Is SANRAL planning a land grab?

There’s a policy document that’s been making its way through the system, and it’s set to reshape the future of every long-haul truck operating on South Africa’s highways. COLIN WINDELL sounds a warning that the future of freight in this country may hinge not on technology alone, but on who controls the road.

The South African National Roads Agency (SANRAL) has now completed the consultation process for its updated Rest and Service Facilities (RSF) policy. For an industry that’s responsible for moving more than 80% of the country’s cargo, the implications of this policy couldn’t be more significant.

What started out as a technical update for regulating roadside development has become a central point of contention in the country’s slow move towards electric mobility. This new framework now formally includes electric vehicle (EV) charging stations and battery swapping at all upcoming RSF locations.

While the government sees this as a necessary step to prepare for the inevitable shift away from diesel, the logistics industry is expressing serious concerns. They caution that the policy might concentrate too much authority, potentially stifle private investment and ultimately leave South African freight in a difficult position as global pressures to decarbonise continue to grow.

For those in the trucking industry, this isn’t just another environmental discussion. It is fundamentally about survival.

A growing sense of control

It appears SANRAL is becoming something of a gatekeeper for the roads. This revised policy expands its authority well beyond maintaining roads, reaching into the core commercial operations of the logistics value chain. Now, any developer looking to construct or improve a facility along a national route will need to incorporate EV infrastructure – and obtain SANRAL’s approval on the
size, placement and commercial approach for that infrastructure.

SANRAL maintains these measures are essential for both safety and coordination. Vusi Mona, a spokesperson for SANRAL, explains that the RSF Policy aims to encourage transformation and broader participation from South Africans using state-owned land. He also notes that the new framework includes new energy vehicles (NEVs) to help ensure fairness and transparency in the process.

Industry pushback

Private developers, however, view this quite differently. Some even call it a land grab. Joubert Roux, co-founder of Zero Carbon Charge (Charge), a company deploying solar-powered truck charging along the N3 corridor, has formally raised objections to the draft. He contends that the agency is overstepping its legal mandate.

Roux told Eyewitness News that SANRAL has said the policy aligns with generating its own revenue and “sweating its assets”. He argues that this effectively means “sweating me, you and every other road user”. He is concerned that proposed levies – which could reach up to 10% on energy and services – will make charging financially unviable. According to Roux, the policy could introduce rates of 5 to 7% on services and 2 to 3% on energy sold at these locations.

The heavy-duty challenge

These concerns become particularly acute in heavy-duty logistics. Electric trucks are not simply larger versions of electric cars; they require megawatt-class chargers and carefully planned infrastructure along key freight corridors such as the N3 and N1.

Roux’s company is currently constructing two off-grid, solar-powered charging stations along the N3 between Johannesburg and Durban. The project is backed by a R120-million investment from the Development Bank of Southern Africa. He notes that the biggest hurdle to expansion is regulatory delay. While fleet operators are under pressure to decarbonise, they require solutions that are commercially viable. Roux says his company has already demonstrated the feasibility of charging electric trucks using solar power – and is working to scale that capability.

Risk of delays and missed opportunities

However, under the current SANRAL policy, such rollouts could be slowed by approval bottlenecks. If the framework remains rigid, South Africa could remain heavily reliant on diesel well into the 2030s. Original equipment manufacturers (OEMs) have already indicated that they may delay introducing electric heavy trucks if charging infrastructure is not sufficiently reliable.

Maretha Gerber, president and CEO of Daimler Truck Southern Africa, has warned that the country is falling behind. She points out that South Africa still operates under the Euro 2 emissions standard – around 15 years behind global benchmarks. This, she says, is limiting the introduction of more advanced vehicles and technologies.

Agricultural concerns

The policy is also facing resistance from agriculture, a sector heavily dependent on road freight. The Agricultural Business Chamber (Agbiz), for one, has raised concerns about SANRAL’s expanded authority, particularly the inclusion of developments within a 500m radius of intersections.

Annelize Crosby, Agbiz’s legal intelligence manager, warns that the policy effectively creates a parallel regulatory system that encroaches on municipal planning. She told Farmer’s Weekly that the implications for agriculture are significant, affecting freight efficiency, fuel availability and investment confidence in rural areas.

Crosby adds that turnover-based levies of between 7 and 10% could render many rural facilities commercially unviable, disproportionately impacting smaller operators and cooperatives.

Three possible futures

Industry analysts are now watching closely to see how the situation unfolds. In one scenario, centralised control could slow infrastructure rollout, increase costs and weaken South Africa’s competitiveness relative to neighbours such as Namibia and Botswana.

Alternatively, a more open approach could accelerate private investment. Companies such as Charge and Everlectric could deploy renewable-powered microgrids, reducing reliance on Eskom and lowering freight costs. A third, more uneven outcome could see rapid electrification along major corridors such as Gauteng–Durban, while smaller operators and rural routes continue to depend on diesel.

Wesley van der Walt, co-founder of Everlectric, believes the technology is already proving itself locally. He says the total cost of ownership for fleet EVs is now roughly 15% lower than diesel equivalents, driven by real-world operating data rather than theory.

As SANRAL moves closer to implementing the policy, however, the trucking industry is focused on one key question: will the gatekeeper open the road ahead… or close it off?

SANRAL responds

SANRAL has moved to clarify its position on the proposed amendments to its Rest and Service Facilities (RSF) Policy, emphasising that the process remains at a public consultation stage.

According to the agency, the 2026 draft policy is designed to ensure that development along national roads is lawful, fair and transparent – in line with the Promotion of Administrative Justice Act.

“The RSF Policy seeks to promote transformation and inclusive participation of South Africans using state-owned land and commercial properties,” says SANRAL’s Mona.

A key update is the inclusion of NEVs, with the policy now making provision for EV charging infrastructure and battery-swapping facilities at rest and service sites. SANRAL says this is intended to support the long-term evolution of South Africa’s transport sector.

The agency has also stressed that its approval role is not new, but rather based on existing legislation. In terms of the SANRAL Act, any development requiring access to a national road must be authorised, particularly where it may affect traffic flow, safety or engineering standards. This includes developments within 60m of a national road or within 500m of an intersection.

SANRAL further maintains that its approach to levies and commercial activity falls squarely within its legal mandate. “SANRAL is empowered to impose rates and levies and implement its revenue-generating activities in accordance with the SANRAL Act,” says Mona.

The agency notes that its funding model includes income generated through leasing, development and the management of its assets, and that businesses requiring direct access to national roads are already subject to levies under existing legislation. In line with its Horizon 2030 Strategy, SANRAL is also seeking to monetise its immovable assets in a way that supports long-term sustainability, while complying with procurement and empowerment legislation.

Ultimately, SANRAL says its priority remains road safety and coordinated infrastructure development. “The responsibility towards motorists and users of the Rest and Service Facilities is to ensure road safety on the national roads,” Mona concludes.