Project Showcase

The project proposes electricity interconnections from the Grand Inga hydropower station through a northern axis, southern axes using eastern and western corridors, and a western axis. The generation and transmission infrastructure is intended to supply the Democratic Republic of Congo and wider African markets. World Bank documentation explains that the full Inga resource could eventually be developed through several projects sharing common site infrastructure, while the next project-Inga 3- may be configured at different scales. Earlier studies examined a 4,800 MW option and later concepts reached approximately 11,000 MW. The approved development programme therefore focuses first on helping the DRC prepare the project and prepare the country and affected communities to benefit from it. The first phase supports water, electricity, roads, skills, governance, environmental and social work and technical decision-making.

The project covers feasibility studies for the design, development, operation and maintenance of a high-voltage direct-current transmission scheme associated with the Inga 3 Low Head Project. The studies will cover the Democratic Republic of Congo, South Africa and the transit countries and will address land rights, land development, environmental authorisation and commercial arrangements. The proposed HVDC corridor would require coordinated planning across the Democratic Republic of Congo, Zambia, Zimbabwe and/or Botswana and South Africa. Preparation must define the generation injection point, route, converter stations, transit arrangements, land and environmental requirements, wheeling and operating rules, long-term power-purchase commitments and financing and ownership structure. The World Bank states that Inga 3 is not yet fixed to one specific design, site or scale and that further technical, social, environmental, financial and legal studies are required. Accordingly, the 5,000 MW transmission concept remains a baseline proposal.

Phase II of the binational Lesotho Highlands Water Project includes construction of the 165-metre Polihali Dam, a saddle dam, a transfer tunnel of about 38.2 km connecting the Polihali reservoir to Katse, access roads, bridges, power and supporting infrastructure. The water-transfer component is for South Africa's Vaal River System, while hydropower and associated development benefits accrue to Lesotho under the bilateral treaty and Phase II agreement.

The Lesotho-Botswana Water Transfer Project (LBWT) is a major transboundary water infrastructure initiative to transfer water from the water-rich highlands of Lesotho to the arid regions of Botswana, traversing South Africa. The project's core components include: 1) Construction of a new multipurpose dam on the Makhaleng River in Lesotho, with an indicative storage capacity of approximately 1,200 million cubic meters. 2) A conveyance system comprising pipelines, pumping stations, and associated infrastructure to transfer water from the dam in Lesotho, across South Africa, to Botswana. The indicative pipeline length is over 700 km. 3) The project aims to yield about 500 million cubic meters of water per year, with an indicative 75% allocated to Botswana, and the remainder for Lesotho's Lowlands and en-route communities in South Africa. 4) The dam is planned to have a hydropower generation component. The project is being developed under the framework of the Orange-Senqu River Commission (ORASECOM).

The port expansion for Durban are driven by the major container expansions required to ensure that the port component of the Durban to Gauteng Freight Corridor can meet future demand. Short term expansions will be made within the existing port followed by medium term development of a complementary new port on the old airport site, followed by a long term expansion in Bayhead.

The Lesotho Highlands Water Project (LHWP) Phase II is a multi-billion Maloti/Rand bi-national infrastructure project between the Governments of the Kingdom of Lesotho and the Republic of South Africa, established under the 1986 Treaty and the 2011 Phase II Agreement. Phase II is designed to augment water delivery to South Africa and increase hydropower generation capacity in Lesotho. The project is implemented by the Lesotho Highlands Development Authority (LHDA) on behalf of Lesotho and the Trans-Caledon Tunnel Authority (TCTA) on behalf of South Africa. The core infrastructure components of Phase II include: (1) The Polihali Dam, a 165 m high concrete-faced rockfill (CFRD) embankment dam located downstream of the confluence of the Senqu and Khubelu Rivers in the Mokhotlong district, which will create a reservoir with a surface area of 5,053 ha and a storage capacity of 2,325 million cubic metres; (2) A 50 m high saddle dam; (3) The Polihali-Katse Transfer Tunnel, a 38.2 km long, 5 m diameter gravity tunnel connecting the Polihali reservoir to the Katse reservoir, being excavated by two Tunnel Boring Machines (TBMs) simultaneously from both ends; (4) The Oxbow Hydropower Scheme on the Malibamatso River, with an installed capacity of 80.3 MW and an average annual output of 180 GWh, currently at detailed engineering design phase with commissioning slated for 2030/31; and (5) Advance infrastructure including roads, bridges (including the 825 m long, 90 m high Senqu Bridge), high-tension power lines, telecommunications systems, accommodation and construction facilities. Phase II will increase the current annual water supply rate from 780 million cubic metres to approximately 1,270 million cubic metres per annum, adding 490 million cubic metres per year to South Africa's Integrated Vaal River System. Water delivery is targeted for financial year 2028/2029, with reservoir inundation planned for 2027. As of late 2025, overall project completion stood at approximately 48%, with dam construction at 37% complete. The Katse TBM was launched on 15 January 2025 and the Polihali TBM arrived on site in July 2025 and began excavation in January 2026.

The project will construct a multipurpose dam on the Makhaleng River in Lesotho, associated hydropower facilities and a water-conveyance system of approximately 700 km through South Africa to Botswana. Current PIDA specifications indicate a 124-metre concrete arch dam, an estimated yield of 310 million cubic metres per year, about 30 MW of hydropower at the dam and additional generation along the conveyance route. The system is intended to supply domestic, agricultural and industrial users in all three participating countries.

The project proposes a joint dam on the Lower Orange River near Noordoewer in Namibia and Vioolsdrift in South Africa. The feasibility process has examined alternative sites and sizes for a re-regulation reservoir capable of improving the long-term sustainable yield of the Orange River System. The facility would support projected municipal, agricultural and industrial demand, future irrigation development and releases needed to meet ecological water requirements in the lower river.

"Orange River System (ORS) is one of the most highly developed River Systems in Southern Africa. In September 2015, Namibia and South Africa, under the auspices of the PWC, commissioned the Noordoewer / Vioolsdrift Dam (NVD) Feasibility Study, which aimed at identifying and optimising the best development dam size(s), site(s) and sequence of dam developments in the ORS needed to achieve the overall catchment objectives, to re-regulate the flows for ecological needs and to increase the yield in the Orange River System for use by both RSA and Namibia. The study was completed in May 2020. The study investigated many possible options and in 2016 initially concluded that the optimal NVD would have a wall height of about 73 m, with a storage capacity of 2,800 million m3 and would be concrete faced rock fill type (CFRD). Certain limited further feasibility studies are required before the project can proceed to implementation. Such studies would include at least an independent review of the above findings, the finalisation of the exact parameters for the recommended optimal NVD in terms of size, site and type, and obtaining environmental authorisation for implementation. The development of the NVD project will involve the following further stages: • Further feasibility studies • Detailed designs, procurement and constructionOrange River System (ORS) is one of the most highly developed River Systems in Southern Africa. In September 2015, Namibia and South Africa, under the auspices of the PWC, commissioned the Noordoewer / Vioolsdrift Dam (NVD) Feasibility Study, which aimed at identifying and optimising the best development dam size(s), site(s) and sequence of dam developments in the ORS needed to achieve the overall catchment objectives, to re-regulate the flows for ecological needs and to increase the yield in the Orange River System for use by both RSA and Namibia. The study was completed in May 2020. The study investigated many possible options and in 2016 initially concluded that the optimal NVD would have a wall height of about 73 m, with a storage capacity of 2,800 million m3 and would be of concrete faced rock fill type (CFRD). Certain limited further feasibility studies are required before the project can proceed to implementation. Such studies would include at least an independent review of the above findings, the finalisation of the exact parameters for the recommended optimal NVD in terms of size, site and type, and obtaining environmental authorisation.The development of the NVD project will involve the following further stages: • Further feasibility studies • Detailed designs, procurement and constructionOrange River System (ORS) is one of the most highly developed River Systems in Southern Africa. In September 2015, Namibia and South Africa, under the auspices of the PWC, commissioned the Noordoewer / Vioolsdrift Dam (NVD) Feasibility Study, which aimed at identifying and optimising the best development dam size(s), site(s) and sequence of dam developments in the ORS needed to achieve the overall catchment objectives, to re-regulate the flows for ecological needs and to increase the yield in the Orange River System for use by both RSA and Namibia. The study was completed in May 2020. The study investigated many possible options and in 2016 initially concluded that the optimal NVD would have a wall height of about 73 m, with a storage capacity of 2,800 million m3 and would be of concrete faced rock fill type (CFRD). Certain limited further feasibility studies are required before the project can proceed to implementation. Such studies would include at least an independent review of the above findings, the finalisation of the exact parameters for the recommended optimal NVD in terms of size, site and type, and obtaining environmental authorisation for implementation. The development of the NVD project will involve the following further stages: • Further feasibility studies • Detailed designs, procurement and constructionOrange River System (ORS) is one of the most highly developed River Systems in Southern Africa. In September 2015, Namibia and South Africa, under the auspices of the PWC, commissioned the Noordoewer / Vioolsdrift Dam (NVD) Feasibility Study which aimed at Feasibility Study, which aimed at identifying and optimising the best development dam size(s), site(s) and sequence of dam developments in the ORS needed to achieve the overall catchment objectives, to re-regulate the flows for ecological needs and to increase the yield in the Orange River System for use by both RSA and Namibia. The study was completed in May 2020. The study investigated many possible options and in 2016 initially concluded that the optimal NVD would have a wall height of about 73 m, with a storage capacity of 2,800 million m3 and would be of concrete faced rock fill type (CFRD). Certain limited further feasibility studies are required before the project can proceed to implementation. Such studies would include at least an independent review of the above findings, the finalisation of the exact parameters for the recommended optimal NVD in terms of size, site and type, and obtaining environmental authorisation for implementation. The development of the NVD project will involve the following further stages: • Further feasibility studies • Detailed designs, procurement and constructionOrange River System (ORS) is one of the most highly developed River Systems in Southern Africa. In September 2015, Namibia and South Africa, under the auspices of the PWC, commissioned the Noordoewer / Vioolsdrift Dam (NVD) Feasibility Study, which aimed at identifying and optimising the best development dam size(s), site(s) and sequence of dam developments in the ORS needed to achieve the overall catchment objectives, to re-regulate the flows for ecological needs and to increase the yield in the Orange River System for use by both RSA and Namibia. The study was completed in May 2020. The study investigated many possible options and in 2016 initially concluded at the optimal NVD would have a wall height of about 73 m, with a storage capacity of 2,800 million m3 and would be of concrete faced rock fill type (CFRD). Certain limited further feasibility studies are required before the project can proceed to implementation. Such studies would include at least an independent review of the above findings, the finalisation of the exact parameters for the recommended optimal NVD in terms of size, site and type, and obtaining environmental authorisation for implementation. The development of the NVD project will involve the following further stages: • Further feasibility studies • Detailed designs, procurement and construction"

The road runs in a south westernly direction from Bulawayo to the Beitbridge Border Post (between Botswana and South-Africa), covering a total of 320km. See this project on an interactive GIS map (with Google Earth satellite imagery and geo-referenced photographs) at www.tmsagis.co.za. The Bulawayo - Beitbridge road is part of the Regional Trunk Road Network (RTRN Link Nr 311).

The road runs in a north-easterly direction from Harare to the Nyamanpanda Border Post (between Zimbabwe and Mozambique), covering a total distance of 278km. See this project on an interactive GIS map (with Google Earth satellite imagery and geo-referenced photographs) at www.tmsagis.co.za. The Harare-Nyamapanda road is part of the Regional Trunk Road Network (RTRN Link NR 25) as well as the Trans-African Highway NR 9 and the rehabilitation of Marehwa-Nyamapanda is a section of this project, which covers a distance of 172km.

The proposed project road is one of the six (6) international trunk routes connecting Zimbabwe with the neighbouring countries of Botswana and South Africa Overall, it is intended that the proposed intervention will reduce travel costs for road users as well as maintenance costs for the Government. A major objective is to help improve road safety conditions for international and regional traffic and for local residents The project road starts from the Bulawayo Main Post Office and ends at the intersection* with the Masvingo road about 4 km north of the international border area. The approximate limits of the subject Project road are indicated in Map.

The SADC Regional Carrier-Neutral Data Centre a strategic ICT infrastructure project under the PIDA Priority Action Plan 2 (PAP2) to develop a Tier III certified, carrier-neutral data centre to serve as the primary regional digital hub for the Southern African Development Community (SADC). The facility is designed to host the SADC Regional Internet Exchange Point (IXP), ICANN Root Server Instances, and cloud services infrastructure. Tier III certification guarantees 99.982% uptime with a maximum of 1.6 hours (95 minutes) of downtime annually, N+1 fault tolerant systems, and 72-hour power protection. The project is structured as a public-private partnership (PPP) with an estimated total facility investment of USD 10 million. The project institution is the SADC Secretariat, SATA, and the hosting country. Beneficiary countries include all 16 SADC member states: Angola, Botswana, Comoros, Democratic Republic of Congo, Eswatini, Lesotho, Madagascar, Malawi, Mauritius, Mozambique, Namibia, Seychelles, South Africa, Tanzania, Zambia, and Zimbabwe. The Digital Investment Facility (DIF), an EU co-funded service, is conducting a comprehensive feasibility, market, and regulatory study to enhance the bankability of the project and facilitate investor engagement. As of late 2025, a competitive evaluation process is underway to select the host country for the SADC Regional IXP component, with Botswana (via BoFiNet and its newly launched Digital Delta Data Centre) and a Zimbabwean entity shortlisted in the final evaluation stage. A data center is a critical information infrastructure. It complements IXPs to rely less on international transit for Internet. During the COVID-19 pandemic, the Internet has shown to a be an absolute prerequisite of modern living and a tool that can be used to protect people, save lives, to enable people to telecommute, students to keep up with their studies and for everyone to keep in touch with their families and friends. Most online content, tools and services used were hosted outside the region and this placed a lot of strain on the costly International Internet links. A data center is the digital heart of each public or private network providing access to data and services via the Internet.

Development of the Waterberg rail system to accommodate coal and other traffic from Botswana through the Waterberg and Rustenburg regions. The project consists of a study to consider a possible new heavy haul line between Lephalale and the Botswana rail network. Line capacity will be 20mtpa scalable to 40mtpa in single line configuration. This project is developmental and not purely demand driven.

Increases terminal capacity to 1.4m TEU pa with additional landside investment. This is achieved by the upgrading of certain stack paving thereby allowing for higher container stacking with increased stack capacity. Berth capacity is already at 1.4m TEU pa. With the acquisition of 4x RTG"’s equipment capacity will also be at 1.4m TEU pa. Current stack capacity is limited to 1.0m TEU pa.

The project incorporates a combination of capital expenditure and operational optimisation initiatives to increase the overall coal export system to 81mtpa. -Major upgrades to the power supply and OHTE -Running Line upgrades -Matlabas loop extension -Rolling Stock Yards

Construction of Calomue/Dedza One-Stop Border Post between Mozambique and Malawi, with Calomue on the Mozambique side and Dedza on the Malawian side.

The project supports operationalisation of the Single African Air Transport Market by addressing the infrastructure and airspace-management constraints that limit safe, efficient and competitive air transport. It covers both physical aviation infrastructure, including airports and air-navigation systems, and the institutional and technical architecture required for a seamless African airspace. The master plan is expected to consolidate national and regional plans, forecast traffic and capacity needs, identify infrastructure gaps, prioritise investments and develop an implementation roadmap. The seamless airspace component is intended to promote harmonised procedures, performance-based navigation, flexible routes, common surveillance-code arrangements and interoperable CNS/ATM systems. The African Union Commission and AFCAC are the principal continental institutions, working with ICAO, regional economic communities, air-navigation service providers, civil-aviation authorities and industry stakeholders. All African Union member states are beneficiaries. A continent-wide aviation infrastructure gap analysis was completed and validated in 2023. Official ICAO and AFCAC reporting in 2024-2026 indicates that its results are being used to refine the air-navigation master strategy and identify bankable national and regional projects. The 2026 AU Assembly still called for mobilisation of financing for development of the Continental Aviation Infrastructure Master Plan.

This project entails the deepening, widening and lengthening of Berths 203 to 205 at DCT. The berths will be lengthened from 914m to 1210m and deepened from -12.8m CD to -16.5mCD. These berths would be able to handle 3 x 350m Super Post-Panamax vessels of up to 12 000TEU capacity and with drafts of 14.5m. The current berths are inadequate to meet the demands of major container lines. Additional Capacity: Design capacity is 2.9 m TEU"’s. The objective of the project is to sustain current business.

This project entails reclamation of 21 ha between Pier 1 and Salisbury Island, and a long term lease of 8.6 ha of SA Navy land. The Navy base will be consolidated onto a more efficient footprint. The Infill option will deliver three deep water berths. Two berths on the diagonal and one around the corner. The terminal will be equipped with RTGs and STS cranes. The current strategy to increase container handling capacity at the Port of Durban is to proceed with the Pier 1 Phase 2 Infill option after FEL-3 completion and upon obtaining an approved EA. This option will utilise two deep water diagonal berths ( water depth of 16,5m) and a deepened Berth 104 with an infill area, the TNPA land behind Berths 99/100 and the SA Navy land. Additional Capacity: 1.7 m TEU"’s (2.4 m TEU"’s by 2027 therefore in the 27/28 FY).

The upgrading, reconfiguration and relocation of yards and terminals within the Durban port area in order to complement the development of port capacity. Various lines and yards to be reconfigured to accommodate port developments and improve operational efficiencies. Intermodal terminal and rail yard facilities to be upgraded or provided at: -Pier 1 and Pier 2 -Bayhead -Kings Rest -Isipingo

This sub-programme aims to increase capacity on the corridor to match the forecasted demand. It involves train control (signalling) upgrading along the corridor, upgrading Rietvalleito Glencoe section to 26t axle load , construction of new rail link line connection from Cato ridge to Durban, converting the electrification from 3 kV DC to 25 kV AC, transformer replacement from Rietvalleito Booth, and improving the connectivity of the rail network with existing and proposed intermodal terminals along the corridor (including Harrismith) Development Strategy: Short term: 2013 -2025: 37 to 58mtpa -Additional block splits to allow for more trains -Increase loops to accommodate 75 Wagon Trains -Electrical supply (3 kV DC) and transformer upgrades Medium Term: 2025-2035: 58 to 95mtpa -Relieving of gradients and curves -Upgrade of Johannesburg to Newcastle section to 25kV AC -Increase loops to allow 150 wagon trains CHALLENGES -This Sub-Programmeis not currently funded. -Complementary investments required by road to service local traffic/freight. -Clarity on role of Harrismithfreight hub -provincial. government initiative to service Free State agriculture. -Clarity on role of Cato Ridge freight hub -provincial government initiative for a more back of port system. STATUS QUO -The concept (FEL -1) study is complete. -Extensive work underway to align demand and capacity with SIP 2 requirements. -Phase 1 has been defined and is awaiting technical validation from TFR. -Busy revising Plans according to latest Demand Forecast. -Programmeunfunded. -Programmedelayed due to shift in demand CONTACT: Gideon Coetzee PROJECT DESCRIPTION CORPORATE PLAN 2018/19 18/19 19/20 20/21 21/22 22/23 Total for 5 years (Rm) DPCT TP06 -Isipingoand Kaalfontein-Expand - - 10 - - 10 Total - - 10 - - 10 Feb 2018 2a:DURBAN -GAUTENG (NATCOR) EXPANSION FROM 37 TO 105mtpa Long term:2035 -2041: 95 to 105mtpa -Migration to CBA (in cab) train control -Cato Ridge to Durban new bypass line and modifications to segregate PRASA from TFR services in order to free up capacity on the NATCOR

The Durban Gauteng corridor is the most significant General Freight corridor in the South African rail system. It connects the Port of Durban and the proposed DDOP (Durban Dig-out Port) to Gauteng. About 27 mtpaof 87 mtpaGF in 2014/15 was transported on this corridor, of which 8.9 mtpawere containers, (mainly import and export) via Port of Durban. The Transnet FDM indicates tonnages up to 105 mtpaon the corridor by 2046, (30 year forecast). Containerisedtraffic will account for more than 50% of this tonnage by 2046. Demand is expected to exceed capacity on this corridor from 2026. Even with operational efficiency improvements at that stage, extra capacity is required from 2029. Capacity is firstly added by shorter headways (block splits), then by moving to 75-wagon container trains, and then by moving to 150-wagon DP container trains & 100-wagon DP GFB trains. The Gauteng Freight Ring also requires doubling of single-line sections. All sections require electrical upgrades, and bypassing of certain PRASA sections (Union-City Deep, Skansdamlink, Cato Ridge Bypass link, Rosslyn link) Development Strategy Supporting intermodal growthThe Sub-Programmesare: -NATCOR -Gauteng Rail Freight Ring -Gauteng Hubs and Terminals -Durban Port and Rail Terminals

The development of the old Durban International Airport (DIA) site to a deep-water mega container port, with an ultimate estimated maximum annual capacity of circa 9.7m TEUs, to be developed in phases starting early 2030"’s through to mid-2050"’s. Project scope includes: -Concept, pre-feasibility and feasibility studies and cost estimates. -Purchase of land from ACSA and an additional properties owned by both private and state entities. -Development of the optimal and most feasible ownership/funding model for the development of the port. -Development and implementation of a Sustainable Port Development Framework focusing on social, economic and environmental factors. -Environmental impact assessments, authorizations & offsets. -Appointment of a port developer and/or port and terminal operators. -Promulgation of the port in terms of the Ports Act 2005. -Development of an integrated operational readiness plan for the construction and operational phases of the port and port system. -Development of transition strategy and plan to transfer outputs from the programme into value for Transnet / the community such that benefits of DDOP can be realised.

This sub-programme involves doubling of the single line sections, signalling upgrade, construction of new links, reconfiguring of train staging facilities, conversion from 3kV DC to 25 kV AC and improving the connectivity of the rail network with existing and proposed intermodal terminals in Gauteng. This sub-programme aims to provide a freight corridor between Durban and Gauteng that facilitates the movement of traffic around rather than through City Deep. It also allows access to key hubs, terminals and Southern African routes and the South African ports. Development Strategy: Short term: 2017 -2023: 20mtpa to 40mtpa -Pyramid to Sentrarand-Double the existing single track, 3kV DC upgrades, CTC signalling -Donkerhoekto Pienaarspoort-new single track cord (Sentrarandto Maputo) -Rosslyn Link -direct link to Freight ring to bypass PRASA operational area Medium Term: 2024 -2030: 40mtpa to 88mtpa -Sentrarandto Skansdam-Additional block signals to allow for more trains -Skansdamto Houtheuwel-New double track, 3kV DC, CTC signalling(PRASA bypass) -25kV conversion Pyramid South -Sentrarand

Kasconterminalwillbeupgradedto200000and300000TEUsperannumby2016and2019respectively.Bothterminalswillberetainedforthenext30yearsandwillcomplementthenewproposedsuperterminals. Estimated Capacity created: 300 000 TEU per annum Kascon

Approval of the reduction in export capacity through the Port of Ngqurato a capital-optimised12Mtpa Scope change: -Scope Change Notification supported by Transnet Board in Nov. '17. Notification in principle supported by DPE during Nov. "’17 bilateral and formal Notification submitted to Shareholder Minister in Dec. '17-pending approval. Shareholder"’s Compact KPIs amended to reflect revised scope. -DoT notified of change in scope and completion date affecting Section 79 directive. -Rail Phase 1:(Extension of 97km of loops between Kimberley & De Aar; and Rosmeadstation) ?Original scope of work is complete and has operationally been taken over by TFR. ?Contract with the EPCM service provider ended on 15 December 2017. ?Remaining work -managed by RME comprise upgrading of 26 level crossings and construction of a pedestrian bridge at Modderrivier. -Rail Phase 2: (Extension of crossing loops; traction power upgrade; holding yards at Mamathwaneand Grassridge; tippler yard at Coega; loco change-over at Beaconsfield) ?Conducting scope validation study in line with the capital-optimized scope of works ?Conducting preliminary engineering towards a scope validation peer review scheduled for May 2018 ?Completed works information to go out on tender for two new substations at Witloop& Vlermuislaagte -NMET (Port) (Operationalisingand commissioning limited terminal footprint in the Port of Ngqura) ?Topographical surveys and optimised concept designs completed ?Building concept designs in progress ?Environmental authorisations in place -CDC land acquisition: Formal delegation to proceed with commercial transaction pending -Stakeholder management: Significant escalation of resistance from local government, businesses and citizens with regards to health & safety impact of Mnore dust via the PE bulk and break-bulk export facilities

Construction of Martin's Drift One-Stop Border Post between South Africa and Botswana which lies on the North-South Corridor.

Maydon Wharf is the largest Break Bulk and Dry Bulk precinct in the Port of Durban and in the TNPA ports system. Seven of the 15 berths were constructed 60 years ago of steel sheet piles that are now heavily corroded and at high risk of structural failure. Piecemeal repairs cannot guarantee the structural integrity of the quay walls as they have deteriorated severely and reached the end of their serviceable life. Although restrictions have been placed on the operational loading of these quays to ensure short term safety, they must be replaced as soon as possible for on going sustainable operations. The scope entails the construction of 7 combi steel pile quay walls, inclined grouted anchors with associated cope beams, quayside paving, bollards, fenders and new services. The berths will be dredged and deepened to -14.5m CD with rock scour protection. Phase 1 of the project required the extension of Berth 12 by 12m into the harbour to align with Berths 13 -15 and to create an additional deep water berth to handle large vessels. Phase 2 entails the reconstruction and deepening of berths 1 -4, 13 & 14. Capacity: This project is to sustain the current capacity

Develop a multi-product pipeline between Durban and Gauteng to expand pipeline capacity and replace the existing pipeline that has reached the end of its economic life. Initial capacity (phase 1) will be 8.7 blpawhich includes: Installation of 162km of 16-inch pipelines and 555km of a 24-inch trunk line pipeline, three new pump-stations and two metering-stations on the trunk line and two terminals"”one in the Port of Durban (Coastal) and one at Jameson Park near Heidelberg (Inland). Project plan: The approved Phase 1a (Tight lining) Ability to Operate date is 30 November 2017. At this date, the project is forecasted to be operational as a multi-product pipeline operating at 1 080m?3;/h. The Coastal Terminal accumulator tanks have been separated into Phase 1b, for which a business case is currently under review.

The iron ore line is the main export channel for iron ore from the mines in the Northern Cape to the Port of Saldanha. The current capacity of the ore line is 60mt with 58mt for export and 2mt for the domestic market. Transnet plans to expand the corridor by increasing the capacity of the ore line to 75mt due to the increased demand on the ore line. The expansion programme will not only support the 2 major iron ore exporters Kumba and Assmang but also junior and emerging miners. The iron ore corridor contributes significantly to the GDP of South Africa. Incremental capacity solutions will be designed to support further increases in demand up to 90mt in the long-term. The project will also result in the standardisation of the ore line locomotive fleet with a simplified maintenance and operating methodology. The estimated capital requirement for 71mtpa is currently at R15bn (escalated), and includes a new berth, ship loader and stacker-reclaimer. Some rolling stock and rail infrastructure will also be required.

The Richards Bay Expansion Programme (RBEP) was resurrected in 2016 for the development of a Long Term Infrastructure Blueprint (LTIB). The LTIB will provide a roadmap of incremental expansion of the Transnet operated terminals in the Port of Richards Bay (PORB) to capture the growth in general purpose bulk and break bulk commodities of 53.7 mtpa by 2044. In September 2017, the brief of the RBEP was amended to incorporate immediate and medium term capacity constraints of the supply chain to the PORB to enable reinstatement of nameplate capacities. The RBEP has been phased into increase capacity via Operational Improvement (Tranche 1); Reinstatement of Nameplate Capacity (Tranche 2) and Expansion (Tranches 3-5)

Develop a new intermodal terminal at Pyramid(South) to handle automotive and container freight. The development of the intermodal terminal will address the current capacity constraints at the existing terminals (Pretcon,Rosconetc.) by increasing container and automotive handling capacity beyond 2043 in the Pretoria region. Estimated Capacity created (FER study estimate): Container Terminal-1 million TEUs pa

Develop a mega intermodal terminal at Sentrarand to handle container freight. The intermodal terminal will consist of our container terminals(by 2026, 2032, 2039 and 2041). Sentrarand will handle the estimated demand in the eastern regions of Gauteng. The development of Sentrarand will increase Gauteng"’s total intermodal terminal handling capacity to a total of 4million TEUs per annum by 2046.Estimated Capacity created (FEL-1 study estimate): Container terminals-2 000 000 TEUs p.a. (30 years)

Develop a new intermodal terminal at Tambo Springs to accommodate the estimated increase in demand for container traffic in the South Eastern region of Gauteng. Tambo Springs will be one of the proposed container terminals by 2018/19. The Tambo Springs intermodal terminal will also handle excess(beyond City Deep and Kascon) volumes of the estimated demand in the Johannesburg region. Estimated Capacity created (FEL-1 study estimate) Container Terminal -end state 560 000 TEUs pa

Development of the Waterberg feeder rail system to accommodate demand for: (a) domestic and export coal and (b) iron-ore, granite and other general freight originating from the Waterberg and Rustenburg area. The project consists of upgrading the existing route to increase capacity to an estimated 27 mtpa. Rail infrastructure expansion through incremental upgrades of the existing rail networks and yards by means of additional loops, maintaining the existing axle loads, electrical upgrades and improved train control systems. Five Stages from 5 mtpa up to about 27 mtpa: -Stage 1: Matlabas loop extension (moved to Coal 81mtpa project ) -completed. -Stage 2: Marekele(new), Diepspruit(new), Steel bridges, and Level Crossing at FEL4 stage -(9.5 Mtpa.) -FEL 4 deferred. -Stage 3: Boshoek(new) and Pilanesburg(New) -(13.8 Mtpa.) -Stage 4: Lengthen Matlabasand Northamloops for 200 wagon trains, additional loops at Thabazimbiand Pyramid South. Following added to stage 4 -Old Stage 2: Thabazimbiloop extensions, doubling of Bleskop-Noriteand Dam-Onderstepoortsections. -Old Stage 3: Ferrogate, Arthursview, Paul, Phokeng, Rooiheuwel, Pyramid South and Lephalaleyard loop extensions. -Stage 5: Lephalaleto Thabazimbielectrification. Capacity beyond 27 mtpawill be investigated as part of the study.

Development of the Waterberg feeder rail system to accommodate demand for: (a) domestic and export coal and (b) iron-ore, granite and other general freight originating from the Waterberg and Thabazimbiareas. The project consists of a study for a proposed new heavy haul line between Lephalaleand Ermelo for traffic demand beyond the 23mtpa additional coal capacity expansion of the existing line. Line capacity will initially be 40mtpa scalable to 80mtpa and 120mtpa, possibly in single line configuration.