions
Summary
As there is currently no regulatory body overseeing the transport sector, Transnet self-regulates, developing and self-enforcing rules agreed on for the mutual benefit of members. This type of quasi-regulation may also be used as a vehicle to set prices, permit access or restrict certain practices, but it usually lacks governmental backing. Government has not proposed any plans yet to remove this function. However, little is known until the Transport Economic Regulator (TER) is established, which will centralise regulation across all transport modes, including road, rail, ports and aviation. HALTED: We stopped tracking this reform at end-June 2025 and merged it into "Transnet Separation" reforms.
View DetailsIs it working?
No action yet
Actions
Although the TNPA has been reformed/restructured, these functions are yet to be applied as the transport economic regulator is yet to be established.
Are there plans?
None
Is it on the agenda?
Forms part of the freight logistics roadmap.
Goals
To remove the quasi-regulatory function from Transnet entities.
Departments / Govt Institutions
Summary
As there is currently no regulatory body overseeing the transport sector, Transnet self-regulates, developing and self-enforcing rules agreed on for the mutual benefit of members. This type of quasi-regulation may also be used as a vehicle to set prices, permit access or restrict certain practices, but it usually lacks governmental backing. Government has not proposed any plans yet to remove this function. However, little is known until the Transport Economic Regulator (TER) is established, which will centralise regulation across all transport modes, including road, rail, ports and aviation. HALTED: We stopped tracking this reform at end-June 2025 and merged it into "Transnet Separation" reforms.
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Actions
Although the TNPA has been reformed/restructured, these functions are yet to be applied as the transport economic regulator is yet to be established.
Are there plans?
None
Is it on the agenda?
Forms part of the freight logistics roadmap.
Goals
To remove the quasi-regulatory function from Transnet entities.
Departments / Govt Institutions