Transnet has just applied for the 2025/26 year tariffs – let’s hope that the National Transport Regulator, recently called into life through a brand new piece of legislation, will look at this application for an increase very closely.
These tariff increases include:
- 6.67% increase on Deepsea Container Empties;
- 4.57% on Coastwise Containers and Transhipments;
- 6.69% increase on Container Empty Transhipments;
- 4.57% on Break Bulk Imports and Exports;
- 4.57% on Dry Bulk Imports and 7.90% on Dry Bulk Exports;
- 4.57% increase on Liquid Bulk Import & Export; and
- 4.57% increase on Automotive Imports & Exports.
From the perspective of the Road Freight Association (RFA) membership who battle on a daily basis to get containers into and out of our Ports (more so the Port of Durban) – these increases are uncalled for and will further hurt our already collapsing Port. Recently (10 October 2024), Engineering News ran an article titled “Durban’s Container Terminal (DCT) implements successful truck booking solution”.
Where did DCT develop the perception that there is a “successful truck booking solution”?
What are the increases for? Equipment and infrastructure upgrade, repair and maintenance or just “operational matters” like administration, salaries and the like?
The Road Freight Association (RFA) has received numerous comments and complaints from its members relating to the operation (or not) of the “truck booking system”.
The Association has received numerous comments and complaints and calls for help to resolve the situation at the Port of Durban. The article in Engineering News created an urgent plea from members – most noting that the article did not portray a true reflection of the daily challenges faced by the trucking industry. They noted that the system did not consider the staging time at Terminal A Check Facility. It would be both interesting – and beneficial – to have the time recorded from the A Check Gate “IN” to Terminal Gate “OUT”, as this will provide a true reflection of how long it takes to service one vehicle at a time. It was further noted that the Terminal only measures the time once the vehicle leaves the A Check area.
In addition, transporters still struggle with the booking system, as booking slots remain “not available” and many hours are wasted waiting for slots to become available. This has the effect that where trucks are not being allocated slots, the statistics become distorted as these do not show the problem (delays / extended time) due to the Terminal keeping the vehicle outside its working area.
Less available slots means less vehicles entering the Port precinct which means fewer vehicles have to be serviced within a shift, and that shows “improved productivity within the terminal” – whilst in reality it is not the case. Less trucks against the terminal equipment availability shows productivity improvement, but LESS movements are being done in totality. Less cargo is moved.
The claims of “productivity improvement” cannot be possible when the Terminal frequently communicates equipment shortages and or challenges on a regular basis. What is the 24% reduction measured against? This must be viewed against the full picture of period / vessels / slot availability during the identified period and terminal volumes during the same period.
Whilst it sounds fantastic that slots are made available 60 hours in advance – as opposed to the previous 24 hours advance release period – the reality is that the number of slots available in these 60 hours are not enough to accommodate the volumes of exports / imports that need to access the facility during the same 60 hours.
Again, it is stated that no booking is required for at least 50 imports assigned to the same transporter from the same vessel – but this does not mean a transporter has 50 trucks to evacuate a group import release, so the daily operational challenges still pose a problem for the transporter wanting to access the terminal.
Simply put, those trucking companies using the Port of Durban on a daily basis have not seen any progress in respect of operational efficiencies at the Terminal.
This brings us back to the query around the application for higher tariffs in the coming year – when little to no progress for the better has been coming from Transnet and its subsidiaries.
Gavin Kelly – Chief Executive Officer: The Road Freight Association
About The Road Freight Association
The Road Freight Association was established in 1975 to support its Members who are, in the main, road freight operators. It is a lobbying and negotiating body which influences the state of the industry, rates, upkeep of the road infrastructure, road safety, freight security, driver interests, cross-border transport, education, health, the fuel price, law enforcement, labour relations and many other issues related to road freight transport.
Member companies include small and medium-sized trucking companies, including many family-owned businesses, owner operators, as well as most of the largest trucking companies in South Africa. Members come from all sectors of the trucking industry.
Private and public operators are Members of the RFA. Membership also includes a significant number of affiliates and associates – those companies providing goods and services to the trucking industry.
Team RFA (made up of support staff and experts) is committed to serving you. The team brings with it a high degree of professional experience, knowledge and dedication – which greatly contributes to the effectiveness, relevance and standing of the RFA.
As the voice of the trucking industry in South Africa, the RFA is your voice. It is important that you avail yourself of that opportunity to be heard.
Issued by
Name: CVLC Communication
Contact: Catherine Larkin APR CMILT
Cell phone: 083 300 0331
Contact: Catherine Larkin
Email: ca*******@cv**.za
Website: www.rfa.co.za
