Summary
The PSP framework is still being developed. The department is in the final stages of concluding a memorandum of agreement with the Development Bank of Southern Africa (DBSA) and National Treasury, appointing DBSA as the hosting institution for the unit.
View DetailsIs it working?
Although not yet established under DBSA, an interim PSP Unit has launched RFIs to gather input from private sector stakeholders on potential rail and port projects and concession models.
Actions
The PSP Unit will be hosted by the DBSA under a MoA nearing completion. An interim PSP Unit has already been established within the Department of Transport.
Are there plans?
Pillar of the freight logistics roadmap
Is it on the agenda?
The Rail Private Sector Participation (PSP) framework has been considered and approved by Cabinet in December 2023: https://www.gov.za/sites/default/files/gcis_documents/Fact%20Sheet.pdf
Goals
The Department of Transport aims to establish a dedicated Private Sector Participation (PSP) unit to identify and prioritise projects and develop an implementation plan to facilitate PSP initiatives, particularly for Transnet and Prasa.
Departments / Govt Institutions
Summary
The PSP framework is still being developed. The department is in the final stages of concluding a memorandum of agreement with the Development Bank of Southern Africa (DBSA) and National Treasury, appointing DBSA as the hosting institution for the unit.
View DetailsIs it working?
Although not yet established under DBSA, an interim PSP Unit has launched RFIs to gather input from private sector stakeholders on potential rail and port projects and concession models.
Actions
The PSP Unit will be hosted by the DBSA under a MoA nearing completion. An interim PSP Unit has already been established within the Department of Transport.
Are there plans?
Pillar of the freight logistics roadmap
Is it on the agenda?
The Rail Private Sector Participation (PSP) framework has been considered and approved by Cabinet in December 2023: https://www.gov.za/sites/default/files/gcis_documents/Fact%20Sheet.pdf
Goals
The Department of Transport aims to establish a dedicated Private Sector Participation (PSP) unit to identify and prioritise projects and develop an implementation plan to facilitate PSP initiatives, particularly for Transnet and Prasa.
Departments / Govt Institutions
Summary
The PSP framework is still being developed. The department is in the final stages of concluding a memorandum of agreement with the Development Bank of Southern Africa (DBSA) and National Treasury, appointing DBSA as the hosting institution for the unit.
View DetailsIs it working?
Although not yet established under DBSA, an interim PSP Unit has launched RFIs to gather input from private sector stakeholders on potential rail and port projects and concession models.
Actions
The PSP Unit will be hosted by the DBSA under a MoA nearing completion. An interim PSP Unit has already been established within the Department of Transport.
Are there plans?
Pillar of the freight logistics roadmap
Is it on the agenda?
The Rail Private Sector Participation (PSP) framework has been considered and approved by Cabinet in December 2023: https://www.gov.za/sites/default/files/gcis_documents/Fact%20Sheet.pdf
Goals
The Department of Transport aims to establish a dedicated Private Sector Participation (PSP) unit to identify and prioritise projects and develop an implementation plan to facilitate PSP initiatives, particularly for Transnet and Prasa.
Departments / Govt Institutions
Is it working?
Not yet established
Actions
None
Are there plans?
It is a pillar of the freight logistics roadmap
Is it on the agenda?
The draft Rail Private Sector Participation (PSP) framework has been considered and approved by Cabinet in December 2023: https://www.gov.za/sites/default/files/gcis_documents/Fact%20Sheet.pdf
Goals
The Department of Transport is expected to establish a Private Sector Participation (PSP) unit to identify and prioritise projects and develop an implementation plan to facilitate PSP initiatives
Departments / Govt Institutions
Is it working?
Not yet established.
Actions
None
Are there plans?
It is a pillar of the freight logistics roadmap
Is it on the agenda?
The draft Rail Private Sector Participation (PSP) framework has been considered and approved by Cabinet in December 2023: https://www.gov.za/sites/default/files/gcis_documents/Fact%20Sheet.pdf
Goals
The Department of Transport is expected to establish a Private Sector Participation (PSP) unit to identify and prioritise projects and develop an implementation plan to facilitate PSP initiatives.
Departments / Govt Institutions
Is it working?
Not yet established.
Actions
None
Are there plans?
It is a pillar of the freight logistics roadmap
Is it on the agenda?
The draft Rail Private Sector Participation (PSP) framework has been considered and approved by Cabinet in December 2023: https://www.gov.za/sites/default/files/gcis_documents/Fact%20Sheet.pdf
Goals
The Department of Transport is expected to establish a Private Sector Participation (PSP) unit to identify and prioritise projects and develop an implementation plan to facilitate PSP initiatives.
Departments / Govt Institutions
Is it working?
Not yet established.
Actions
None
Are there plans?
It is a pillar of the freight logistics roadmap
Is it on the agenda?
The draft Rail Private Sector Participation (PSP) framework has been considered and approved by Cabinet in December 2023: https://www.gov.za/sites/default/files/gcis_documents/Fact%20Sheet.pdf
Goals
The Department of Transport is expected to establish a Private Sector Participation (PSP) unit to identify and prioritise projects and develop an implementation plan to facilitate PSP initiatives.
Departments / Govt Institutions
No data available for the deliverable: Finalise the access pricing methodology
Summary
Transnet has finalised its network access pricing methodology for 2024/25, introducing a two-part tariff structure based on train-kilometres and gross-tonne kilometres, with differentiated rates by commodity and corridor. The final Network Statement and approved tariffs were published in December 2024 after public consultation and ministerial approval. However, the proposed tariff increases for 2025/26 are significant and create tension between Transnet's need for cost recovery and private sector viability. While 98 applications for third-party access have been received, tariff unpredictability and high fees continue to deter operators, particularly smaller train operations. The methodology is still under consultation, with the interim Rail Economic Regulatory Capacity managing the process until the permanent Transport Economic Regulator is established.
View DetailsIs it working?
Too early to fully assess. While 98 applications for third-party access have been received, unpredictability and high tariffs may deter actual market entry. While the World Bank loan aims to support further liberalisation, PSP remains limited with businesses reporting concerns over tariff levels and regulatory certainty.
Actions
Cabinet has approved frameworks for private sector participation and the Transport Economic Regulator and interim Rail Economic Regulatory Capacity have been established. Requests for information have been issued for private sector participation on key corridors. While 98 applications for third-party access have been received, actual market entry remains limited due to tariff concerns and regulatory uncertainty.
Are there plans?
Yes. The Final Network Statement has been published and the Economic Regulation of Transport Act provides a legislative framework for access pricing and regulation.
Is it on the agenda?
Access pricing is a central component of the National Rail Policy, the Freight Logistics Roadmap and recent legislation, including the Economic Regulation of Transport Act. It is regularly referenced in SONA, cabinet briefings and the broader government reform agenda.
Goals
The primary aims are to establish a transparent, fair and sustainable pricing regime for third-party access to the rail network to enable private sector participation, foster competition and improve efficiency and service quality.
Departments / Govt Institutions
Department of Transport National Treasury The Presidency Transnet
Summary
Transnet has finalised its network access pricing methodology for 2024/25, introducing a two-part tariff structure based on train-kilometres and gross-tonne kilometres, with differentiated rates by commodity and corridor. The final Network Statement and approved tariffs were published in December 2024 after public consultation and ministerial approval. However, the proposed tariff increases for 2025/26 are significant and create tension between Transnet's need for cost recovery and private sector viability. While 98 applications for third-party access have been received, tariff unpredictability and high fees continue to deter operators, particularly smaller train operations. The methodology is still under consultation, with the interim Rail Economic Regulatory Capacity managing the process until the permanent Transport Economic Regulator is established.
View DetailsIs it working?
Too early to fully assess. While 98 applications for third-party access have been received, unpredictability and high tariffs may deter actual market entry. While the World Bank loan aims to support further liberalisation, PSP remains limited with businesses reporting concerns over tariff levels and regulatory certainty.
Actions
Cabinet has approved frameworks for private sector participation and the Transport Economic Regulator and interim Rail Economic Regulatory Capacity have been established. Requests for information have been issued for private sector participation on key corridors. While 98 applications for third-party access have been received, actual market entry remains limited due to tariff concerns and regulatory uncertainty.
Are there plans?
Yes. The Final Network Statement has been published and the Economic Regulation of Transport Act provides a legislative framework for access pricing and regulation.
Is it on the agenda?
Access pricing is a central component of the National Rail Policy, the Freight Logistics Roadmap and recent legislation, including the Economic Regulation of Transport Act. It is regularly referenced in SONA, cabinet briefings and the broader government reform agenda.
Goals
The primary aims are to establish a transparent, fair and sustainable pricing regime for third-party access to the rail network to enable private sector participation, foster competition and improve efficiency and service quality.
Departments / Govt Institutions
Department of Transport National Treasury The Presidency Transnet
No data available for the deliverable: Finalise the access pricing methodology
No data available for the deliverable: Finalise the access pricing methodology
No data available for the deliverable: Finalise the access pricing methodology
No data available for the deliverable: Finalise the access pricing methodology
No data available for the deliverable: Finalise the Network Statement and open requests for access
Summary
The final Network Statement setting out technical, operational and commercial rules for rail access, was published on 20 December 2024 following extensive consultation and the promulgation of the Economic Regulation of Transport Act (ERT Act). Revisions in February 2025 clarified capacity allocation and transformation principles, opening all slots with over 209Mt of capacity available to private operators. The access application process is under way, with extended deadlines to encourage participation. While this marks a major milestone, uptake by private operators and operational integration are still in early stages.
View DetailsIs it working?
Too early to fully assess. While the framework is in place and applications are open, no significant third-party operations have commenced yet. The process is transparent and inclusive, but the impact on efficiency and freight volumes will depend on the quality and speed of private sector uptake.
Actions
Actions to date include: 1.tThe publication of the final and revised Network Statement 2.tLaunch of the formal application process for private sector access to rail slots 3.tEstablishment of the Transport Economic Regulator and interim regulatory capacity
Are there plans?
Yes. The Network Statement itself is the plan for access, with supporting frameworks from the ERT Act and the Rail Economic Regulator.
Is it on the agenda?
Yes. The Network Statement is referenced in cabinet-approved policies, SONA and departmental plans and is a pillar of the Freight Logistics Roadmap.
Goals
The goal is to create a transparent framework for third-party access to the national rail network to enable private train operating companies (TOCs) to use the network, dismantle Transnet's rail monopoly and create a competitive freight rail market by setting clear rules for private operators, unlocking private investment, improving efficiency and service quality, and responding to strong market demand for third-party access.
References
Departments / Govt Institutions
Summary
The final Network Statement setting out technical, operational and commercial rules for rail access, was published on 20 December 2024 following extensive consultation and the promulgation of the Economic Regulation of Transport Act (ERT Act). Revisions in February 2025 clarified capacity allocation and transformation principles, opening all slots with over 209Mt of capacity available to private operators. The access application process is under way, with extended deadlines to encourage participation. While this marks a major milestone, uptake by private operators and operational integration are still in early stages.
View DetailsIs it working?
Too early to fully assess. While the framework is in place and applications are open, no significant third-party operations have commenced yet. The process is transparent and inclusive, but the impact on efficiency and freight volumes will depend on the quality and speed of private sector uptake.
Actions
Actions to date include: 1.tThe publication of the final and revised Network Statement 2.tLaunch of the formal application process for private sector access to rail slots 3.tEstablishment of the Transport Economic Regulator and interim regulatory capacity
Are there plans?
Yes. The Network Statement itself is the plan for access, with supporting frameworks from the ERT Act and the Rail Economic Regulator.
Is it on the agenda?
Yes. The Network Statement is referenced in cabinet-approved policies, SONA and departmental plans and is a pillar of the Freight Logistics Roadmap.
Goals
The goal is to create a transparent framework for third-party access to the national rail network to enable private train operating companies (TOCs) to use the network, dismantle Transnet's rail monopoly and create a competitive freight rail market by setting clear rules for private operators, unlocking private investment, improving efficiency and service quality, and responding to strong market demand for third-party access.
References
Departments / Govt Institutions
No data available for the deliverable: Finalise the Network Statement and open requests for access
No data available for the deliverable: Finalise the Network Statement and open requests for access
No data available for the deliverable: Finalise the Network Statement and open requests for access
No data available for the deliverable: Finalise the Network Statement and open requests for access
Summary
The tender to finalise a partnership with a private terminal operator for a 25-year joint venture to develop and manage the DCT Pier 2 was initially awarded to the Philippines' International Container Terminal Services Incorporated (ICTSI). However, the legal objection from AP Moller-Maersk (port operator) regarding ICTSI's contract has delayed the Durban port concession. The court case regarding the Trasnet-ICTSI deal is expected to be heard in mid-2025, with ICTSI vowed to present its case during the full review hearing.
View DetailsIs it working?
First concession awarded but not yet in effect due to legal challenge.
Actions
PPP agreement not yet finalised
Are there plans?
Forms part of the freight logistics roadmap
Is it on the agenda?
Public-private partnerships (PPPs) in ports.
Goals
In an attempt to address the poorly performing Durban port, particularly Durban Container Terminal [DCT] Pier 2, as revealed in the World Bank's Container Port Performance Index (CPPI), the Department of Transport and Transnet's operation divisions (ie, Transnet National Ports Authority [TNPA] and Transnet Port Terminals [TPT]) need to complete the establishment of a partnership with a private terminal operator to upgrade the terminal. The DCT Pier 2 is Transnet’s biggest container terminal.
Summary
To adress the poorly performing Durban port, particularly Durban Container Terminal (DCT) Pier 2, as revealed in the World Bank's Container Port Performance index, the Department of Transport and Transnet's operations divisions (Transnet National Ports Authority and Transnet Port Terminals) need to partner with a private terminal operator to upgrade the terminal. The DCT Pier 2 is Transnet's largest container terminal. The tender to finalise a partnership with a private terminal operator for a 25-year joint venture to develop and manage the DCT Pier 2 was initially awarded to the Philippines' International Container Terminal Services Incorporated (ICTSI). However, a legal objection from AP Moller-Maersk (port operator) regarding ICTSI's contract has delayed the Durban port concession. The court case regarding the Transnet-ICTSI deal is expected to be heard in mid-2025.
View DetailsIs it working?
Implementation has stalled due to legal proceedings. The court case, which commenced in April 2025, centres on allegations that ICTSI was allowed to use market capitalisation rather than balance sheet equity to prove solvency, a concession not granted to other bidders. Until the legal challenge is resolved, the concession cannot proceed, delaying critical upgrades to South Africa's busiest container terminal.
Actions
The tender process was completed with ICTSI selected as the preferred bidder. The Competition Commission approved the deal on condition of no retrenchments for three years. Implementation, however, has been halted by court proceedings with Transnet prevented from proceeding with contract negotiations pending resolution of APM Terminals' challenge.
Are there plans?
Comprehensive concession plans were developed through a multi-stage tender process. The DCT2 concession involves ICTSI committing R12bn in investment compared to Maersk's R9.2bn offer. The partnership structure provides for a joint venture with Transnet retaining 50+1% ownership whilst ICTSI gains management control. Additionally, TNPA has issued RFPs for the Maydon Wharf multipurpose terminal, seeking operators for a 25-year concession.
Is it on the agenda?
Yes, despite setbacks. The concession forms part of Transnet's broader port reform strategy and is aligned with the government's infrastructure development objectives. The process continues to receive support from government and industry stakeholders who recognise the urgent need for port efficiency improvements.
Goals
To establish a partnership with a private terminal operator to upgrade the terminal. In an attempt to address the poorly performing Durban port, particularly Durban Container Terminal [DCT] Pier 2, as revealed in the World Bank's Container Port Performance Index (CPPI), the Department of Transport and Transnet's operation divisions (Transnet National Ports Authority [TNPA] and Transnet Port Terminals [TPT]) need to complete the establishment of a partnership with a private terminal operator to upgrade the terminal.
Summary
To adress the poorly performing Durban port, particularly Durban Container Terminal (DCT) Pier 2, as revealed in the World Bank's Container Port Performance index, the Department of Transport and Transnet's operations divisions (Transnet National Ports Authority and Transnet Port Terminals) need to partner with a private terminal operator to upgrade the terminal. The DCT Pier 2 is Transnet's largest container terminal. The tender to finalise a partnership with a private terminal operator for a 25-year joint venture to develop and manage the DCT Pier 2 was initially awarded to the Philippines' International Container Terminal Services Incorporated (ICTSI). However, a legal objection from AP Moller-Maersk (port operator) regarding ICTSI's contract has delayed the Durban port concession. The court case regarding the Transnet-ICTSI deal is expected to be heard in mid-2025.
View DetailsIs it working?
Implementation has stalled due to legal proceedings. The court case, which commenced in April 2025, centres on allegations that ICTSI was allowed to use market capitalisation rather than balance sheet equity to prove solvency, a concession not granted to other bidders. Until the legal challenge is resolved, the concession cannot proceed, delaying critical upgrades to South Africa's busiest container terminal.
Actions
The tender process was completed with ICTSI selected as the preferred bidder. The Competition Commission approved the deal on condition of no retrenchments for three years. Implementation, however, has been halted by court proceedings with Transnet prevented from proceeding with contract negotiations pending resolution of APM Terminals' challenge.
Are there plans?
Comprehensive concession plans were developed through a multi-stage tender process. The DCT2 concession involves ICTSI committing R12bn in investment compared to Maersk's R9.2bn offer. The partnership structure provides for a joint venture with Transnet retaining 50+1% ownership whilst ICTSI gains management control. Additionally, TNPA has issued RFPs for the Maydon Wharf multipurpose terminal, seeking operators for a 25-year concession.
Is it on the agenda?
Yes, despite setbacks. The concession forms part of Transnet's broader port reform strategy and is aligned with the government's infrastructure development objectives. The process continues to receive support from government and industry stakeholders who recognise the urgent need for port efficiency improvements.
Goals
To establish a partnership with a private terminal operator to upgrade the terminal. In an attempt to address the poorly performing Durban port, particularly Durban Container Terminal [DCT] Pier 2, as revealed in the World Bank's Container Port Performance Index (CPPI), the Department of Transport and Transnet's operation divisions (Transnet National Ports Authority [TNPA] and Transnet Port Terminals [TPT]) need to complete the establishment of a partnership with a private terminal operator to upgrade the terminal.
Is it working?
No action yet
Actions
PPP agreement not yet finalised
Are there plans?
Forms part of the freight logistics roadmap
Is it on the agenda?
Private sector partnerships in ports
Goals
The Department of Transport needs to complete establishment of partnership with private sector terminal operator for Durban port (DCT Pier 2)
Summary
Finalise the partnership with the private terminal operator for a 25-year joint venture to develop and manage the DCT Pier 2. Tender for the DCT Pier 2 was awarded to the Philippines' International Container Terminal Services Incorporated (ICTSI). However,the legal objection from AP Moller-Maersk (port operator) regarding ICTSI's contract has delayed the Durban port concession.
View DetailsIs it working?
First concesssion awarded but not yet in effect.
Actions
PPP agreement not yet finalised
Are there plans?
Forms part of the freight logistics roadmap
Is it on the agenda?
Public-private partnerships (PPPs) in ports.
Goals
In an attempt to address the poorly performing Durban port, particularly Durban Container Terminal [DCT] Pier 2, as revealed in the World Bank's Container Port Performance Index (CPPI), the Department of Transport and Transnet's operation divisions (ie Transnet National Ports Authority [TNPA] and Transnet Port Terminals [TPT)] need to complete the establishment of a partnership with a private terminal operator to upgrade the terminal. The DCT Pier 2 is Transnet’s biggest container terminal.
Summary
Finalise the partnership with the private terminal operator for a 25-year joint venture to develop and manage the DCT Pier 2. Tender for the DCT Pier 2 was initially awarded to the Philippines' International Container Terminal Services Incorporated (ICTSI). However, the legal objection from AP Moller-Maersk (port operator) regarding ICTSI's contract has delayed the Durban port concession.
View DetailsIs it working?
First concession awarded but not yet in effect.
Actions
PPP agreement not yet finalised
Are there plans?
Forms part of the freight logistics roadmap
Is it on the agenda?
Public-private partnerships (PPPs) in ports.
Goals
In an attempt to address the poorly performing Durban port, particularly Durban Container Terminal [DCT] Pier 2, as revealed in the World Bank's Container Port Performance Index (CPPI), the Department of Transport and Transnet's operation divisions (ie Transnet National Ports Authority [TNPA] and Transnet Port Terminals [TPT)] need to complete the establishment of a partnership with a private terminal operator to upgrade the terminal. The DCT Pier 2 is Transnet’s biggest container terminal.
Summary
Finalise the partnership with the private terminal operator for a 25-year joint venture to develop and manage the DCT Pier 2. Tender for the DCT Pier 2 was initially awarded to the Philippines' International Container Terminal Services Incorporated (ICTSI). However, the legal objection from AP Moller-Maersk (port operator) regarding ICTSI's contract has delayed the Durban port concession.
View DetailsIs it working?
First concession awarded but not yet in effect.
Actions
PPP agreement not yet finalised
Are there plans?
Forms part of the freight logistics roadmap
Is it on the agenda?
Public-private partnerships (PPPs) in ports.
Goals
In an attempt to address the poorly performing Durban port, particularly Durban Container Terminal [DCT] Pier 2, as revealed in the World Bank's Container Port Performance Index (CPPI), the Department of Transport and Transnet's operation divisions (ie Transnet National Ports Authority [TNPA] and Transnet Port Terminals [TPT)] need to complete the establishment of a partnership with a private terminal operator to upgrade the terminal. The DCT Pier 2 is Transnet’s biggest container terminal.
Summary
After the RFP process, TNPA selected, in December 2024, the private partner (FFS Tank Terminals) to operate, maintain, refurbish, or construct and transfer a liquid bulk terminal at the Port of Cape Town for a 25-year concession period. This is the second major contract TNPA has put out to the market after the DCT Pier 2 concession. TNPA is expected to re-issue an RFP for the Port of Ngqura. There are still no news regarding the plans for the Gqeberha port.
View DetailsIs it working?
First concession awarded but not yet in effect.
Actions
Private partner selected for Cape Town port. PPP agreement not yet signed and commercial work yet to begin.
Are there plans?
This forms part of the freight logistics roadmap.
Is it on the agenda?
Public-private partnerships (PPPs) in ports.
Goals
The Department of Transport and both TNPA & TPT are expected to establish partnerships with private terminal operators to unlock efficiencies in other poorly performing container terminals (ports), including Ngqura, Gqeberha (Port Elizabeth) and Cape Town.
Summary
In December 2024 TNPA selected a private partner, FFS Tank Terminals, to operate, maintain, refurbish or construct and transfer a liquid bulk terminal at the Port of Cape Town for a 25-year concession period. This is the second major contract TNPA has put out to the market after the DCT Pier 2 concession. TNPA is expected to re-issue a RFP for the Port of Ngqura. There is still no news regarding the plans for the Gqeberha port.
View DetailsIs it working?
Early-stage implementation is showing market interest. The structured approach to port concessioning has attracted industry attention, with companies like Saudi Arabian ports operator Red Sea Gateway Terminal International reportedly considering partnerships for Maydon Wharf. However, substantive operational outcomes cannot yet be measured as most concession processes are still in procurement phases rather than operational implementation.
Actions
A private partner has been selected for Cape Town port. PPP agreement have not yet been signed and commercial work is yet to begin. Multiple RFPs have been issued across different ports since 2023.
Are there plans?
Multiple concessioning plans are being implemented. The Port of Cape Town liquid bulk terminal RFP requires successful bidders to acquire, operate, maintain and transfer facilities over a 25-year concession period. The facility covers approximately 18,722 square metres with three liquid bulk berths having theoretical capacity of 6.4 million kilolitres. Similar processes are underway for other port facilities across the system.
Is it on the agenda?
Yes, port concessioning is firmly established as a strategic priority. The initiatives align with TNPA's mandate to facilitate port services with emphasis on revenue diversification and private sector collaboration. The reforms are integrated into the broader logistics transformation agenda supported by government.
Goals
The Department of Transport, TNPA and TPT are expected to establish partnerships with private terminal operators to unlock efficiencies in other poorly performing container terminals (ports), including Ngqura, Gqeberha (Port Elizabeth) and Cape Town. These initiatives aim to attract private sector investment across South Africa's port system to improve operational efficiency, modernise infrastructure and enhance competitiveness
Summary
In December 2024 TNPA selected a private partner, FFS Tank Terminals, to operate, maintain, refurbish or construct and transfer a liquid bulk terminal at the Port of Cape Town for a 25-year concession period. This is the second major contract TNPA has put out to the market after the DCT Pier 2 concession. TNPA is expected to re-issue a RFP for the Port of Ngqura. There is still no news regarding the plans for the Gqeberha port.
View DetailsIs it working?
Early-stage implementation is showing market interest. The structured approach to port concessioning has attracted industry attention, with companies like Saudi Arabian ports operator Red Sea Gateway Terminal International reportedly considering partnerships for Maydon Wharf. However, substantive operational outcomes cannot yet be measured as most concession processes are still in procurement phases rather than operational implementation.
Actions
A private partner has been selected for Cape Town port. PPP agreement have not yet been signed and commercial work is yet to begin. Multiple RFPs have been issued across different ports since 2023.
Are there plans?
Multiple concessioning plans are being implemented. The Port of Cape Town liquid bulk terminal RFP requires successful bidders to acquire, operate, maintain and transfer facilities over a 25-year concession period. The facility covers approximately 18,722 square metres with three liquid bulk berths having theoretical capacity of 6.4 million kilolitres. Similar processes are underway for other port facilities across the system.
Is it on the agenda?
Yes, port concessioning is firmly established as a strategic priority. The initiatives align with TNPA's mandate to facilitate port services with emphasis on revenue diversification and private sector collaboration. The reforms are integrated into the broader logistics transformation agenda supported by government.
Goals
The Department of Transport, TNPA and TPT are expected to establish partnerships with private terminal operators to unlock efficiencies in other poorly performing container terminals (ports), including Ngqura, Gqeberha (Port Elizabeth) and Cape Town. These initiatives aim to attract private sector investment across South Africa's port system to improve operational efficiency, modernise infrastructure and enhance competitiveness
Is it working?
No action yet
Actions
Proposed partnership for other ports
Are there plans?
No plans
Is it on the agenda?
Private sector partnerships in ports
Goals
The Department of Transport is expected to establish partnership with private sector terminal operator for other ports
Is it working?
No action yet
Actions
Proposed partnership for other ports
Are there plans?
This forms part of the freight logistics roadmap.
Is it on the agenda?
Public-private partnerships (PPPs) in ports.
Goals
The Department of Transport and both TNPA & TPT are expected to establish partnerships with private terminal operators to unlock efficiencies in other poorly performing container terminals (ports), including Ngqura, Gqeberha (Port Elizabeth) and Cape Town.
Is it working?
No action yet
Actions
Proposed partnership for other ports
Are there plans?
This forms part of the freight logistics roadmap.
Is it on the agenda?
Public-private partnerships (PPPs) in ports.
Goals
The Department of Transport and both TNPA & TPT are expected to establish partnerships with private terminal operators to unlock efficiencies in other poorly performing container terminals (ports), including Ngqura, Gqeberha (Port Elizabeth) and Cape Town.
Is it working?
No action yet
Actions
Proposed partnership for other ports
Are there plans?
This forms part of the freight logistics roadmap.
Is it on the agenda?
Public-private partnerships (PPPs) in ports.
Goals
The Department of Transport and both TNPA & TPT are expected to establish partnerships with private terminal operators to unlock efficiencies in other poorly performing container terminals (ports), including Ngqura, Gqeberha (Port Elizabeth) and Cape Town.
Is it working?
Not yet fully implemented.
Actions
Having opened rail slot applications (between December 2024 and February 2025), TRIM's next process is to select private train operating companies (TOCs) to access its rail network after evaluation. The final Network Statement was published in December 2024: https://www.transnet.net/DropOffLibrary/Transnet_Network_Statement_Volume_3_December%202024_Final%203.0.pdf
Are there plans?
This forms part of the freight logistics roadmap.
Is it on the agenda?
Freight rail reform
Goals
The Network Statement sets out rules, timelines, procedures, services, charging principles and terms and conditions governing the use of railway infrastructure by third-party operators - a crucial step to facilitate private sector concessioning that is needed to rejuvenate the transport and logistics sector.
Is it working?
Not yet fully implemented.
Actions
Having opened rail slot applications (between December 2024 and February 2025), TRIM's next process is to select private train operating companies (TOCs) to access its rail network after evaluation. The final Network Statement was published in December 2024: https://www.transnet.net/DropOffLibrary/Transnet_Network_Statement_Volume_3_December%202024_Final%203.0.pdf
Are there plans?
This forms part of the freight logistics roadmap.
Is it on the agenda?
Freight rail reform
Goals
The Network Statement sets out rules, timelines, procedures, services, charging principles and terms and conditions governing the use of railway infrastructure by third-party operators - a crucial step to facilitate private sector concessioning that is needed to rejuvenate the transport and logistics sector.
Is it working?
Not yet fully implemented.
Actions
Having opened rail slot applications (between December 2024 and February 2025), TRIM's next process is to select private train operating companies (TOCs) to access its rail network after evaluation. The final Network Statement was published in December 2024: https://www.transnet.net/DropOffLibrary/Transnet_Network_Statement_Volume_3_December%202024_Final%203.0.pdf
Are there plans?
This forms part of the freight logistics roadmap.
Is it on the agenda?
Freight rail reform
Goals
The Network Statement sets out rules, timelines, procedures, services, charging principles and terms and conditions governing the use of railway infrastructure by third-party operators - a crucial step to facilitate private sector concessioning that is needed to rejuvenate the transport and logistics sector.
Summary
The draft Network Statement published by the interim Infrastructure Manager and the Interim Rail Economic Regulatory Capacity (IRERC) of the Department of Transport was open for public comment until 20 May 2024. It sets out rules, timelines, procedures, services, charging principles and terms and conditions governing the use of railway infrastructure by third-party operators -- a crucial step to facilitate private sector concessioning that is needed to rejuvenate the transport and logistics sector.
View DetailsIs it working?
Once finalised this will open the sector up to private sector participation. The true test will be in the terms and conditions and pricing, which will need to commercially viable.
Actions
Draft Network Statement published in March 2024
Are there plans?
Once launched, ths will facilitate private sector participation.
Is it on the agenda?
This is a pillar of the freight logistics roadmap.
Goals
Public comments on a draft railway Network Statement to allow for private rail operators/companies to access the rail network have ended. .
Summary
The draft Network Statement published by the interim IM and the Interim Rail Economic Regulatory Capacity (IRERC) of the Department of Transport was open for public comment until 20 May 2024.
View DetailsIs it working?
Once finalised this will open the sector up to private sector participation. The true test will be in the terms and conditions and pricing, which will need to commercially viable.
Actions
A draft Network Statement was published in March 2024 and public comments were received in May 2024.
Are there plans?
This forms part of the freight logistics roadmap.
Is it on the agenda?
Freight rail reform
Goals
The Network Statement sets out rules, timelines, procedures, services, charging principles and terms and conditions governing the use of railway infrastructure by third-party operators - a crucial step to facilitate private sector concessioning that is needed to rejuvenate the transport and logistics sector.
Summary
The draft Network Statement published by the interim IM and the Interim Rail Economic Regulatory Capacity (IRERC) of the Department of Transport was open for public comment until 20 August 2024.
View DetailsIs it working?
Once finalised this will open the sector up to private sector participation. The true test will be in the terms and conditions and pricing, which will need to commercially viable.
Actions
A draft Network Statement was published in March 2024 and public comments were received in August 2024. The final Network Statement is expected to be gazetted in November 2024
Are there plans?
This forms part of the freight logistics roadmap.
Is it on the agenda?
Freight rail reform
Goals
The Network Statement sets out rules, timelines, procedures, services, charging principles and terms and conditions governing the use of railway infrastructure by third-party operators - a crucial step to facilitate private sector concessioning that is needed to rejuvenate the transport and logistics sector.
Summary
The draft Network Statement published by the interim IM and the Interim Rail Economic Regulatory Capacity (IRERC) of the Department of Transport was open for public comment until 20 August 2024.
View DetailsIs it working?
Once finalised this will open the sector up to private sector participation. The true test will be in the terms and conditions and pricing, which will need to commercially viable.
Actions
A draft Network Statement was published in March 2024 and public comments were received in August 2024. The final Network Statement is expected to be gazetted in November 2024
Are there plans?
This forms part of the freight logistics roadmap.
Is it on the agenda?
Freight rail reform
Goals
The Network Statement sets out rules, timelines, procedures, services, charging principles and terms and conditions governing the use of railway infrastructure by third-party operators - a crucial step to facilitate private sector concessioning that is needed to rejuvenate the transport and logistics sector.
Summary
The department is planning a roadmap to migrate cargo from road to rail in the near future, as part of its broader freight logistics roadmap
View DetailsIs it working?
No action yet
Actions
The strategy is in development
Are there plans?
The FRRMP is in development but depends on all freight rail reforms.
Is it on the agenda?
Freight road to freight rail.
Goals
The Department of Transport hosted a Freight Road to Rail Migration Plan (FRRMP) colloquium in January 2024.The FRRMP is a strategy that will lay out a road map of how government’s plans to shift cargo back to rail in the near future: https://www.engineeringnews.co.za/article/dedicated-freight-lanes-and-restricted-truck-operating-hours-mooted-in-draft-plan-to-shift-cargo-back-to-rail-2024-01-25
References
Departments / Govt Institutions
Summary
The FRRMP is a strategy that will lay out a road map of how government plans to shift cargo back to rail in the near future. A strategy framework has been accepted but not yet made public. However, funding gaps remain stark: government spends R42.4bn on roads but only R7bn on rail each year, leaving Transnet’s stretched capital as a risk. Progress is visible in policy: the Economic Regulation of Transport Act was signed in June 2024, private sector frameworks have been approved and a new PSP unit is being set up. But the network still needs over R70bn in upgrades to lift rail volumes from the current 160 million tonnes to at least 250 million tonnes by 2030.
View DetailsIs it working?
Momentum has shifted from ideas to action, but on-the-ground change remains slow. The plan’s phased rollout and uptake targets signal intent, yet real modal shift depends on operational improvements, regulatory certainty and fresh capital flows. The benefits are clear: lower costs, greener freight and a more balanced network. But implementation is hampered by old infrastructure, funding imbalances and weak coordination. For now, the plan’s impact is limited — businesses still bear high road costs and the rail network struggles with capacity and reliability. Whether the FRRMP delivers will depend on how fast policy gains translate into visible shifts in freight flows and reduced costs for the economy as a whole.
Actions
As of mid-2025, the FRRMP remains in development and early implementation phases.
Are there plans?
Yes, the FRRMP emerged as a subcomponent of the Freight Logistics Roadmap approved by cabinet in late 2023 and forms part of the broader transport sector reforms aimed at introducing private sector participation.
Is it on the agenda?
Forms part of the Department of Transport's broader plans for the transport sector. The department hosted a Freight Road to Rail Migration Plan (FRRMP) colloquium in January 2024.
Goals
The Freight Road to Rail Migration Plan (FRRMP) aims to shift South Africa’s freight transport from trucks to rail to cut logistics costs, ease pressure on roads and reduce emissions. Backed by the National Logistics Crisis Committee and the Freight Logistics Roadmap, the plan sets out dedicated freight lanes, truck restrictions, pricing reforms and major investment in dry ports and intermodal hubs.
References
Departments / Govt Institutions
Summary
The FRRMP is a strategy that will lay out a road map of how government plans to shift cargo back to rail in the near future. A strategy framework has been accepted but not yet made public. However, funding gaps remain stark: government spends R42.4bn on roads but only R7bn on rail each year, leaving Transnet’s stretched capital as a risk. Progress is visible in policy: the Economic Regulation of Transport Act was signed in June 2024, private sector frameworks have been approved and a new PSP unit is being set up. But the network still needs over R70bn in upgrades to lift rail volumes from the current 160 million tonnes to at least 250 million tonnes by 2030.
View DetailsIs it working?
Momentum has shifted from ideas to action, but on-the-ground change remains slow. The plan’s phased rollout and uptake targets signal intent, yet real modal shift depends on operational improvements, regulatory certainty and fresh capital flows. The benefits are clear: lower costs, greener freight and a more balanced network. But implementation is hampered by old infrastructure, funding imbalances and weak coordination. For now, the plan’s impact is limited — businesses still bear high road costs and the rail network struggles with capacity and reliability. Whether the FRRMP delivers will depend on how fast policy gains translate into visible shifts in freight flows and reduced costs for the economy as a whole.
Actions
As of mid-2025, the FRRMP remains in development and early implementation phases.
Are there plans?
Yes, the FRRMP emerged as a subcomponent of the Freight Logistics Roadmap approved by cabinet in late 2023 and forms part of the broader transport sector reforms aimed at introducing private sector participation.
Is it on the agenda?
Forms part of the Department of Transport's broader plans for the transport sector. The department hosted a Freight Road to Rail Migration Plan (FRRMP) colloquium in January 2024.
Goals
The Freight Road to Rail Migration Plan (FRRMP) aims to shift South Africa’s freight transport from trucks to rail to cut logistics costs, ease pressure on roads and reduce emissions. Backed by the National Logistics Crisis Committee and the Freight Logistics Roadmap, the plan sets out dedicated freight lanes, truck restrictions, pricing reforms and major investment in dry ports and intermodal hubs.
References
Departments / Govt Institutions
Summary
The department is planning a roadmap to migrate cargo from road to rail in the near future
View DetailsIs it working?
No action yet
Actions
The strategy is in development
Are there plans?
FRRMP in development
Is it on the agenda?
Freight road to freight rail
Goals
The Department of Transport hosted a Freight Road to Rail Migration Plan (FRRMP) colloquium in January 2024.The FRRMP is a strategy that will lay out a road map of how government’s plans to shift cargo back to rail in the near future: https://www.engineeringnews.co.za/article/dedicated-freight-lanes-and-restricted-truck-operating-hours-mooted-in-draft-plan-to-shift-cargo-back-to-rail-2024-01-25
References
Departments / Govt Institutions
Summary
The department is planning a roadmap to migrate cargo from road to rail in the near future
View DetailsIs it working?
No action yet
Actions
The strategy is in development
Are there plans?
FRRMP in development
Is it on the agenda?
Freight road to freight rail
Goals
The Department of Transport hosted a Freight Road to Rail Migration Plan (FRRMP) colloquium in January 2024.The FRRMP is a strategy that will lay out a road map of how government’s plans to shift cargo back to rail in the near future: https://www.engineeringnews.co.za/article/dedicated-freight-lanes-and-restricted-truck-operating-hours-mooted-in-draft-plan-to-shift-cargo-back-to-rail-2024-01-25
References
Departments / Govt Institutions
Summary
The department is planning a roadmap to migrate cargo from road to rail in the near future
View DetailsIs it working?
No action yet
Actions
The strategy is in development
Are there plans?
The FRRMP is in development but depends on all freight rail reforms.
Is it on the agenda?
Freight road to freight rail.
Goals
The Department of Transport hosted a Freight Road to Rail Migration Plan (FRRMP) colloquium in January 2024.The FRRMP is a strategy that will lay out a road map of how government’s plans to shift cargo back to rail in the near future: https://www.engineeringnews.co.za/article/dedicated-freight-lanes-and-restricted-truck-operating-hours-mooted-in-draft-plan-to-shift-cargo-back-to-rail-2024-01-25
References
Departments / Govt Institutions
Summary
The department is planning a roadmap to migrate cargo from road to rail in the near future
View DetailsIs it working?
No action yet
Actions
The strategy is in development
Are there plans?
The FRRMP is in development but depends on all freight rail reforms.
Is it on the agenda?
Freight road to freight rail.
Goals
The Department of Transport hosted a Freight Road to Rail Migration Plan (FRRMP) colloquium in January 2024.The FRRMP is a strategy that will lay out a road map of how government’s plans to shift cargo back to rail in the near future: https://www.engineeringnews.co.za/article/dedicated-freight-lanes-and-restricted-truck-operating-hours-mooted-in-draft-plan-to-shift-cargo-back-to-rail-2024-01-25
References
Departments / Govt Institutions
Summary
TRIM opened rail slot applications under its Network Statement (for potential train operating companies and companes thaht seek access) from December 2024 to February 2025. TRF's first attempt at allowing third-party access to its rail freight assets failed in 2023 after the complexity of the contract negotiations and design of the required service.
View DetailsIs it working?
The winners of the slot allocations have not yet been announced.
Actions
Rail slot applications opened, with evaluation expected to conclude by mid-2025 with contracts likely finalised later in the year.
Are there plans?
It is a pillar of the freight logistics roadmap and is aligned with the White Paper on National Rail Policy.
Is it on the agenda?
Public-private partnerships in rail are an integral component of rejuvenating the country's dysfunctional rail system.
Goals
To open access to Transnet's rail network to third parties.
References
Departments / Govt Institutions
Summary
TRIM opened rail slot applications for potential train operating companies and companies seeking access to the rail network between December 2024 and February 2025. TRF's first attempt at allowing third-party access to its rail freight assets failed in 2023 after contract negotiations proved too complex.
View DetailsIs it working?
The winners of the slot allocations have not yet been announced.
Actions
Rail slot applications opened with evaluation expected to conclude by mid-2025 with contracts likely to be finalised later in the year.
Are there plans?
It is a pillar of the freight logistics roadmap and is aligned with the White Paper on National Rail Policy. Securing public-private partnerships are an integral component of rejuvenating the country's dysfunctional rail system.
Is it on the agenda?
The reform is embedded in Operation Vulindlela Phase II, with the Department of Transport driving implementation.
Goals
Third-party rail access aims to introduce competition into the previously monopolised freight rail market, enabling private operators to compete with state-owned services and provide enhanced customer offerings.
References
Departments / Govt Institutions
Summary
TRIM opened rail slot applications for potential train operating companies and companies seeking access to the rail network between December 2024 and February 2025. TRF's first attempt at allowing third-party access to its rail freight assets failed in 2023 after contract negotiations proved too complex.
View DetailsIs it working?
The winners of the slot allocations have not yet been announced.
Actions
Rail slot applications opened with evaluation expected to conclude by mid-2025 with contracts likely to be finalised later in the year.
Are there plans?
It is a pillar of the freight logistics roadmap and is aligned with the White Paper on National Rail Policy. Securing public-private partnerships are an integral component of rejuvenating the country's dysfunctional rail system.
Is it on the agenda?
The reform is embedded in Operation Vulindlela Phase II, with the Department of Transport driving implementation.
Goals
Third-party rail access aims to introduce competition into the previously monopolised freight rail market, enabling private operators to compete with state-owned services and provide enhanced customer offerings.
References
Departments / Govt Institutions
Is it working?
Third party rail access not yet opened
Actions
None
Are there plans?
It is a pillar of the freight logistics roadmap and is aligned with the White Paper on National Rail Policy
Is it on the agenda?
Opening the freight rail network to the private sector has been mentioned by the president in his Sona speeches
Goals
The Department of Transport and Transnet are expected to issue again an RFP for private train companies to operate its rail freight network after the draft rail Network Statement is finalised. Transnet's first attempt at allowing third-party access to its freight assets failed last year after the complexity of the contract negotiations and design of the required service. The final Network Statement is expected to be released in the second half of 2024.
References
Departments / Govt Institutions
Summary
Third-party access to Transnet's rail network is yet to be opened. For instance, the TRF and Traxtion Sheltam (private train operator) jointly agreed to terminate the slots awarded (Cape Corridor between Kroonstad and East London) in 2023.
View DetailsIs it working?
Third party rail access not yet opened.
Actions
In pocess.
Are there plans?
It is a pillar of the freight logistics roadmap and is aligned with the White Paper on National Rail Policy.
Is it on the agenda?
Public-private partnerships (PPPs) in rail are an integral component of rejuvenating the countyry's dysfunctional rail system.
Goals
The Department of Transport and Transnet's operating division, Transnet Freight Rail (TRF), are expected to issue for the second time a request for proposals for private train operators to its rail freight network after the rail Network Statement is finalised. TRF's first attempt at allowing third-party access to its rail freight assets failed in 2023 after the complexity of the contract negotiations and design of the required service. The final Network Statement is expected to be released in the second half of 2024.
References
Departments / Govt Institutions
Summary
The Department of Transport and Transnet's operating division, Transnet Freight Rail (TRF), are expected to issue for the second time a request for proposals for private train operators to access its rail freight network after the rail Network Statement is finalised. TRF's first attempt at allowing third-party access to its rail freight assets failed in 2023 after the complexity of the contract negotiations and design of the required service. The final Network Statement is expected to be released in the second half of 2024.
View DetailsIs it working?
Third party rail access not yet opened.
Actions
In process (awaiting Network Statement to be launched). However, third-party access to Transnet's rail network is yet to be opened. For instance, the TRF and Traxtion Sheltam (private train operator) jointly agreed to terminate the slots awarded (Cape Corridor between Kroonstad and East London) in 2023.
Are there plans?
It is a pillar of the freight logistics roadmap and is aligned with the White Paper on National Rail Policy.
Is it on the agenda?
Public-private partnerships (PPPs) in rail are an integral component of rejuvenating the country's dysfunctional rail system.
Goals
To open access to Transnet's rail network to third parties.
References
Departments / Govt Institutions
Summary
The Department of Transport and Transnet's operating division, Transnet Freight Rail (TRF), are expected to issue for the second time a request for proposals for private train operators to access its rail freight network after the rail Network Statement is finalised. TRF's first attempt at allowing third-party access to its rail freight assets failed in 2023 after the complexity of the contract negotiations and design of the required service. The final Network Statement is expected to be released in the second half of 2024.
View DetailsIs it working?
Third party rail access not yet opened.
Actions
In process (awaiting Network Statement to be launched). However, third-party access to Transnet's rail network is yet to be opened. For instance, the TRF and Traxtion Sheltam (private train operator) jointly agreed to terminate the slots awarded (Cape Corridor between Kroonstad and East London) in 2023.
Are there plans?
It is a pillar of the freight logistics roadmap and is aligned with the White Paper on National Rail Policy.
Is it on the agenda?
Public-private partnerships (PPPs) in rail are an integral component of rejuvenating the country's dysfunctional rail system.
Goals
To open access to Transnet's rail network to third parties.
References
Departments / Govt Institutions