Disasters, Conflicts and Migration

For a more detailed database on disasters by country, please see the Centre for Research on Epidemiology of Disasters.

Seasonal Effects on Logistics Capacities

Some seasonal impact to primary and secondary transport may occur during citrus export season in Durban and Port Elizabeth, during deciduous and avocado export season in Cape Town and Port Elizabeth. The impact may be greatly attributed to delays in truck turnaround at terminals as result of terminal congestion. Further impact may also occur during late November to December and possibly early January due to demands for festive season supply deadline and some operators closing or scaling down for end of breaks.

Capacity and Contacts for In-Country Emergency Response

Government

South Africa faces increasing levels of disaster risk. It is exposed to a wide range of weather hazards, including drought, cyclones and severe storms that can trigger widespread hardship and devastation. As such sustained, committed and concerted efforts with regard to disaster risk management reform by the government and a wide range of stakeholders were reflected in the promulgation of the Disaster Management Act, 2002 (Act No. 57 of 2002) on 15 January 2003. The Act provides for, an integrated and coordinated disaster risk management policy that focuses on preventing or reducing the risk of disasters, mitigating the severity of disasters, preparedness, rapid and effective response to disasters, and post-disaster recovery, the establishment of national, provincial and municipal disaster management centers, disaster risk management volunteers, matters relating to these issues.

The National Disaster Management Centre (NDMC) is responsible for establishing effective institutional arrangements for the development and approval of integrated disaster risk management policy. One way of achieving this is through intergovernmental structures. In this regard, the Act calls for the establishment of an Intergovernmental Committee on Disaster Management (ICDM) consisting of various ministry as well as various levels of government (national, provincial, district municipalities).

Ministries considered core to any disaster impact and response:  Departments of Agriculture and Land Affairs, Defence, Education, Environmental Affairs and Tourism, Foreign Affairs, Health, Home Affairs, Housing, Minerals and Energy, National Treasury, Provincial and Local Government, Public Works, Safety and Security, Social Development, The Presidency, Transport, Water Affairs and Forestry.

Funding and resources (including military personnel and assets) may be called upon during and post disaster from government via the NDMC and structures according to the Act of 2002  and its framework.

For more information on government contact details, please see the following links:  http://www.ndmc.gov.za/Pages/Home-Page.aspx and 4.1 Government Contact List.

Humanitarian Community

Medécins Sans Frontières has a regional base of operations in South Africa servicing projects within the country and neighbouring countries, their main warehousing site is based in Cape Town from where supplies to support projects are distributed to field sites where supplies for the short to medium term are held. The Red Cross Society has a national base of operations in Pretoria along with their main 3PL contracted depot of mainly disaster relief (clothes, blankets etc.) and some non-perishable food items. Regional / field offices operates their own limited storage facilities on either owned or leased compounds.

Gift of the Givers has a base of operations and head office in Pietermaritzburg, with offices in various provinces in the country. Registered as a NGO with department of social development, they undertake post-disaster relief operations along with government structures, as well as their own independently funded and coordinated relief operations. Various agencies of the United Nations are also present in the country most based in Johannesburg and Pretoria, supporting projects around the county and the region.

For more information on humanitarian agency contact details, please see the following link: 4.2 Humanitarian Agency Contact List.

South African Revenue Services (SARS) is the revenue service (tax-collecting agency) of the South African government, reporting to the Minister of Finance. Its main functions are to - collect and administer all national taxes, duties and levies; collect revenue that may be imposed under any other legislation, as agreed on between SARS and an organ of state or institution entitled to the revenue; provide protection against the illegal importation and exportation of goods; facilitate trade; and advise the Minister of Finance on all revenue matters.

The Department of Health sets policy for regulations and standards on various aspects for the safeguarding of South African life including food and medical supplies. Setting and standards of testing are maintained via the South Africa Bureau of Standards and relevant code(s) assigned within a regulatory framework.

The Department of Minerals and Energy sets policy for regulations and standards of various types and grades of fuel (for both hydrocarbon and biofuels) in South Africa. Setting and standards of testing are maintained via the South Africa Bureau of Standards and relevant code(s) assigned within a regulatory framework.

The South African Bureau of Standards (SABS) is a South African statutory body, as the national standardization authority, the SABS is responsible for maintaining South Africa's database of more than 6,500 national standards. Internationally, SABS experts represent South Africa's interests in the development of international standards, through their engagement with bodies such as the International Organization for Standardization (ISO) and the International Electrotechnical Commission (IEC). South Africa has a long and proud history of involvement with these bodies and was a founder member of ISO. To improve its service offerings and responsiveness to customer needs, the SABS also restructured its commercial services into seven industry clusters, namely : Chemicals, Electro-technical, Food & Health, Mechanical & Materials, Mining & Minerals, Services and Transportation.

In South Africa all the activities with GMOs are primarily regulated under the Genetically Modified Organisms Amendment Act 23 of 2006 (GMO Act) along with its subsidiary legislation. These activities include research. Development,  import, export, transport, use and application of upon obtaining an authorization from the Department of Agriculture. Then, under the Consumer Protection Act (CPA) and 2008 (Act No. 68 of 2008) Regulations (R.293 of 2011) , in the case, where the foodstuff is containing at least 5% GMOs, the product must be labelled with the statement ‘Contains Genetically Modified Organisms’ and whereas a product has less than 5% GMOs, it is voluntary to include the statement ‘Contains <5% GMO.’ Moreover, The requirement for making the claim ‘Does not contain GMO’ or ‘GMO free’ is that the product must be tested and found to contain <1% GMOs.

For more information on regulatory departments and quality control laboratories’ contact details, please see the following links: 4.1 Government Contact List and 4.3 Laboratory and Quality Testing Company Contact List.

Duties and Tax Exemption

For contact information regarding government custom authorities, please follow the link: 4.1 Government Contact List.

Emergency Response

Exemption Regular Regime (Non-Emergency Response)

SCHEDULE 4

REBATES AND REFUNDS OF CUSTOMS DUTIES, EXCISE DUTIES, FUEL LEVY, ROAD ACCIDENT FUND LEVY, ENVIRONMENTAL LEVY AND HEALTH PROMOTION LEVY

NOTES: 

1. The goods specified in the Column headed "Description" of this Schedule shall, subject to the provisions of Section 75, be admitted under rebate of the customs duty specified in Parts 1 and 2 and the fuel levy (except the fuel levy specified in fuel levy item 195.30) in Part 5 of Schedule No. 1 in respect of such goods at the time of entry for home consumption thereof, to the extent stated in the Column headed "Extent of Rebate" of this Schedule in respect of those goods.
2. Unless the context otherwise indicates, Notes Nos. A, C and H of the General Notes to Schedule No. 1 and the section and chapter notes in the said Schedule shall mutatis mutandis apply to this Schedule.
   1. Note 3 to Schedule No. 3 shall apply mutatis mutandis in respect of any expression relating to the extent of any rebate in this Schedule. This shall be deemed to include a rebate of any environmental levy payable in terms of Part 3 of Schedule No. 1, subject to the Notes to Part 5 of this Schedule and health promotion levy payable in terms of Part 7 of Schedule No.1.
   2. Note 5 to Schedule No. 3 shall apply mutatis mutandis to any reference to a tariff heading or subheading in this Schedule.
3. For the purposes of this Schedule, the expression "effective rate of duty" means the duty calculated according to a unit of quantity expressed as a percentage of the value for duty purposes.
4. For the purposes of items 409.00, 480.00 and 490.00:
   1. Where any goods or vehicles are imported or re-imported, as the case may be, in terms of these items by a person who is required to declare goods in terms of section 15, that person means a "traveller" as defined in the rules for that section and as contemplated in form TC-01; and
   2. in addition to the Notes to these items, such a traveller must comply with the requirements of section 15, the rules for that section and form TC-01.
5. Any reference to the Kingdom of Swaziland and BLNS in any provision of this Schedule shall, with effect from 19 April 2018, be deemed to be a reference to the Kingdom of Eswatini and BELN, respectively, in terms of the provisions which existed before 19 April 2018.

 405.04 GOODS FOR DISABLED PERSONS OR FOR THE UPLIFTMENT OF INDIGENT PERSONS

 405.04 00.00 01.00 07

Goods (excluding motor vehicles) specially designed for use by persons with disabilities, subject to the production of a certificate from an official of the South African National Council for the Blind, the Deaf Federation of South Africa, the South African Federation for Mental Health, the National Council for Persons with Physical Disabilities in South Africa or Epilepsy South Africa or of a body which is affiliated to the Council, Federation or League concerned, or a certificate from a registered medical practitioner, that such goods are for use exclusively by such persons with disabilities, such certificate being endorsed by the International Trade Administration Commission that such or similar goods are not ordinarily nor satisfactorily made in the Republic Full duty rebated.

405.04 00.00 02.00 01

Machines, implements and materials for use in the manufacture of goods by persons with disabilities, subject to the production of a certificate from an official of the South African National Council for the Blind, the Deaf Federation of South Africa, the National Council for Persons with Physical Disabilities in South Africa, or Epilepsy South Africa or a body which is affiliated to the Council, Federation or League concerned, or a certificate from a registered medical practitioner, that such machines, implements and materials are for the exclusive use by such persons with disabilities, such certificate being endorsed by the International Trade Administration Commission that such or similar goods are not ordinarily nor satisfactorily manufactured in the Republic Full duty

405.04 00.00 04.00 00

Goods (excluding clothing) forwarded unsolicited and free to any organisation registered in terms of the National Welfare Act, 1978 (Act No. 100 of 1978), entered in terms of a specific permit issued by the International Trade Administration Commission, for the distribution free of charge by such organisation Full duty

405.04 00.00 05.00 05

Goods (excluding clothing) forwarded unsolicited and free to any organisation registered in terms of the National Welfare Act, 1978 (Act No. 100 of 1978), entered in terms of a specific permit issued by the International Trade Administration Commission, for the official use by such organisation Full duty rebated

405.04 00.00 06.00 09

Goods (excluding foodstuffs and clothing) forwarded free, as a donation to any educational organisation, hospital (including clinic), welfare organisation, religious organisation or sporting organisation, in such quantities and under such conditions as the International Trade Administration Commission, may allow by specific permit and that the Commission is satisfied that the issuing of such permit will not have a detrimental effect on local industry within the common customs area: Provided that the applicant and anybody responsible for the distribution have furnished an undertaking that -

(a) such goods are for use by the organisation or for free distribution;

(b) such goods will not be sold, leased, hired or otherwise disposed of for gain without the duty which has been rebated being paid to the Commissioner; and

(c) no donation or other counter-performance may be accepted by anybody in respect of such goods full duty rebated 

Exemption Certificate Application Procedure

Please see the rebate provisions above. 

Exemption Certificate Document Requirements

Customs Clearance 

General Information 

Customs Clearance Document Requirements

Transit Regime

Transit can be divided into two categories, i.e. national and international transits. National transit is the movement of goods in bond within South Africa and within the Southern African Customs Union (SACU) from one customs controlled area to another. International transit applies to imported goods not destined for South Africa which move through South Africa to its final destination e.g. Zimbabwe.

Current legislation and policy require specific documents to be endorsed, which could entail the completion of required fields on a form such as findings of an examination, date stamping and signing. To see which documents are required and under which circumstances, click here.

In transit goods must be carried by a licensed remover of goods in bond. Clients must also be aware that before any application for cabotage permits (when transport is undertaken on SA roads by foreign carriers) will be considered by the Cross Border Road Transport Agency (CBRTA), a permit must first be obtained from the International Trade Administration Commission (ITAC) and temporary clearance must be made at a SARS Customs Office.

A Customs Road Freight Manifest (DA 187) must accompany the vehicle carrying  goods together with a processed Customs Declaration for removal in bond or for export as the case may be, and must accompany the driver of the means of transport. A copy of each must be delivered to the Controller/Branch Manager at the place of exit.

Every person must keep records as prescribed in terms of the Customs and Excise Act.

The following sections show the assessments for the Ports of Durban and Cape Town.

Key airport information may also be found at: http://worldaerodata.com/

The Republic of South Africa is a signatory to the Convention on International Civil Aviation of 1944 (Chicago Convention), which led to the establishment of a United Nations specialized body, the International Civil Aviation Organization (ICAO). The ICAO is responsible for standardizing and administering the safety and security of civil aviation operations across the world. The SACAA is a juristic person established in terms of the Civil Aviation Authority Act, 2009 (Act No 13 of 2009). The SACAA’s mandate is to administer civil aviation safety and security oversight in the Republic of South Africa, in line with the Civil Aviation Authority Act (the Act), and in accordance with the standards and recommended practices (SARPs) prescribed by the ICAO.

The impact of the Aviation industry in South Africa's economy cannot be over-emphasized. South Africa has been able to implement international and our National Aviation Safety Plans, with our airports achieving impressive compliant safety records.

The Air Traffic and Navigation Services (ATNS) have made major strides to improve our airspace management safely scenarios. Infrastructure investments to assist the programme include the continued renewal of terrestrial aeronautical navigation systems and continued maintenance of radar systems.

Aviation Public Entities include:

For more information on government agency and airport company contact information, please see the following links: 4.1 Government Contact List and 4.5 Airport Companies Contact List.

Procedures for Foreign Registered Aircraft

Type Acceptance Certificate (TAC) applied for with the South African Civil Aviation Authority (SACAA) means an approval issued in terms of regulation South African Civil Aviation Regulations (SACAR) 21.04.5, which signifies SACAA acceptance of the foreign Type Certificate (TC) of a product (aircraft, engine, or propeller), for which the holder is the foreign Type Certificate (TC) holder. The TAC defines the product design approval (TC) accepted, states who is the holder of the TAC, and lists any additional limitations or conditions applied for SACAA acceptance of the product. It also identifies the category of the product (standard or restricted for special purpose operations).

In order to place an aircraft on the SA Civil Aircraft Register, the aircraft must have been issued a TAC by the Director, as per SACAR 47.00.5 (2) (a) (iv).

In order to issue a Certificate of Airworthiness for an imported aircraft, the aircraft must have been issued with a TAC by the Director, as per SACAR 21.08.4 (1) (b) (i), and the aircraft must conform to that TAC, as per SACAR 21.08.4 (2) (a).

These have been requirements since the promulgation of the South African Civil Aviation Regulations of 1997.

The Technical Guidance Material describes how the SACAA Certification Engineering section processes an application for the issuing of a TAC.

Refer to SA-CATS 129 (http://caa.mylexisnexis.co.za/)

Issuance of Flight Authorisation

Only applications, submitted in the form and manner prescribed in this TS, will be considered for the issuing of a flight authorisation.

1. The purpose for issuing flight authorisations is to control all movement of certain foreign registered aircraft in South African airspace and at South African airports. It is important to note that regulation 129.01.1 applies only to “foreign state aircraft or an aircraft operated by a foreign operator in an air transport operation”. It does not apply to private or corporate flights that are operating in accordance with an ATC flight plan and enter the RSA through and under the control of customs and immigration. All foreign state and foreign air operators, operating on an itinerate basis, are thereby tracked and accounted for. The main purposes for this type of itinerate activity is to perform on-demand charters, technical landings for normal or abnormal servicing, or to transit South African airspace enroute to other destinations. The primary users of this service are foreign charter companies or aircraft operated by a Foreign State, including military aircraft. Whatever the reason for travel, it is for safety and security reasons that the SACAA has a need to exercise oversight over such activity.
2. A person, who is the holder of a SA-FAOC, does not require a flight authorisation, provided such flights are conducted in accordance with the provisions of their SA-FAOC.
3. The application for a flight authorisation is less formal than for an actual operating certificate, and the fee required for this service is established by regulation.
4. The following information shall be provided in an application for flight authorisation to conduct an over-flight of South Africa, or to operate in South Africa, or perform a technical stop in South Africa. Aircraft on over-flights, private aircraft carrying 10 passengers or less, and military aircraft only need to provide the information requested in paragraphs (a), (b), (c) (d), (f) and (j), as applicable to the flight crew, and in the case of a Foreign State aircraft, paragraph (j). In all cases paragraph (k) may apply at the discretion of the Director.

   1. Name of operator or person responsible for flight: The name of the operator must be the name of the person or organisation appearing on the certificate of registration or equivalent documentation The person or organisation responsible for the flight must take responsibility for being the SACAA point of contact on behalf of the operator.

   2. Type of aircraft, registration marks and C of A expiry date, if applicable: The aircraft designation and full registration must be as indicated on the C of R. A copy of the C of R is also considered a good supporting document. The application should also be supported by a copy of a valid C of A, or a certification from the licensed AME attesting to the airworthiness of the aircraft flown.

   3. Date and time of arrival at, and departure from, the airport concerned: The flight itinerary should include the date and estimated time of arrival and specify the routing filed with ATC and, if applicable, on the operational flight plan.

   4. Place or places of embarkation or disembarkation abroad, as the case may be, of passengers or freight.

   5. Purpose of flight and number of passengers and the nature and amount of freight: Where possible, a passenger manifest should accompany the application or, if deemed necessary, be delivered prior to departure of the flight.

   6. Notification of dangerous goods and/or agricultural products.
   7. Name, address, telephone and telefax number and business of charterer, if any.

   8. Name, address of the flight crew, including:

      1. license numbers;

      2. medical expiry dates;

      3. expiry date of IFR and/or proficiency ratings, on the aircraft type to be operated.

   9. A certification that each pilot and cabin safety attendant meets the ICAO language requirements.
   10. If applicable, in the case of foreign state aircraft, a copy of the equivalent operations specification(s) issued by the regulating authority; and
   11. any other document the Director deems necessary to ensure that the intended operation will be conducted safely
5. The flight authorisation will be issued on an official document, normally in the form of an electronic transmission or telex containing:

   1. name and address of the operator;

   2. type of aircraft and registration marks;

   3. airport/s in South Africa to be visited as indicated on the application;

   4. conditions with respect to required clearances to proceed to other airports subsequent to the initial arrival;

   5. any other privilege granted, condition or restriction imposed; and

   6. where the Director has decided not to allow the application, the reason for declining a flight authorisation will be stated.

For more information on procedures for foreign registered aircraft, please see the following attachments: List of SACAA TAC - Aircraft.

National routes in South Africa are a class of trunk roads and freeways which connect major cities. They form the highest category in the South African route numbering scheme, and are designated with route numbers beginning with "N", from N1 to N18. Most segments of the national route network are officially proclaimed National Roads that are maintained by the South African National Roads Agency (SANRAL), but some segments are maintained by provincial or local road authorities. 

South Africa has a road network of 750 000km's, the tenth longest network in the world. SANRAL is currently managing about 21,403 kms, of which 84 percent are non-tolled and only 16 percent are tolled. Provinces manage about 47,348 km's whereas 51,682km's is managed by municipalities. 

Source : https://www.transport.gov.za/roads 

In comparison with the rest of the world, South Africa has the 10th Longest Total (750,000 Road Length) and 18th Longest Paved Road Network. Roads representing one of the largest public infrastructure investments it is notable that South Africa’s road replacement cost is R2 trillion. 

Currently, road is unavoidably the default freight transport mode, absorbing whatever traffic cannot be accommodated in other modes. The road industry is an extremely competitive one, where the need to maximise loads will pose a continuous threat of overloading vehicles between safe operating capacity (of both the vehicle and road conditions). About 60% of the damage to roads is attributed to overloaded heavy vehicles, overloading is estimated to cost the country over R600 million a year in damage to roads. 

Through the S'hamba Sonke (“walking together’) Programme, a labour-intensive road maintenance programme with projects run by the provinces to upgrade and repair roads in rural areas, 1100 kms of surfaced road were rehabilitated, 3000 km's of surfaced roads sealed, 3926 km's of roads graveled, more than 1.4 million squares meters of potholes patched, 147 00 km's of roads bladed and 30 billion rand to create over 23 500 fulltime equivalent jobs in the 2014/15 financial year spent. 

The traffic looks set to continue growing - much of it on roads that are already operating at close to capacity during busy periods.  Furthermore the spatial design of South Africa’s cities and major towns also contributes to congestion due to most central segments being reserved for business activities only, with residential zones mapped out in consecutively circular layout planning around these business centres resulting in predominately one way traffic.

For more information on government contact details, please see the following link: 4.1 Government Contact List.

Distance Matrix

Road Security

Roads in South Africa are well maintained and easy to navigate, road surfaces are generally well maintained and lit in and around urban areas, regular patrols by traffic police are also common in this setting. Further out of urban areas on secondary roads there is a greater prevalence of potholed roads and unlit areas which may pose a risk to travelers at night, traffic or other law enforcement presence will also be lessen in outlying areas. Propensity for incidences of roadside crime is exacerbated under such conditions. 

During times of increased traffic and congestion (peak hours and festive seasons), a risk of opportunistic crimes may be present, such as smash-and-grab (the breaking of vehicle windows and stealing of valuable contents a vehicle or demands for money and valuables of travelers) as well as hijackings / carjacking (the theft of an automobile from its driver by force or intimidation, often with the use of a firearm).

Weighbridges and Axle Load Limits

Weighbridges are available for and via various industries (eg. Manufacturing, Agriculture, Warehousing and Freight depot operators, etc.) in South Africa, being either privately owned or at state, local authority and state owned companies (SOCs) installations. Weighbridges in South Africa are required by law, as prescribed by the National Regulator for Compulsory Specifications ( NRCS) - a specialised agency under the Department of Trade and Industry, to be calibrated and so certified every 2 years, however most large corporations and SOC (ie. Transnet National Ports Authority) maintain a 6 month to 1 year recalibration cycle with accredited SANAS (South African National Accreditation System, which operates under the “Accreditation for Conformity Assessment, Calibration and Good Laboratory Practice Act” – Act 19 of 2006) laboratories. Traffic authorities may divert trucks to accredited weighbridges on suspicious of overloading for weigh verification.

South Africa has no commercially navigable rivers and no significant natural lakes that pose a natural barrier to terrestrial transport. The country’s river network is not suited to accommodate large-scale transport. An important factor to consider is that lowland rivers – large, meandering waterways – make up only 9% of South Africa’s total river length. The remaining 91% consists of mountain streams (4%), upper foothill streams (45%) and lower foothill streams (41%). Hence all over land transport within South Africa is undertaken by road and rail transport.

South Africa’s cargo handling, storage, and warehousing sector forms part of local and global supply chains and it depends on local and global trade and economic growth to produce goods requiring transportation through its ports and airports to final destinations. The cargo sector is influenced by economic conditions, trade and consumer buying power and is highly reliant on key players in the transport infrastructure and transport facilitator sectors (eg. Transnet and SAA).

Warehousing and storage depots are found in and around major multimodal transport nodes (sea to road and rail, air to road) normally situation within or in close proximity to large metro poles. Cargo handling and storage facilities are generally located with municipally zoned areas either within metropolis semi-urban zones or semi-rural zones.

Numerous national and multimodal (predominantly privately owned) freight warehousing and logistics entities operates within South Africa, some smaller firms providing single service (depot or transport or other with subcontracting of additional services as and when required) whilst other larger firms offer package / bouquet of services under one umbrella (generally asset heavy). Commercial companies in this sector are easy to locate and contact via their web presence.

Since the 1990’s grain storage was transferred back into the hands of the private sector – with no more government grain storage contracts via control or marketing boards. These private companies own 85% of the total maize storage capacity in the country, which is currently 16,3 million tons. There are 432 silos, of which 172 are on-farm (mostly small – a few 100 tons only) and 260 are commercial. The commercial silos, owned by 17 silo owners, account for 94% of the available silo capacity country-wide. In South Africa there are three major commercial silo owners, namely Afgri, NWK and Senwes, who own 73% of the available storage capacity within the national grain storage market. Other important players are VKB and Suidwes.

The National Chamber of Milling (NCM) is an influential non-profit organization representing the South African wheat and maize milling industry. Membership is voluntary and currently comprised of organizations actively and directly involved in commercial wheat and white maize milling markets.

For contact information regarding grains and milling companies, please follow the link : https://www.grainmilling.org.za/wheat-maize/

For more information on storage company contact details, please see the following link: 4.6 Storage and Milling Companies Contact List.

Commercial Storage

Commercial storage in the country is relatively easily available with possibility of short- or long term rental. Small to large logistics firms are able to storage or warehousing capacity as either an owned asset or subcontract to avail a flexible bouquet of service offerings to their prospective customers. Integrated warehouse management systems (including cloud based platforms) enable visibility of stock movements between receipt and dispatch. In all the storage capability within the South African market is quite sophisticated and able to service most needs especially in the industrial areas of major centres close to transportation hubs.

[1] Warehouse Type: Open storage, container, rub-hall, silo, concrete, other, unspecified

[2] Warehouse Access: Raised-siding, flat

[3] Warehouse condition: Appears intact, appears damaged, under construction/repair

Storage Used by Humanitarian Organizations

Aid organisations assessed are utilising a mixed model for their storage needs, whereby national planning and stockpiling is centralized for procurement control and accounting at a per use basis 3^rd party logistics and warehousing service provider, while field / project storage is facilitated by owned / leased compound storage capacity augmented to support the project as needed.

[1] Warehouse Type: Open storage, container, rub-hall, silo, concrete, other, unspecified

[2] Warehouse Access: Raised-siding, flat

[3] Warehouse condition: Appears intact, appears damaged, under construction/repair

Public Sector Storage

Limited storage of emergency stocks are held, depending on the scale of a disaster / emergency the management of such an event is coordinated by municipal authorities for localised events, across multiple municipal district would be coordinated at a provincial level and across provincial borders will be coordinated nationally. Each governing district / level will declare a disaster to national structures for conferring and request for financing of emergency supplies, at this stage affecting districts will make municipal depots and warehouses available or lease as required. Distribution from these facilities will by managed by the governing district to registered and accredited NGO’s service the affected communities.

[1] Warehouse Type: Open storage, container, rub-hall, silo, concrete, other, unspecified

[2] Warehouse Access: Raised-siding, flat

[3] Warehouse condition: Appears intact, appears damaged, under construction/repair

Cold Chain

In recent years, so called, pharma logistics has become more prevalent with a few large logistics firms being capable of facilitating the end-to-end from manufacturer / import site to field delivery of temperature controlled regulated substances. Some smaller niche operators are also present in the country with capability to deliver from warehouse to retail sites / warehouse to door / field locations.

Management of protocols and compliance with regard to the storage and distribution medicines and vaccines will however remain with the cargo owner as the services currently available for pharmaceutical logistics are by in large converted courier services with temperature controller warehouses and delivery vehicles.

[1] Cold Room Positive, Cold Room Negative, Refrigerator, Freezer,

[2] Compression, Absorption, Solar, Other, unspecified

The maize milling industry employs approximately 5,300 workers . The average milling capacity utilisation is 3.7 million tonnes or 79.5% of the available capacity. The potential capacity is in the order of 5 million tonnes. 22 companies generate 85% of all maize milled within the country. The top 4 players are Pioneer, Premier Foods, Pride Milling and Tiger Brands. Large and very large millers mill over 4 Metric Tons (MT) per hour, whilst Medium-scale millers mill 1 to 4 MT per hour and Small-scale mills are involved in village level processing of 100kg to 1 MT per hour. To be successful small scale millers must overcome the following constraints in addition to high transport costs, the availability of maize and access to storage facilities.

Three products are produced by the milling industry: super maize-meal for human consumption, Special maize meal and maize for animal feed. Vertical Integration is high in the industry.

The grain milling sector plays a vital role in food security as its products are the primary ingredients of South Africa's staple foods, and the sector is a major determinant of the price of maize meal and bread. Pest infestation, droughts and other effects of climate change pose a threat to grain production and in the 2018/19 production season, most summer crop harvests fell due to dry weather conditions at the start of the season.

The cost of food manufacturing is influenced by the price of raw commodities and by non-food inputs such electricity, labour, packaging material and fuel. Transport and logistics can account for almost 35% of the final cost of maize products, and almost all freight in South Africa is transported by road, which is 30% more costly than rail.

For more information on milling company contact details, please see the following link: 4.6 Storage and Milling Companies Contact List.

Pride Milling Company

Fuel Overview

The major petroleum products that are sold in South Africa are petrol, diesel, jet fuel, illuminating paraffin, fuel oil, bitumen and liquefied petroleum gas (LPG). Petrol and diesel are the major liquid fuels that are used in South Africa. About 36 percent of the demand is met by synthetic fuels (synfuels), which are produced locally, largely from coal and from natural gas. Products refined locally from imported crude oil meet the remaining 64%. Refined petroleum products are produced by the following methods: crude oil refining; coal-to-liquid fuels and gas-to-liquid fuels (Sasol); and natural gas to liquid fuels (PetroSA), (see plate capacity below).

There are six refineries in the country - four on the coast and two inland (see picture below).

Petroleum products are moved from refineries by pipelines (see map of pipelines below), rail, sea and road to approximately 200 depots, 4 600 service stations and 100 000 direct consumers who are mostly farmers and other large scale industrial operations (mining). 

The liquid fuels industry was licensed in 2005 for the first time. The objectives of the licensing framework as detailed in the Petroleum Products Amendment Act 2003, Act 58 of 2003, include: Promoting an efficient manufacturing, wholesaling and retailing petroleum industry; Facilitating an environment conducive to efficient and commercially justifiable investment; Promoting the advancement of historically disadvantaged individuals; and Creating employment opportunities and small businesses in the petroleum sector. Manufacturers and wholesalers are prohibited from holding a retail licence except for training purposes, however they do have the option to franchise a service station to an independent dealer and directly supply it with petroleum products. There are also stations that are independently operated and unbranded. BP Southern Africa, Chevron South Africa, Engen Petroleum, PetroSA, Sasol Oil, Shell South Africa and Total South Africa are the main players in the South African oil industry. They operate storage terminals and distribution facilities throughout the country. The major role players in the South African liquid fuels market are government and its associated institutions, The Department of Energy (DOE) is responsible for ensuring the secure and sustainable provision of energy for socio-economic development. Through institutions like the Central Energy Fund (CEF) and National Energy Regulator of South Africa (NERSA), the government plays a significant role in the South African liquid fuels market. 

South Africa has no crude oil reserves of its own and about 64% of its fuel production stocks are dependent on crude oil requirements that are met by imports from the Middle East and Africa. The petrol price in South Africa is linked to the price of crude oil in international markets and is quoted in US dollars (US$) per barrel. Crude oil prices combined with the Rand/Dollar exchange rate therefore have a major impact on fuel prices, causing fluctuates in pricing throughout the value chaining and is regulated by the DOE with monthly adjustments to the selling price of the finished fuel product. A crude-oil refinery's biggest input cost is the crude oil component itself. In order for a refinery to make a profit, the price for the product manufactured from crude oil has to be higher than that of the crude oil price. When crude oil prices increase, the fuel price has to increase so that crude oil refineries are able to cover their own costs. In South Africa the main fuel products petrol and diesel are regulated by the DOE, with petrol price being regulated at the pump for end customer consumption and diesel price is regulated wholesale point.  

For more information on government and fuel provider contact details, please see the following links: 4.1 Government Contact List and 4.7 Fuel Providers Contact List.

Information may also be found at: http://www.mytravelcost.com/petrol-prices/ which is updated monthly. 

Fuel Pricing

The underlying principles for the basis of determination of the Basic Fuels Price (BFP) are to represent the realistic, market-related costs of importing a substantial portion of South Africa's liquid fuels requirements, and it is therefore deemed that such supplies are sourced from overseas refining centres capable of meeting South Africa's requirements in terms of both product quality and sustained supply considerations. The petrol price in South Africa is therefore directly linked to the price of petrol quoted in US dollars at refined petroleum export orientated refining centres in the Mediterranean area, the Arab Gulf and Singapore. This means that the domestic prices of fuels are influenced by (a) international crude oil prices, (b) international supply and demand balances for petroleum products and (c) the Rand/US Dollar exchange rate. The import parity (BFP) principle is an elegant, arms-length method of basic fuels price determination to ensure that local refineries compete with their international counterparts. This promotes cost efficiency and astute crude acquisition strategies to ensure survival in a volatile and competitive international environment, thus eliminating domestic inflationary pressures. 

International influence on the domestic prices of fuel include : Free-on Board (FOB) Values, Demurrage, Insurance, Ocean Loss, Cargo Dues (Wharfage), Coastal Storage and Stock Financing.

The BFP, quoted in USD/barrel or USD/ton is converted to US cents/litre by applying the international conversion rates (for example, barrels to tons, tons to gallons and gallons to litres) and is then converted to South African cents/litre by applying the applicable Rand/US Dollar exchange rate.

To arrive at the final petrol pump price in the different fuel pricing zones (magisterial district zones), domestic costs, imposts, levies and margins are added to the Basic Fuel Price (BFP). 

Domestic influence on the prices of fuel include : Inland Transport Costs, Wholesale Margin, Retail Profit-margin, Equalisation Fund, Fuel Tax, Customs and Excise, Road Accidents Fund, Slate, Demand Side Management on 95 Unleaded Petrol, IP tracer dye levy and Petroleum pipelines levy.

Information may also be found at http://www.energy.gov.za/files/petroleum_frame.html

Information may also be found at http://www.energy.gov.za/files/petroleum_frame.html & https://www.aa.co.za/fuel-pricing updated monthly.

Seasonal Variations 

Some seasonal pressure may be expected on diesel availability, considering during winter period in South Africa (June to August) higher demands are put on the electrical power grid. The national power grid, being managed by power generation and distributer Eskom - a State Owned Company (SOC), and in some instances demand out strips supply. This deficiency of supply to meet demand is managed by the SOC with scheduled blackouts on parts of the grid for limited times and on a rotational basis. In severe instances to meet critical demand, backup diesel generators would be used to temporarily supplement the deficiency. During these scenarios diesel availability may be constrained, however production and imports will be adjusted to accommodate the temporary shortage until corrective action deliveries comes into circulation.

Fuel Transportation

Petroleum products are moved from refineries by pipelines (the pipeline infrastructure is owned and operated by Transnet State Owned Company (SOC) refiners and importers contract with the SOC for transmission services via its infrastructure - designed to transmit fuel to and from South Africa’s refineries located at major centres and strategically to South Africa’s main economic hub - Johannesburg), rail (also owned and operated by Transnet SOC), sea (refiners may contract transport by means of time- and voyage charter of coastal tanker vessels, either individually or through joint ventures with other refiners) and road transport (by means of owned or contracted road-tankers) to approximately 200 depots, 4 600 service stations and 100 000 direct consumers – in the agricultural and mining sectors.

By means for this assessment South Africa’s liquid fuel industry would be able to accommodate an increase in demand from the humanitarian community, barring a dramatic event curtailing crude oil import supply channels.

Standards, Quality and Testing

Fuel standards are regulated by the Department of Energy (DOE) and its various instruments under the Amendment of Regulations regarding Petroleum Products Specifications and Standards Act all import, manufacture and blending for liquid fuels are regulated and are to meet the applicable code under the South African National Standards framework.

Disclaimer: Inclusion of company information in the LCA does not imply any business relationship between the supplier and WFP / Logistics Cluster, and is used solely as a determinant of services, and capacities.

Please note: WFP / Logistics Cluster maintain complete impartiality and are not in a position to endorse, comment on any company's suitability as a reputable service provider.

The road freight industry, an essential part of the supply chain process, stimulates the economy by transporting goods to a final destination for sale or export. Statistics South Africa’s estimate of a total outsourced road freight payload of 566 million tons and an income of R90.88bn (circa 2017). Businesses in this industry range from large corporates to small family businesses and owner-driver operations.

The sector is characterised by the consolidation of logistics and transport companies and is dominated by highly sophisticated large companies that offer flexible and integrated end-to-end supply chain management and logistics solutions for a wide variety of commodities to a wide variety of customers. These companies use a network of fixed fleet, specialist operating companies, subsidiaries, accredited sub-contractors and joint venture partners.

Companies of a corporate scale may be structures with specialised divisions and rolling stock to service certain sectors of the market, or subcontract to such specialised operators in order to supplement their service offering, while smaller operators tend to invest for an as flexible service offering as possible to capture as much of the available market. Due to the attractiveness of the transport and logistics market with its low barrier to entry, many transport operators are available to service the market, given the current economic climate a degree of over supply may be expect in certain sectors.

For more information on transport company contact details, please see the following link: 4.8 Transporter Contact List.

Note : For further transporter options, consult with the relevant transport associations. 

Disclaimer: Inclusion of company information in the LCA does not imply any business relationship between the supplier and WFP / Logistics Cluster, and is used solely as a determinant of services, and capacities.

Please note: WFP / Logistics Cluster maintain complete impartiality and are not in a position to endorse, comment on any company's suitability as a reputable service provider.

In terms of general labour, the market is highly responsive to employment opportunities, with the unemployment rate at 27%, as access to quality secondary and tertiary education is somewhat limited the marketability of the youth (most affected by unemployment) is severely constrained outside of general manual labour / entry level positions. South Africa has regulated the minimum wage on a sectorial basis (eg. Agricultural -, retail -, domestic sectors etc), however beyond this bracket wage determination is market related.

South Africa has a workers rights and labour union friendly policy, this entails that most manual labour environments are unionised or has the potential quickly become unionised. Wage increases are generally negotiated on an annual basis, increases beyond the cost of inflation percentage / minimum wage regulation for the manual labour market is fairly uncommon.

Overview

The telecommunications infrastructure in South Africa is spread all over the country and its service is predominantly mobile https://www.dtps.gov.za/, dominated by five companies as described below.

The country is benefiting from investment in fibre optics networks by commercial players, currently in all cities, and rollout to cover the entire country is still ongoing.

The country's major priorities in telecommunication are ICT Policy Review, The Electronic Communications Amendment Bill, National Broadband Policy while also other key areas of priority are Broadcasting Digital Migration Policy, Schools Connectivity, Community Radio, Rural Development.

In general, there do not appear to be any concerns regarding the pricing or availability of connectivity. Factors such as poor network quality, a lack of standardised network specifications, high backbone network pricing, unbalanced spectrum charging mechanisms and a wide range of economic factors have resulted in a lack of infrastructure sharing, duplication of backbone networks and a lack of investment in telecommunications networks in rural areas to provide voice and broadband services.

For more information on telecoms contacts, please see the following link: List of Members | ISPA

Telecommunications Regulations

South Africa’s Communications Regulatory Authority falls under the jurisdiction of department of telecommunications and postal services. This is responsible for broad band ICT policy review, child online protection and defining policies and strategies and serving as an arbitrator and guarantor of law enforcement.

Existing Humanitarian Telecoms Systems

Does WFP or other UN agencies have private networks such as VSAT used in South Africa

Internet Service Providers (ISPs)

Internet connectivity is available in most of the country, mainly through the service providers listed in ISP report for South Africa by mybroadband.co.za

Additional information about Internet service providers can be found in the Internet Service Providers’ Association (ISPA) website.

Mobile Network Operators (MNOs)

N/A

The South African market is very competitive and vibrant. It comprises of both large and small scale agricultural and processing firms (business entities). Food is readily available and there is significant number of producers and major Suppliers able to provide food commodities in the country.  Suppliers have locations for collection of commodities direct from farms and production facilities.  Agriculture farmers and suppliers are governed by the Department of Agriculture forest and fisheries.  Milled commodities particularly maize is available in every market.  Most millers have both a processing plant and have commodity storage facilities. Fortification is widespread and there is a national policy. Maize is the most important grain crop in South Africa, being both the major feed grain and the staple food for the majority of the South African population. About 60% of maize produced in South Africa is white and the other 40% is yellow maize. Yellow maize is mostly used for animal feed production while the white maize is primarily for human consumption. Maize is the second large crop produced in South Africa after sugar cane. The maize industry is important to the economy both as an employer and earner of foreign currency because of its multiplier effects. This is because maize also serves as a raw material for manufactured products such as paper, paint, textiles, medicine and food. Other commodities produced include Pulses, oilveg, Super Cereal plus and RUSF.

Main Food Suppliers

Bulk products are readily available in South Africa from a number of both local and international suppliers. These products range from Ready to eat nutritious items to grains, processed and semi processed food products. Most companies have capacity to deliver 6 weeks after engaging into a contract with buyer’s. Here below find a list of Major suppliers and their particular locations

The government, through Department of Agriculture forest and fisheries requires all food processors and their products to be ISO certified to meet international standards. Other private bodies who are allowed to inspect and certify products are Intertek,SGS, Chemiphar, Bureau Veritas, among others

Generic country information can be located from sources which are regularly maintained and reflect current facts and figures. For a general overview of country data related to the service and supply sectors, please consult the following sources:

The Observatory of Economic Complexity – MIT (OEC):  (http://atlas.media.mit.edu/en/)

Disclaimer: Inclusion of company information in the LCA does not imply any business relationship between the supplier and WFP / Logistics Cluster, and is used solely as a determinant of services, and capacities.

Please note: WFP / Logistics Cluster maintain complete impartiality and are not in a position to endorse, comment on any company's suitability as a reputable service provider.

Overview

South Africa has a significant level of development and sophistication well beyond that of its regional and continental counterparts, to some extent the country’s level of service availability and quality may be more comparable to 1^st world standards. South Africa is fully integrated into the world economy, financially, trade and policy.

While large disparities exist between urban and rural environs, however connectivity both physical and virtual is growing due public and private infrastructure investment over the years have allow for more of the population to enjoy modern products and services and by the same means the marketplace has grown prompting a variety of companies both local and international to offer their products and service in the country. A number of project and procurement agencies are also relatively easy to engage with for larger project procurement coordination.

For more information on company contact details, please see the following link: 4.10 Supplier Contact List.

Accommodation

Short term accommodation for individuals is easily available due to South Africa’s generally robust tourism industry. Longer term rental are similarly available, pricing is highly area dependent and some areas offering greater benefits (security and quality of life) would have higher rental cost and limited rental stock due to demand. Commercial accommodation follows very similar lines in terms of offerings, as well as supply and demand characteristics. Real-estate agencies for private and commercial property are easy to engage with and maintain up-to-date online presence and available rental stock.

Electricity and Power

South Africa’s total domestic electricity generation capacity is 58,095 megawatts (MW) from all sources. The country consumed 227 TWh of electricity in 2018. Currently coal is by far the major energy source for South Africa, comprising around 80 percent of the country’s energy mix. However, according to the 2019 Integrated Resource Plan (IRP), 24,100 MW of conventional thermal power sources, specifically coal, are likely to be decommissioned within the next 10-30 years. While coal may be the dominant source now, its share of total capacity is likely to decrease as more renewable generation comes online in the coming years. South Africa’s Renewable Energy Independent Power Producer Procurement Programme (REIPPPP) for utility-scale transactions signed 27 power purchase agreements in June 2018. The updated IRP outlines a number of steps the government will undertake to improve South Africa’s unreliable and deteriorating energy sector, focusing on greater use of natural gas, maintaining the nuclear sector, while increasing the focus on social inclusion.

As of July 2018, South Africa had a coal power generation capacity of 39 gigawatts (GW). Future planning sees South Africa to shifting away from coal in the electricity sector. The country aims to decommission 34 GW of coal-fired power capacity by 2050. It also aims to build at least 20 GW of renewable power generation capacity by 2030.

At present, electricity generation capacity is dominated by the state-owned utility Eskom, which holds 91% of the country’s effective/nominal generation capacity. Remaining generation capacity is held by municipalities (1.77%) as well as Independent Power Producers (IPPs) that sell power to Eskom (7.21%). South Africa, integral part of the South African Power Pool (SAPP) is furthermore trading electricity with Botswana, Lesotho, Mozambique, Namibia Swaziland, Zambia and Zimbabwe. Total imports are approx. 10,000 GWh with exports of approx. 14,000 GWh per annum.

The national grid caters for most of urbanised areas, however not deep rural areas.

Outages are periodic depending on various factors, such as demand and seasonality (winter). Outages are managed by Eskom by method of a scheduled limited outage (1 – 2.5 hours) per suburb / grid area.

The local voltage is 220V.