1.LTPF 2014 Chapter 05 Pipelines Final Proof Sept 2014

Foreword
05
Pipeline
development
plan
Pipeline networks form the infrastructure backbone for transporting large volumes of liquid petroleum
and gas. The networks play a strategic role in the logistical supply chain to ensure security of supply to
inland markets, in a cost-effective, efficient and environmentally sustainable manner. Global economic
trends require pipeline infrastructure to provide capacity ahead of demand, while allowing sufficient
flexibility to adapt to change.
South Africa has a strong emerging market with its major business hub situated 600 kilometres away
from the coastline. Appropriate long-term planning for pipeline and associated infrastructure is
therefore fundamental to support South Africas progressive long-term economic growth, while taking
advantage of market opportunities, providing equitable access to participate and lowering the cost of
logistics in South Africa. A key planning goal in the petroleum and gas environment is to align planning
initiatives with National Government, the oil and gas industry and other key stakeholders, particularly in
providing diverse and sustainable energy sources.
Ms Sharla Pillay
Chief Executive: Transnet Pipelines
222
LTPF 2014
LTPF 2014
223
1. INTRODUCTION
This chapter of the Long-term Planning Framework
(LTPF) summarises the national pipeline development
plans for South Africa, comprising the pipelines owned
and operated by Transnet and pipelines owned and
operated by other entities (private terminal operators,
oil companies and freight logistics operators).
Table OF contents
1.
2.
3.
4.
5.
6.
INTRODUCTION
225
1.1 Planning goals
225
1.2 Key issues
225
1.3 Regulatory framework
226
1.4 Pipeline network
226
LIQUID PETROLEUM AND GAS DEMAND
229
2.1 National refined fuel demand
229
2.2 Crude oil pipeline demand
230
2.3 Refined fuel pipeline demand
231
2.4 Gas pipeline demand
234
PIPELINE DEVELOPMENT PLANS
236
3.1 Development scenarios
236
3.2 New Multi-product Pipeline (MPP24)
237
3.3 Refined fuel pipeline network
239
3.4 Crude oil pipeline
245
3.5 Gas pipeline
245
3.6 Potential new pipelines
246
TERMINAL STORAGE FACILITIES
249
4.1 MPP24 accumulator terminals
249
4.2 Privately-owned terminals
251
4.3 Liquid fuels terminal opportunities

in South Africa
253
NEW EMERGING TECHNOLOGIES
254
5.1 Engine efficiency
254
5.2 Emerging technologies in pipelines
254
5.3 Biofuels
255
INVESTMENT OVERVIEW
256
6.1 Transnet Pipelines seven-year

investment plan
256
6.2 Transnet Pipelines seven to 30-year

investment
256
6.3 Pipeline and terminal opportunities

in South Africa
257
Provide a logical range of facilities to meet local as

well as hinterland demand and avoid duplication of
investment;
Review capital investment, minimising regret
investments across the oil and gas sector to meet the
long-term national demand for liquid fuels;
Facilitate security of supply objectives of the
Department of Energy, comply with the Petroleum
Pipeline Act and the Gas Act;
Align with the planning initiatives of local, provincial,
national Government and other key stakeholders;
Improve infrastructural and operational efficiencies
and reduce transport and logistics costs;
Review existing storage and back-of-port logistics
areas to increase capacity;
Integrate and align pipeline with port and oil terminal
capacity planning;
Align pipeline and terminal development planning with
trends in oil and gas logistics;
Maintain the flexibility to respond to changing
technological and economic conditions; and
Respond to environmental opportunities and
constraints in a sustainable manner.
The LTPF provides a national overview of the liquid

petroleum and gas requirements of South Africa. The
overview is aligned to the National Energy Security
Master Plan, other related master plans and falls within
the prescribed Regulatory Framework. Liquid petroleum
includes crude oil and refined fuels. Refined fuels
transported in pipelines in South Africa include petrol,
diesel and jet fuel. Natural gas and methane-rich gas are
also transported in pipelines.
Included in this section are the key pipeline planning
goals used to generate the long-term pipeline plans,
an analysis of the current pipeline trends and related
issues, and an overview of the national pipeline network.
The summarised liquid petroleum and gas demand
forecast for the next 30 years is shown. Following the
demand forecast, the pipeline and terminal storage
development plans to meet the demand for South Africa
are described.
The pipeline development plan concludes with an
assessment of new emerging technologies that may
impact on the proposed development plan, followed
by an overview of the planned pipeline and terminal
investments over both a seven and 30-year period in
South Africa.
Transnets current New Multi-product Pipeline (NMPP)
project consists of a collection of sub-projects, of
which the major investments include a 24 inch Multiproduct Pipeline (MPP24) and accumulator terminals
at the coast in Durban and inland at Jameson Park in
Gauteng. In addition, the NMPP project includes two
16 inch pipelines (from Kendal to Waltloo and Jameson
Park to Alrode) to enhance the capability of the existing
northern pipeline distribution network. The new MPP24
is now complete, and will be referred to as the MPP24
going forward.
The LTPF considers two scenarios for pipeline
development in South African over the next 30 years,
to support the proposed Mthombo oil refinery at the
Port of Ngqura. Two pipeline scenarios considered for
transporting project Mthombos refined fuel to the
hinterland are as follows:
Scenario 1: Transport refined fuel via proposed
Ngqura to Gauteng pipeline (NGP); and
Scenario 2: Ship refined fuel from Ngqura to Durban
and then transport via the MPP24 to Gauteng.
1.1
1.2
Key issues
The key issues that influence long-term pipeline and
terminal planning have been identified as:
Governments Clean Fuels 2 Programme and the
impact on security of supply;
Product specifications vs pipeline specifications;
Slow-down in local economy and lower fuel demand;
Worldwide trend towards greater specialisation,
centralisation and economies of scale;
Implementation of new refining capacity and
strategic reserves (stocks);
Developments of alternative routes by landlocked
countries;
Restructuring of logistics networks, and improvement
in dealing with capacity constraints at terminals and
intermodal transport links;
Transport and handling of alternative forms of energy,
such as liquid natural gas (LNG), natural gas (NG) and
compressed natural gas (CNG);
The need for sustainability in developing
infrastructure solutions, as well as increased
stakeholder engagement on key issues; and
The award of leases by Transnet National Ports
Authority (TNPA) in the existing Durban port and
impact on the rationalisation of the oil industry
infrastructure in Island View and the proposed new
Durban Dig-out Port (DDOP).
Planning goals
The following general planning goals were used to
inform the development of South Africas long-term
pipeline and terminalplans:
Follow a common user principle in developing an
integrated liquid fuels supply system;
Meet the market demand and provide equitable
access and capacity for all parties that want to
participate in the oil and gas business sector;
224
LTPF 2014
LTPF 2014
225
1. Introduction (continued)
1.3
Regulatory fr amework
Non-Transnet pipeline network
The regulatory framework within which pipelines for liquid fuels and gas operate in South Africa is depicted below.
Chevron crude pipeline

An existing 16 inch, 108km pipeline runs from the
Strategic Fuel Fund (SFF) tank farm in Saldanha Bay to
the Chevron refinery in Milnerton, Cape Town.
Figure 1: South African regulatory framework

South African Regulatory Framework Pipelines environment
Department of Energy
Petroleum Pipelines Act

(Act No 60 of 2003)
Petroleum Products Act
(Act No 120 of 1977)
Gas Act (Act No 48
of2001)
National Energy
Regulatory Act (Act No
40 of 2004)
Department of
Environmental Affairs
National Environmental
Management Act (Act
No 107 of 1998)
Management:
Biodiversity Act (Act No
10 of 2004)
Management: Protected
Areas Act (Act No 57 of
2003)
Management: Air
Quality Act (Act No 39
of 2004)
Department of Labour
Occupational Health
and Safety Act (Act
No 85 of 1983)
Department of Safety
and Security
National Key Points

Act (Act No 102 of
1980)
The National Energy Regulator of South Africa (NERSA) regulates pipelines within the ambit of the Petroleum Pipelines Act
and the Gas Act as well as associated regulations; thus NERSA functions as:
Gas Regulator in terms of the Gas Act;
Petroleum Pipeline Regulator under the Petroleum Pipelines Act;
Regulator and overseer of all of Transnet Pipelines activities; and
Authority on Transnet Pipelines tariffs based on the allowable revenue principle.
1.4
Pipeline net work
National pipeline network
National
pipelines
The following
diagramnetwork
illustrates the existing national pipeline network as well as potential future new pipelines within South
Africa, including non-Transnet-owned pipelines.
Figure 2: National pipeline network
Petroline Holdings, the company that will operate the

pipeline from Maputo to Kendal. Petroline has a 25-year
licence to construct and operate a 16 inch pipeline with a
capacity of3,5 billion litres per annum.
West Coast gas pipeline (proposed)
The West Coast gas pipeline system is envisaged to
potentially connect the Kudu and Ibhubesi gas fields
off the coast of southern Namibia to a potential future
national South African gas pipeline system.
Other pipelines exist between the refinery and the

Cape Town harbour. These include a 26 inch, 13km crude
pipeline, a 10 inch heavy fuel oil line and a 12 inch, 13km
multi-product (white oil) pipeline (bi-directional).
This system will consist of various pipelines from the

offshore gas fields, south to Cape Town and possibly
to Mossel Bay and Port Elizabeth and east to Gauteng.
An alternative route similar to NGP from the Eastern
Cape could link into Gauteng and provide a transmission
system for shale gas. A spur to East London could also
be considered.
Rompco gas pipeline

Rompco, a fully owned subsidiary of Sasol, owns a
natural gas pipeline from Mozambique to South Africa.
Gas has been supplied through the pipeline 865km
from the Pande and Temane fields in Mozambique to
Secunda since March 2004. The gas from Mozambique
is marketed in Gauteng and KwaZulu-Natal, primarily for
industrial use.
Mossel Bay liquefied natural gas imports (proposed)

South Africas national oil company PetroSA has
engaged a contractor to do a feasibility study, as well
as the front-end engineering design (Feed) study
into a proposed LNG import facility at Mossel Bay, in
the Western Cape. The facility would enable PetroSA
to import LNG to supplement gas reserves at the
companys GTL refinery.
PetroSA offshore gas pipeline

A 450mm diameter, 85km gas pipeline from the offshore
FA Platform to the onshore gas-to-liquids (GTL) refinery
in MosselBay.
PetroSA offshore condensate pipeline
A 200mm diameter, 85km condensate pipeline from
the offshore FA Platform to the onshore gas-to-liquids
refinery plant in Mossel Bay.
The supply of LNG to other potential off-takers, such

as electricity producers, is considered crucial to the
success of theproject.
Ngqura to Gauteng pipeline (NGP) (proposed)

A New Multi-product Pipeline is proposed to supply liquid
fuel from the proposed Mthombo refinery in Ngqura to
Gauteng. The pipeline is estimated to be 1000km long and
have a design flow rate of 1 500m3 per hour.
PetroSAs project Ikhwezi was designed to extend the

life of the GTL refinery for six years up to 2020. Further
development of other gas prospects near to the F-O
field could potentially sustain the life of the refinery
until 2025.
Petroline (proposed)
Petroline RSA (Pty) Ltd together with Petroline
SARLS.A.R.L (Mozambican) are shareholders of
Transnets pipelines network
Transnets
pipelines
network
Transnet pipeline
network
The following diagram depicts Transnets existing pipeline network within South Africa:
Figure 3: Transnets pipeline network
Transnets
pipelines
Transnets
pipelines
Refined fuels pipeline network
Refined fuels pipeline network
Durban Alrode (Gauteng)
Inland
Durban
Alrode (Gauteng)
distribution network
Inlandcapacity
distribution
Current
4,5blpa network
NMPP24
adds
26 blpa 4,5blpa
at full expansion
Current
capacity
Crude oil pipeline
NMPP24 adds 26 blpa at full expansion
Durban Natref
Current capacity 5,3blpa
Crude oil pipeline
Durban
Avtur
pipeline
Natref
Natref
Airport
(ORTIA)
Current
capacity
5,3blpa
Current capacity 1,2blpa
Avtur pipeline
Methane-rich gas pipeline
Natref Airport (ORTIA)
Secunda Durban
Current
capacity
1,2blpa
Current
capacity
23MGJ
pa
Other
pipelines
Methane-rich
gas pipeline
pipeline
Ngqura-Gauteng
Secunda Durban
Additional 15blpa capacity from 2018 could
delay
Current
capacity
23MGJ
part of
the MPP24
Phase 2pa
from 2014
to 2035, and subsequent phases
Other pipelines
Maputo-Gauteng pipeline
Private-sector
Ngqura-Gauteng
pipeline
(Petroline) pipeline
Additionalnot
15blpa
capacity from 2018 could
Construction
yet started
delay part of the MPP24 Phase 2 from 2014
to 2035, and subsequent phases
226
LTPF 2014
Maputo-Gauteng pipeline
Private-sector (Petroline) pipeline
Construction not yet started
LTPF 2014
227
Currently the MPP24 trunk line is used to transport

500ppm diesel from Durban to Jameson Park. Petrol will
be introduced into the MPP24 trunk line in 2015 when
the Coastal (TM1) and Jameson Park (TM2) terminals are
commissioned enabling the pipeline to carry multiple
product grades.
The MPP24 is designed to transport jet fuel from Durban
to Jameson Park from where it will be transported by an
existing 16 inch pipeline via Alrode and into a section of
the current DJP to ORTIA. A future dedicated jet fuel line
is planned from Jameson Park to ORTIA.
228
LTPF 2014
With the introduction of the Clean Fuels 1 programme,

Natrefs refining capability was effectively reduced
resulting in unused capacity of approximately 100m3 per
hour in the COP.
2015
2016
2017
2018
2019
2020
2023
2033
2043
2,6
13,6
13,5
4,5
2,6
14,2
13,6
4,5
2,7
14,8
13,7
4,5
2,8
15,5
13,8
4,5
2,6
16,2
14,0
4,7
2,8
16,9
14,1
4,6
2,9
17,7
14,2
4,5
3,1
20,2
14,6
4,6
3,9
31,9
16,0
4,8
4,9
52,5
17,6
5,1
34,1
2,8%
34,9
2,3%
35,7
2,3%
36,6
2,4%
37,5
2,4%
38,4
2,5%
39,4
2,5%
42,5
2,6%
56,6
3,1%
80,1
3,7%
The graph on the right below shows the liquid fuel demand (including other products) for South Africa and non-South African
supplied from or via South Africa for the period 2014 to 2043.
Figure 4: South Africa and cross-border refined fuel demand, by fuel type
90
90
80
80
70
70
60
South Africa and cross-border fuel demand, by fuel type
2043
2041
2039
2037
2035
2033
2031
2043
2041
2039
2037
2035
2033
10
2031
10
SA
Demand
2029
20
2027
20
2025
30
Other
2023
30
2021
40
Jet
40
2019
Petrol
50
Non-SA
Demand
2017
50
2015
Diesel
2013
60
2029
Crude oil pipeline (COP)

The COP was commissioned in 1971 to transport crude
oil from Durban to the inland crude refinery Natref in
Sasolburg, as well as to the used coal mines in Ogies
(Kendal node) as part of the then strategic reserves.
Areconfiguration of the 18 inch crude and 16 inch DWP
systems were done with the introduction of methanerich gas. The reconfigured COP consists of a 16 inch
section and an 18 inch section. Capacity was increased
during 2002, triggered by the Natref refinery capacity
expansion, by adding five en-route (booster) pump
stations, which gave the pipeline sufficient capacity to
meet current and anticipated future demand.
Total
Annual growth
2014
2027
The installed capacity of the pipeline is 1,3 billion litres

per annum.
Liquid fuel products

Jet
Diesel
Petrol
Other
2025
New 24 inch Multi-product Pipeline

The new MPP24 includes the Durban to Jameson Park
trunk line, from where it ties into the inland network
at the Jameson Park Terminal near Heidelberg. The
new pipeline debottlenecking and upgrades to the
inland network have been completed and the network
is currently fully operational. Additional pipelines
implemented as part of the overall NMPP project
included a 16 inch multi-product pipeline from Kendal
to Waltloo and a 16 inch multi-product pipeline from
Jameson Park to Alrode.
The demand on the dedicated jet fuel pipeline is

dependent on the production at Natref (supplemented
by synthetic jet fuel from Secunda) rather than demand
at ORTIA. The line is currently operated at close to
its maximum capacity and will continue to run at its
maximum operating capacity into the foreseeable
future.
National liquid fuel demand
Table 1: South Africa and cross-border refined fuel demand, by fuel type (billion litres per annum)
2023
The Lilly line carries methane-rich gas from Secunda to

Durban with off-take points at Newcastle, Empangeni/
Richards Bay and Durban area. The maximum capacity of
the pipeline is 23 million gigajoules (MGJ) per year. It is
expected that demand will exceed the lines capacity in
the early 2020s.
Jet fuel pipeline (Avtur)

The aviation turbine fuel is a commodity known as
Avtur or jet fuel. The current dedicated pipeline (94km)
transports jet fuel from the Natref refinery in Sasolburg
to ORTIA east of Johannesburg.
The graph on the left below shows the demand per fuel
type for the period 2014 to 2043. From the graph below
it is evident that the market for diesel is growing while
the petrol market remains relatively constant.
The demand includes South Africa, Botswana, Lesotho,

Namibia, Swaziland and exports to markets in southern
Africa.
2021
Methane-rich gas pipeline

A second 16 inch refined multi-product pipeline, from
Durban to Witwatersrand (DWP) followed in 1973, but
the subsequent construction of the Secunda coal-toliquids refinery rendered the pipeline underutilised.
In1995 a section of the pipeline was reconfigured to
convey methane-rich gas from Secunda to Durban, via
Empangeni, known as the Lilly line.
The current installed capacity of the MPP24 trunk line is

8,76 billion litres per annum.
The following table and graph shows the Southern

African refined fuel demand for petrol, diesel and jet
fuel for the 30-year planning period supplied from
South Africa. Non-pipeline products, eg bitumen, LPG,
illuminating paraffin and fuel oil are shown under the
heading Other.
2019
The current operating capacity of the DJP is 3,72 billion

litres per annum. Decommissioning of the pipeline is
planned when the MPP24 becomes fully operational.
The management of jet fuel in the MPP24 requires

special attention due to strict quality management
requirements. The proposed operating philosophy will
require re-batching and quality certification at TM2
before transfer to ORTIA.
The total liquid fuel demand volumes for South African

domestic consumption of petrol, diesel and jet fuel are
projected to grow from 26 billion litres per annum in
2013 to 69 billion litres per annum by 2043.
2.1 National Refined fuel demand
2017
The DJP is currently utilised for transporting petrol

from Durban to the inland network, and both petrol and
diesel to Ladysmith, Bethlehem and Kroonstad. This will
continue until the MPP24 is ready to transport multiproducts from 2015 upon completion of the accumulator
terminals. The DJP can transport jet fuel to OR Tambo
International Airport (ORTIA) if required, but it is
not currently part of the normal operational pattern,
however, the option is available for strategic security of
supply purposes.
Jet fuel will be introduced into the MPP24 when a

technically feasible solution is found to address Clean
Fuels 2 product quality issues and when inland jet fuel
demand is sufficient. Current capacity to supply jet fuel
to ORTIA by rail and the dedicated jet fuel pipeline from
Sasolburg to ORTIA are expected to be insufficient from
2019 onwards.
2015
Durban to Johannesburg pipeline (DJP)

During the 1960s the existing railway lines from Durban
and Mozambique did not have sufficient capacity to
meet the demand of the Gauteng hinterland for refined
petroleum products. By 1965 a multi-product 12 inch
pipeline, generally known as the DJP, was constructed.
Thepipeline has reached the end of its technical and
economic life and is currently being replaced by a new
24inch Multi-product Pipeline, the MPP24.
2. LIQUID PETROLEUM AND GAS DEMAND
2013
1. Introduction (continued)
South Africa versus cross-border fuel demand
The inland demand area is defined as per the following figure and tables. Each of the demand enclaves are linked to a demand
point being part of the existing oil industry depot infrastructure.
With the introduction of the Clean Fuels 2 programme,

currently promulgated to be introduced in July 2017, it
is expected that Natref would increase production to
nameplate capacity and the COP would again operate at
design capacity.
The current installed capacity of the COP is 7,3 billion
litres per annum.
LTPF 2014
229
2. LIQUID PETROLEUM AND GAS DEMAND (continued)
Inland and coastal demand areas
Durban - Sasolburg
Saldanha Bay - Cape Town
Total Crude Pipelines
Annual Growth
5,3
4,8
10,1
3,5%
5,5
4,8
10,3
1,7%
5,7
5,4
4,8
4,8
10,5 10,2
2,6% -3,3%
5,5
5,4
4,8
4,8
10,4 10,2
1,6% -1,0%
5,7
5,3
4,8
4,8
10,5 10,1
2,6% -4,0%
5,4
4,8
10,2
1,2%
bi l l i on l i tres per annum
Figure 5: Inland and coastal demand areas
Figure 6: Crude pipeline demand
Refined fuel pipeline demand
2.3
National demand forecast

The table and graph below indicate the national demand forecast for petrol, diesel and jet fuel in billion litres per annum for
the period 2014 to 2043. The national liquid fuel demand forecast is shown in the table.
Table 3: South Africa refined fuel: Petrol, diesel and jet fuel demand
The coastal demand area is shown for clarity.
Significantly, Botswana and Lesotho form part of the
inland demand area, while Namibia and Swaziland are
within the coastal demand areas. Botswana, Lesotho,
Swaziland and Namibia are all members of the South
African Customs Union.
2.2
Crude oil pipeline demand

The table below indicates the long-term forecasted
inland crude demand. The COP from Durban to Sasolburg
supplies Natref, the inland refinery owned by Sasol
and Total. It is not expected that the shareholders
will increase the refinery capacity beyond its current
nameplate design of 108,7bpd as part of the Clean
Fuels2 (CF2) programme. The current implementation
date for CF2 is July 2017. The ability to achieve this date
is compromised due to the funding mechanism for the
CF2 programme not being finalised by Government.
The oil industry requires approximately five years from
investment decision to implement the changes at their
refineries.
Botswana has indicated a change in policy direction

to diversify supply and source fuel via Mozambique
and Namibia to improve their security of supply. The
impact in the medium-term could see supply from South
Africa to Botswana reduced to less than60% demand.
Overland exports to northern territories are typically
to Zambia, Zimbabwe and Democratic Republic of
theCongo.
Liquid fuel products
2014
2015
2020
2025
2030
2035
2040
2043
Jet
Diesel
Petrol
2,51
11,91
12,27
2,57
12,47
12,36
2,86
15,67
12,86
3,19
19,75
13,38
3,57
25,02
13,93
3,99
31,92
14,52
4,48
41,15
15,15
4,81
48,24
15,55
Total
Annual growth
26,69
3,3%
27,40
2,7%
31,39
2,9%
36,32
3,1%
42,52
3,4%
50,43
3,7%
60,79
4,1%
68,60
4,3%
Billion litres per annum.
Figure 7: South Africa refined fuel: Petrol, diesel and jet fuel demand
Table 2: Crude oil pipeline supply and demand 2014 to 2043

Crude oil pipeline
Durban Sasolburg
Saldanha Bay
CapeTown
Total crude
pipelines
2014
2015
2016
2017
2018
2019
2020
2023
2033
2043
5,3
5,5
5,7
5,4
5,5
5,4
5,7
5,3
5,4
5,5
4,8
4,8
4,8
4,8
4,8
4,8
4,8
4,8
4,8
4,8
10,1
10,3
10,5
10,2
10,4
10,2
10,5
10,1
10,2
10,3
For the crude oil pipeline from Saldanha Bay to Cape Town, it is assumed that the Chevron refinery will maintain production
at current installed capacity for the planning period. The utilisation of the Chevron crude pipeline from Saldanha Bay will
therefore remain constant at current capacity.
230
LTPF 2014
LTPF 2014
231
5
4
10
0,5%
Refined fuel pipeline

DJP
MPP24
NGP
Total

The growth infuels
petrol consumption
is expected
to bedemand
less
Inland
refined fuel supply and demand forecast
Inland refined
supply
and
forecast
than 1% per annum over the period, while diesel growth
2015 (2014
2020
Table 4: Inland refined fuel supply and2014
demand forecast
to 2043)2025
billion litres per annum
Total Inland Demand
Billion litres per annum
Annual Growth
Total inland demand

Annual growth (%)
Supply from
Inland
Supply
fromRefineries
inland refineries
Supply
from coast
Secunda
Supply from coast by road
Natref
Supply from coast by rail
Supply from coast by pipeline
2014
18437
3,2
9080
9356
251
2433
6673
18 437
18 944
21 817
25 386
3,2%
2,7%
2,8%
3,1%
2015
2020
18944
2,7
9 080
9348
9596
3 940
5 140 319
3231
6046
21817
2,8
9 348
9590
12227
3 861
5 487299
3054
8873
2025
2030
25386
3,1
9 590
9520
15866
4 178
5 413325
3087
12454
29889
3,3
9 520
9362
20527
4 236
5 284355
3438
16734
2030
3035
29 889
3035
3,3%
35663
3,7
9 362
9715
4 25948
186
1127
5 176
3830
20991
2040
35 663
2040
43 246
2042
3,7%
2042
47 141
2043
3,9%
43246
3,9
9 715
9659
433587
113
2588
5 602
4289
26711
4,5%
47141
4,5
9 659
9364
437776
368
3822
5 291
4519
29435
49077
3,9
9 9404
364
440673
188
5 3978
177
4840
31855
Supply from
Coast
527
2543246
948
33 587
776
Total
supply to inland
18437 9 356
18944 9 596
21817 12 227
25386 15 866
29889 20 35663
47141 3749077
Supply from Coast by Road
251
319
299
325
355
1 127
2 588
3 822
The
following
The inland
production
is supplemented
by4 519
Supply
fromgraph
Coastshows
by Railthe supply required
2 433 to satisfy
3 231 the inland
3 054 demand.
3 087
3 438
3 830
4 289
product from the coast, transported by road, rail and pipelines. The pipeline supply consists of the Durban-Johannesburg
Supply (DJP),
from Coast
Pipeline
6 046
8 873
12 454
16 734
20 991
26 711
29 435
Pipeline
MPP24by
and
or the NGP. 6 673
Figure 8: Inland refined fuel supply and demand forecast (2014 to 2043)
Total Supply to Inland
18 437
18 944
21 817
25 386
29 889
35 663
43 246
47 141
2014
3,6
3,1
0,0
6,7
2015
0,0
6,0
0,0
6,0
2016
0,0
6,1
0,0
6,1
Figure 9: Refined fuel pipeline demand: Scenario 1 with NGP
The following table indicates the inland supply and

demand for refined fuels for the 30-year period 2013 to
2042. Inland demand includes volumes to Lesotho and
Botswana, but excludes over border exports.
is anticipated to be in the 4% to 5% range. Jet fuel

consumption remains lower than 2,5% for the period.
2013
3,5
3,1
0,0
6,7
2017
0,0
6,8
0,0
6,8
2018
0,0
3,3
4,6
7,9
2019
0,0
3,2
5,3
8,5
2020
0,0
3,2
5,7
8,9
2023
0,0
2,9
7,9
10,8
2033
0,0
6,3
12,9
19,2
2043
0,0
19,7
11,2
30,9
35
2043
49 077
3,9%
9 404
4 113
5 291
40 673
3 978
4 840
31 855
30
25
20
Ngqura-Gauteng (NGP)
15
Durban-Gauteng (MPP24)
Durban-Johannesburg (DJP)
10

Scenario 2 with0 coastal shipping
5
49 077
The following table shows the various pipeline utilisations for the period 2014 to 2043 for scenario 2 based on the forecasted
demand requirements.
Table 6: Refined fuel pipeline demand: Scenario 2 with coastal shipping
Refined fuel
pipeline
Refined
fuel pipeline 2013
DJP
DJP
3,5
MPP24
MPP24 NGP
3,1
NGP
0,0
Total
Total
6,7
20142014 2015
2017
2015 2016
2016
2017
3,6 3,6 0,0 0,0
0,0
3,1
6,0
6,1
6,8
3,1 0,0 6,0 6,1
6,8
0,0 6,7 0,06,0 0,06,1
0,0
6,8
6,7
6,0
6,1
6,8
2018
2018
0,0
7,6
7,6
0,0
7,6
7,6
Figure 10: Refined fuel pipeline demand: Scenario 2 with coastal shipping
2019
0,0
8,2
8,2
0,0
8,2
8,2
2019
2020
0,0
8,5
8,5
8,50,0
8,5
2020
2023 203320332043 2043

0,0
0,0
0,0
10,5
19,0
30,6
10,5
19,0
30,6
10,5 0,0 19,0 0,030,6 0,0
10,5
19,0
30,6
2023
35
30
The following table shows pipeline utilisation for period 2014 to 2043 for scenario 1 based on the forecasted demand
requirements.
25
Table 5: Refined fuel pipeline demand: Scenario 1 with NGP

Refined fuel pipeline
2014
2015
2016
2017
2018
2019
2020
2023
2033
2043
DJP
MPP24
NGP
3,6
3,1
0,0
0,0
6,0
0,0
0,0
6,1
0,0
0,0
6,8
0,0
0,0
3,3
4,6
0,0
3,2
5,3
0,0
3,2
5,7
0,0
2,9
7,9
0,0
6,3
12,9
0,0
19,7
11,2
Total
6,7
6,0
6,1
6,8
7,9
8,5
8,9
10,8
19,2
30,9
20
15
10
Ngqura-Gauteng (NGP)
Durban-Gauteng (MPP24)
Durban-Johannesburg (DJP)
5
0
232
LTPF 2014
LTPF 2014
233
Table: Gas pipeline demand

Gas Pipeline
Offshore-Mossel Bay (NG)
Secunda - Durban (MH4)
Temane-Secunda (NG)
Total Gas Pipelines
Annual Growth
2013
1486,0
320,0
2351,9
4158
2014
1486
331
2352
4169
0,3%
2015
1486
344
2352
4182
0,3%
2016
1486
361
2352
4199
0,4%
2017
1486
363
2352
4201
0,0%
2018
1486
372
2352
4210
0,2%
2019
1486
382
2352
4220
0,2%
2020
2023
2033
1486
1486
1486
392
421
538
2352
2352
2352
4229 4258,4 4376,2
0,2%
0,2%
0,3%
2043
1486
689
2352
4527,0
0,4%
Mi l l i on Cubi c Meters p.a .

Figure 11: Gas pipeline demand (billion litres per annum)
thecurrent rail and dedicated Sasolburg pipeline

capacity will need to be supplemented to service
the inland jet demand. This additional capacity can
be supplied by the MPP24, but can be done by either
increasing the rail block trains in the short term.
Jet fuel demand

The table below indicates the inland jet fuel supply
and demand for the 30-year period in billion litres
per annum. The various jet fuel supply sources are
shown separately and consist of supplies from Natref
(Sasolburg) in the dedicated jet fuel pipeline to ORTIA,
the supply ex-coast by rail and road, and the demand
requirement to be supplemented in the MMP24. The
current demand forecast indicates that beyond 2019
It is envisaged that the jet fuel in the MPP24 quality

issue will be resolved by the Clean Fuels 2 introductory
date of 2017.
Table 7: Jet fuel supply and demand for inland area for the period 2014 to 2043
Billion litres
per annum
Jet fuel
demand
Demand
growth(%)
Jet fuel
logistics
capacity
SasolburgOrtia avtur
line
Durban-Ortia
rail
Road
MPP24Jameson
Park-Ortia
2014
2015
2016
2017
2018
2019
2020
2021
2022
2032
2042
2043
1,9
1,94
1,98
2,03
2,07
2,12
2,16
2,21
2,26
2,81
3,53
3,61
2,7
2,2
2,2
2,2
2,2
2,2
2,2
2,2
2,2
2,2
2,3
2,3
2,15
2,15
2,15
7,41
7,41
7,41
7,41
7,41
7,41
7,41
7,41
7,41
1,31
1,31
1,31
1,31
1,31
1,31
1,31
1,31
1,31
1,31
1,31
1,31
0,83
0,01
0,83
0,01
0,83
0,01
0,83
0,01
0,83
0,01
0,83
0,01
0,83
0,01
0,83
0,01
0,83
0,01
0,83
0,01
0,83
0,01
0,83
0,01
5,26
5,26
5,26
5,26
5,26
5,26
5,26
5,26
5,26
The South African gas market is currently small in relation to other energy sources. It does, however, have the potential for
significant growth if commercially viable gas discoveries are developed.
2.4 Gas pipeline demand

The following table indicates the gas demand in the pipelines to supply the various markets in South Africa:
Table 8: Gas pipeline demand
2014
2015
2016
2017
2018
2019
2020
2023
2033
2043
Offshore-Mossel Bay (NG)

Secunda-Durban (MH4)
Temane-Secunda (NG)
Gas pipeline
1 486
331
2 352
1 486
344
2 352
1 486
361
2 352
1 486
363
2 352
1 486
372
2 352
1 486
382
2 352
1 486
392
2 352
1 486
421
2 352
1 486
538
2 352
1 486
689
2 352
Total gas pipelines

Annual growth (%)
4 169
0,3
4 182
0,3
4 199
0,4
4 201
0,0
4 210
0,2
4 220
0,2
4 229
0,2
4 258,4
0,2
4 376,2
0,3
4 527,0
0,4
Million cubic meters pa.
The Offshore-Mossel Bay pipeline supplies the GTL

refinery in Mossel Bay, the Lilly line (Secunda to Durban)
supplies various industrial users and the TemaneSecunda pipeline supplies natural gas feedstock to the
Sasol plants in Secunda and Sasolburg and to industrial
users as an energy carrier.
234
LTPF 2014
Sasol currently delivers more than 120 million giga joules

(MGJ) per annum of natural gas or methane-rich gas to
customers in Gauteng, Free State, KwaZulu-Natal and
Mpumalanga.
LTPF 2014
235
3. PIPELINE DEVELOPMENT PLANS

3.1 Development scenarios
The proposed Mthombo oil refinery at the Port of
Ngqura is a Government initiative motivated by
concerns about Security of Supply (SoS) of liquid fuels,
specifically:
The Government requires 30% of South Africas crude
requirements to be sourced by non-international oil
companies (IOCs);
Concerns about South Africas reduced crude oil
refining capacity; and
The need for a more involved national oil company
(NOC) as an instrument of SoS.
Two pipeline scenarios were developed for the
LTPF to support the proposed Mthombo refinery in
transporting refined fuel to the hinterland:
Scenario 1: Transport refined fuel via proposed NGP;
and
Scenario 2: Ship refined fuel from Ngqura to Durban
and then transport via the MPP24 to Gauteng.
Scenario 1: Mthombo refinery with Ngqura to

Gauteng pipeline
This scenario envisages the building of a new pipeline
from Ngqura to link into the current network at either
Kroonstad or Jameson Park near Heidelberg, Gauteng.
The new pipeline will be commissioned in the same year
that the Mthombo refinery comes online.
The assumption in this scenario is that the Mthombo
refinery will be constructed and commissioned by 2018.
It is currently envisaged that the Mthombo refinery
will only be commissioned well into the 2020s. With the
implementation of additional refining capacity South
Africa will become a net exporter of liquid fuel for a
significant period.
This scenario has significant implications for the
Total
liquid fuels supply and demand
utilisation and capacity expansion plans of the MPP24
during the next 15 to 20 years. The implications for the
MPP24 are, due to the under-utilisation of existing
Figure 12: Total liquid fuels supply and demand forecast
capacity for a period of time, that the pipeline tariffs

will increase and the current capacity expansion plans
would need to be adjusted accordingly.
The building of the Ngqura pipeline does not impact on
all of the future MPP24 investments. The investment
in TM2 at Jameson Park will still be required to
accommodate the increased demand. Consequently,
only the investments in the additional MPP24 pump
stations and TM1 (Island View) will be postponed.
The timing of the investment decision and subsequent
implementation of the new refinery will impact the
investment plan of the MPP24.
Scenario 2: Mthombo refinery with coastal

shipping to Durban
Scenario 2 does not include the proposed NGP. This
scenario rather assumes that coastal shipping will
be used to transport the refined fuel from the port
of Ngqura to the port of Durban from where it will be
transported in the MPP24 to Gauteng. This will require
additional berth capacity at both Ngqura and Durban.
The demand growth and CF2 refinery expansion
assumptions remain for scenario 1.
This scenario assumes the original design expansion
plan for the MPP24 subject to demand growth
fluctuations.
Mthombo impact refined fuels imports

Total liquid fuel volumes moved in and through South
Africa are envisaged to grow from the current 34 billion
litres to more than 82 billion litres by 2043. The graph
below illustrates the supply and demand balance. The
various demand curves are offset by local production
and imports. With a delay in the implementation of
Mthombo, the period of over supply would move out in
forecasttime and oversupply will be reduced, as the market will
be able to absorb more local production.
The product is received in the inland accumulator

terminal (TM2) at Jameson Park from where it is
transported into various pipelines to final destination at
oil industry storage depots. The inland terminal can also
receive product from Natref (Sasolburg) and Sasol2
and 3 (Secunda). In exceptional cases, products can
bypass the inland terminal for direct delivery to industry
storage facilities.
3.2 New Multi-Product Pipeline

The South African economy depends on the secure
supply of fuel into the inland region, where the demand
for fuel based on the long-term forecast is growing
from an expected 18,4 billion litres per annum in 2014 to
approximately 49,1 billion litres per annum in 2043.
The pipeline also needs to have sufficient spare capacity
to service a major supply disruption from the Coal to
Liquids (CTL) plants at Secunda. The MPP24 is replacing
the 12 inch DJP and has a capacity of 8,7 billion litres
per annum and at full capacity will be able to deliver
26,3billion litres per annum.
For the first phase of the implementation, the MPP24

will have five pump stations one at TM1, three along the
route and one at TM2. Adding additional pump stations
to the system can increase capacity.
The interface or intermix will be stored at Jameson
Park accumulator terminal (TM2) until a batch can be
scheduled to be transported by pipeline for processing
at the refractionator at the Tarlton Depot.
The MPP24 is aligned with the Energy Security Master

Plan of the Department of Energy. The pipeline is
555km and the system consists of a trunk line and two
accumulator terminals, one on either side of the pipeline,
ie TM1 in Durban and TM2 at Jameson Park in Gauteng.
The MPP24 was constructed in accordance with best

practice in the field of pipeline construction, reflecting
the significant advances that have been made over the
years in pipeline and construction technology.
The coastal terminal (TM1) will receive product from

various suppliers in Durban from where it will be injected
into the trunk line. The scheduling of the trunk line
will be driven by the demand in the off-take areas, the
maximisation of batch sizes and the minimisation of the
interfaces between products.
The following table show the MPP24 capacity expansion

options for the two scenarios:
Table 8: Timing of MPP24 capacity expansion for the two scenarios
MPP24 expansion year
Scenario 1:
Ngqura-Gauteng pipeline
(billion litres pa)
Scenario 2:
Coastal shipping to Durban
(billion litres pa)
2010
8,8
8,8
2020
8,8
11,9
2024
8,8
16,9
2030
8,8
22,3
2036
11,9
23,8
2038
11,9
26,3
2039
16,9
26,3
2042
18,3
26,3
The key issues that will impact the timing of the expansions are:
The inland market demand growth;
The ability of the inland refineries to supply a minimum base load of fuel;
The building of a new pipeline from the proposed Mthombo refinery which could delay part of the phase 2 expansion to the
2030 to 2035 period; and
Security of supply considerations.
It should be noted that based on the timing of the Mthombo refinery decision, only part or the full phase 2 expansion
investments will be incurred (TM2 tanks will have to be built as well as the Kroonstad to Sasolburg pipeline leg). It is thus
critical that the investment decisions be coordinated at a national level between the government entities involved.
236
LTPF 2014
LTPF 2014
237
NGP 3.
and
MPP24 pipeline
capacity utilisation
for(continued)
scenario 1
PIPELINE
DEVELOPMENT
PLANS
The following graph shows the utilisation of the MPP24 and NGP (scenario 1) and the impact on the timing of the planned
MPP24 expansion phases.
The figure below shows the phased expansion of the MPP24 through time as product demand increases and supply is
imported through Durban either from Mthombo or other sources (scenario 2).
MPP24
pipeline capacity utilisation for scenario 2
With the delay in the implementation of the Mthombo refinery now expected well post 2020, it is evident from the below
Figure 13: NGP and MPP24 pipeline capacity utilisation for scenario 1
graph that the MPP24 phase 2 expansion will be required before the refinery is built.
This will put additional pressure on a no pipeline scenario for Mthombo as the MPP24 phase 2 will increase capacity to 11,9
billion litres per annum and as indicated in the figure above will be underutilised for at least 10 years until demand growth has
caught up with installed capacity.
Figure 14: MPP24 pipeline capacity utilisation for scenario 2
The figure above shows the delayed expansion of the MPP24 as product is transported inland in the new NGP from the
Mthombo refinery. During the period until the capacity of the NGP is reached, the MPP24 volume will show a steady decline
where after it would pick up and take up the growth in the inland market.
The following table shows the volumes transported in each of the pipelines for the 30-year planning period.
3.3
Table 9: Liquid fuel pipeline utilisation DJP, MPP24 and Ngqura

Network diagram
2014
2015
2016
2017
2018
2019
2020
2023
2033
2043
DJP
Petrol
Diesel
3,02
0,57
MPP24
Petrol
Diesel
Jet
3,08
2,57
3,48
2,58
3,56
2,71
4,08
1,94
1,35
1,92
1,26
1,91
1,23
0,03
1,86
0,86
0,20
1,69
4,11
0,45
2,44
16,02
1,23
Total
6,67
6,05
6,14
6,80
3,28
3,18
3,17
2,91
6,25
19,69
Growth from the previous year (%)

Coega pipeline
(2)
10
11
19
Petrol
Diesel
Jet
1,23
3,24
0,17
1,45
3,67
0,21
1,47
4,01
0,22
1,77
5,90
0,20
2,98
9,48
0,49
3,34
7,41
0,41
Total
4,63
5,33
5,70
7,87
12,95
11,16
15
Growth from the previous year (%)
Refined fuel pipeline net work
(52)
(3)
(2)
The following two diagrams indicate the schematic layout of the pipeline system for 2014 and 2020. The key difference is the
decommissioning
of the DJP.
Refined fuel
pipeline network
diagram for 2014
Waltloo
LTPF 2014
Witbank
Waltloo
Witbank
Kendal
Kendal
Airport
Rustenburg
Tarlton
Airport
Langlaagte
Alrode
Klerksdorp
Sasolburg
(2)
2014 Pipeline system
238
Refined fuel pipeline network diagram for 2020
Figure 15: Pipeline network diagram for 2014 and 2020: Scenerio 2
Secunda
Jameson
Park
Rustenburg
Tarlton
Langlaagte
Alrode
Klerksdorp
Coalbrook
Sasolburg
Kroonstad
Kroonstad
Bethlehem
Bethlehem
Ladysmith
Ladysmith
Durban
Durban
Secunda
Jameson
Park
Coalbrook
2020 Pipeline system
LTPF 2014
239
3. PIPELINE DEVELOPMENT PLANS (continued)

Refined fuel pipeline utilisation for 2043
Figure 18: Network utilisation for 2043 based on average monthly pipeline demand: Scenario 2
Network utilisation
The
following diagrams
indicate theutilisation
pipeline utilisation
the various liquid fuels pipelines in the network for 2014, 2034 and
Refined
fuel pipeline
forfor2014
2043 based on average monthly pipeline demand.
Witbank
Waltloo
90%
Airport
22%
%18
114
%
Witbank
Waltloo
Kendal
47% (petrol)
Airport
15%
Rustenbur
g
124
%
Tarlto
n
20% (diesel)
Langlaagt
e
1%
Jameson
Park
49%
Sasolburg
Coalbrook
89%
100
%
Durban
Note
that in thefuel
2034 pipeline
diagram the MPP24
pipeline isfor
running
more that 80% of capacity and in 2043, the Jameson Park
Refined
utilisation
2034
Kendal line section, Tarlton Rustenburg line section and the MPP24 exceed the installed capacity.
Jameson
Park
Secunda
77%
Coalbrook
Kroonstad
MPP24 trunk line and Ngqura Pipeline capacity utilisation

Scenario 1 and Scenario 2
Bethlehem
Ladysmith
Bethlehem
Ladysmith
Alrode
Sasolburg
71%
Kroonstad
0%
96% (diesel)
Langlaagt
e
Secunda
67%
Klerksdorp
Alrode
Tarlto
n
50%
30%
Rustenbur
g
19%
48%
Klerksdorp
1% (petrol)
19%
26%
Kendal
Average Demand
Durban
1% -59%
50%
2025 2027 2029 2031 2033 2035 2037 2039 2041 2043
PIPELINE SECTION 2013 2015 2017 2019 2021 2023
60% -79%
61%
NMPP
36% 69% 78% 36% 25% 21% 15%
9% 10% 17% 24% 31%
40% 51% 61% 75%
80%-100% 85%
Coega Pipeline
0%
0%
0% 61% 78% 60% 75% 81% 86% 88% 87% 85%
84% 82% 79% 75%
Multi-product Pipeline
>100%
101%
The
Peakfollowing
Seasonaldiagrams
Demand indicate the pipeline utilisation through time (2014 to 2043) and show when the regional sections of
the pipeline network become constrained. The average and peak seasonal demand is shown for the MPP24 (trunk line) and the
PIPELINE SECTION 2013 2015 2017 2019 2021 2023 2025 2027 2029 2031 2033 2035 2037 2039 2041 2043
utilisation for average demand in the eastern, western and northern sections of the pipeline system. Each pipeline section is
MPP24
44% 81% 92% 42% 29% 23% 16%
9% 11% 20% 28% 37%
48% 61% 74% 90%
shown separately for the various network regions.
Coega Pipeline
0%
0%
0% 72% 93% 72% 90% 97% 104% 105% 104% 101% 100% 97% 93% 89%
Figure 19: MPP24 trunk line and Ngqura pipeline capacity utilisation: Scenario 1
MPP24 trunk line and Ngqura Pipeline capacity utilisation

Scenario 1 and Scenario 2
Average Demand
1% -59%
50%
Average Demand
60% -79%
61%
MPP24
36% 69% 78% 93% 78% 75% 70% 53% 58% 66% 72% 79%
87% 96% 105% 116%
-59%
50%
PIPELINE SECTION 2013 2015 2017 2019 2021 2023 2025 2027 2029 2031 2033 2035 2037 2039 2041 2043 1%80%-100%
85%
60% -79%
61%
NMPP
36% 69% 78% 36% 25% 21% 15%
9% 10% 17% 24% 31%
40% 51% 61% 75%
>100%
#####
Peak Seasonal Demand
80%-100% 85%
Coega Pipeline
0%
0%
0% 61% 78% 60% 75% 81% 86% 88% 87% 85%
84% 82% 79% 75%
>100%
101%
MPP24
44% 81% 92% 110% 92% 88% 82% 63% 68% 78% 86% 94% 104% 115% 125% 139%
Regular pipeline expansions (additional pump stations and tanks) are scheduled for the MPP24 to alleviate any constraints
MPP24
44% 81% 92% 42% 29% 23% 16%
9% 11% 20% 28% 37%
48% 61% 74% 90%
that might occur. The pipeline only becomes constrained for scenario 2 in 2042 and 2038 for the peak demand case.
Coega Pipeline
0%
0%
0% 72% 93% 72% 90% 97% 104% 105% 104% 101% 100% 97% 93% 89%
Figure 20: MPP24 trunk line capacity utilisation: Scenario 2
Average Demand
PIPELINE SECTION
MPP24
2013 2015 2017 2019 2021 2023 2025 2027 2029 2031 2033 2035
36%
69%
78%
93%
78%
75%
70%
53%
58%
66%
72%
79%
2037 2039 2041 2043

87%
96% 105% 116%
1% -59%
50%
60% -79%
61%
80%-100%

MPP24
44% 81% 92% 110% 92% 88% 82% 63% 68% 78% 86% 94% 104% 115% 125% 139%
240
LTPF 2014
>100%
85%
#####
LTPF 2014
241
Refined products (average and peak demand)

Eastern network
Eastern network
Eastern
network
The eastern network comprises pipelines running from Secunda to Jameson Park, to Kendal node and onto Waltloo and

Northern network
Northern
network
Northern
network
The northern network comprises the pipeline running from Jameson Park though the Alrode node to Rustenburg and
ORTambo International Airport (ORTIA).
Witbank.
Figure 21:Products
Eastern network
refined products (average demand)
Refined
Eastern Network
1% -59%
50%
60% -79%
61%
80%-100%
1% -59%
>100%
60% -79%
Pipeline Section Design Capacity Utilisation - Average Demand
Refined Products Eastern Network
Figure 23: Northern network refined products (average demand)

Refined
Products Northern Network
85%
50%
101%
61%
Refined Products Northern Network
80%-100%
85%
PIPELINE SECTION
2013 2015 2017 2019 2021 2023 2025 2027 2029 2031 2033 2035 2037 2039
2041 2043
Pipeline
Section
Design
Capacity
Utilisation
Average
Demand
>100%
101%
Secunda-Kendal (20")
25% 25% 25% 22% 22% 21% 21% 20% 20% 19% 20% 19%
19% 18% 18% 17%
Secunda-Kendal
(12")
15%
9%
5%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
PIPELINE SECTION
2013 14%
2015 13%
2017 2019
2021
2023
2025
2027
2029
2031
2033
2035
2037
2039
2041
2043
Jameson
Park-Kendal
14%
16%
20%
30%
37%
46%
50%
57%
63%
70%
77%
87%
97%
97%
120%
126%
25% 25% 25% 22% 22% 21% 21% 20% 20% 19% 20% 19%
19% 18% 18% 17%
Secunda-Jameson
Park
5%
15% 0%
14% 0%
13% 0%9% 0%5% 0%0% 0%0% 0%0% 0%0% 0%0% 0%0% 0%0% 0%0% 0%0% 0%0% 0%0%
Kendal
Waltloo
31% 33% 36% 38% 41% 44% 47% 50% 54% 59% 59% 69%
75% 76% 79% 97%
Jameson
Park-Kendal
14% 16% 20% 30% 37% 46% 50% 57% 63% 70% 77% 87%
97% 97% 120% 126%
Kendal-Witbank
23% 21% 23% 28% 32% 36% 39% 43% 47% 50% 55% 60%
67% 74% 82% 90%
Secunda-Jameson Park
5%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
Kendal Waltloo
Kendal-Witbank
31%
33%
36%
38%
41%
44%
47%
50%
54%
59%
59%
69%
75%
76%
79%
97%
23%
21%
23%
28%
32%
36%
39%
43%
47%
50%
55%
60%
67%
74%
82%
90%
Refined Products Eastern Network

Pipeline
Section
Design Capacity
Utilisation
- Peak Demand
Refined
Products
Eastern
Network
1% -59%
50%
60% -79%
61%
80%-100%
1% -59%
85%
50%
>100%
60% -79%
101%
61%
80%-100%
85%
PIPELINE SECTION
2013 2015 2017 2019 2021 2023 2025 2027 2029 2031 2033 2035 2037 2039
2041 2043
Secunda-Kendal
(20") Capacity Utilisation
27% 27%- Peak
27% Demand
24% 24% 23% 23% 22% 22% 21% 22% 20%
21% 19%
Pipeline Section Design
>100% 20% 18%
101%
Secunda-Kendal
(12")
19% 17% 16% 11%
6% 12%
8%
0%
0%
0%
0%
0%
0%
0%
0%
0%
PIPELINE SECTION
2013 2015 2017 2019 2021 2023 2025 2027 2029 2031 2033 2035 2037 2039 2041 2043
Jameson
Park-Kendal
17% 20% 25% 36% 45% 56% 61% 69% 76% 79% 94% 99% 117% 131% 146% 154%
27% 27% 27% 24% 24% 23% 23% 22% 22% 21% 22% 20%
21% 19% 20% 18%
5%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
19% 17% 16% 11%
6% 12%
8%
0%
0%
0%
0%
0%
0%
0%
0%
0%
Kendal
Waltloo
36% 39% 41% 44% 47% 51% 55% 59% 64% 69% 75% 76%
79% 97% 99% 99%
Jameson Park-Kendal
17% 20% 25% 36% 45% 56% 61% 69% 76% 79% 94% 99% 117% 131% 146% 154%
Kendal-Witbank
27%5% 26%0% 28%0% 33%0% 39%0% 43%0% 47%0% 51%0% 56%0% 61%0% 66%0% 73%0% 82%0% 90%0%100%0%110%0%
Kendal Waltloo
36% 39% 41% 44% 47% 51% 55% 59% 64% 69% 75% 76%
79% 97% 99% 99%
Refined
products
(average
and
peak
demand)
TheKendal-Witbank
eastern network will
only experience
capacity
constraints
towards 2040.
27% 26% 28% 33% 39% 43% 47% 51% 56% 61% 66% 73%
82% 90% 100% 110%
Refined products
(average and peak demand)
Western
network
Western
network
Western
network
The western
network comprises pipelines running from Natref in Sasolburg to Jameson Park, south to Kroonstad and west to
Klerksdorp. It also includes the dedicated Avtur pipeline.
Figure 22: Western network refined products (average demand)
1% -59%
60%
-79%
1% -59%
Refined Products Western Network


PIPELINE SECTION
Natref-Kroonstad
PIPELINE SECTION
Natref-Klerksdorp
Natref-Kroonstad
Natref-Ortia
(Avtur)
Natref-Klerksdorp
Natref-Jameson
Park
Natref-Ortia (Avtur)
Jameson
Park-Natref
Natref-Jameson
Park
Jameson Park-Natref
50%
61%
50%
80%-100%
60% -79%
>100%
80%-100%
85%
61%
101%
85%
>100%
101%
2013 2015 2017 2019 2021 2023 2025 2027 2029 2031 2033 2035
2037 2039 2041 2043
0% 2015
22% 2017
22% 2019
15% 2021
15% 2023
15% 2025
16% 2027
16% 2029
17% 2031
17% 2033
18% 2035
19%
2013
19% 2039
20% 2041
21% 2043
22%
2037
48%
0%
50%
22%
51%
22%
53%
15%
54%
15%
55%
15%
57%
16%
59%
16%
61%
17%
62%
17%
64%
18%
66%
19%
69%
19%
71%
20%
74%
21%
77%
22%
85%
48%
85%
50%
85%
51%
85%
53%
85%
54%
85%
55%
85%
57%
85%
59%
85%
61%
85%
62%
85%
64%
85%
66%
85%
69%
85%
71%
85%
74%
85%
77%
12%
85%
33%
85%
31%
85%
34%
85%
30%
85%
38%
85%
25%
85%
16%
85%
20%
85%
16%
85%
15%
85%
19%
85%
16%
85%
15%
85%
18%
85%
15%
85%
0%
12%
0%
33%
0%
31%
0%
34%
0%
30%
0%
38%
0%
25%
3%
16%
3%
20%
17%
16%
18%
15%
19%
19%
20%
16%
21%
15%
22%
18%
23%
15%
0%
0%
0%
0%
0%
0%
0%
3%
3%
17%
18%
19%
20%
21%
22%
23%

1% -59%
60%
-79%
1% -59%
1% -59%
50%
60% -79%
61%
80%-100%
1% -59%
>100%
60% -79%
85%
50%
101%
61%
PIPELINE SECTION
2013 2015 2017 2019 2021 2023 2025 2027 2029 2031 2033 2035 2037 2039
2041 2043
80%-100%
85%
Jameson
Park-Ortio
(Jet)
0%
0%- Average
0%
4%
6%
7%
9% 11% 13% 16% 18% 20%
23% >100%
25% 28% 31%
Pipeline Section
Design
Capacity Utilisation
Demand
101%
Jameson Park-Alrode (Petrol) 3% 36% 36% 37% 38% 39% 39% 40% 41% 42% 43% 43% 44% 45% 46% 47%
PIPELINE SECTION
2013 2015 2017 2019 2021 2023 2025 2027 2029 2031 2033 2035 2037 2039 2041 2043
Jameson Park-Alrode (Diesel) 19% 21% 23% 26% 28% 32% 35% 39% 44% 49% 55% 61% 68% 77% 86% 96%
Jameson Park-Ortio (Jet)
0%
0%
0%
4%
6%
7%
9% 11% 13% 16% 18% 20%
23% 25% 28% 31%
Alrode Langlaagte
19% 19% 19% 20% 22% 23% 25% 27% 29% 31% 33% 35%
38% 42% 46% 50%
Langlaagte Tarlton
19% 18% 18% 19% 21% 22% 24% 26% 27% 29% 32% 34%
37% 40% 44% 48%
Tarlton Rustenburg
24% 27% 30% 33% 37% 41% 45% 51% 56% 62% 69% 78%
87% 98% 109% 124%
Alrode Langlaagte
19% 19% 19% 20% 22% 23% 25% 27% 29% 31% 33% 35%
38% 42% 46% 50%
Langlaagte Tarlton
19% 18% 18% 19% 21% 22% 24% 26% 27% 29% 32% 34%
37% 40% 44% 48%
Tarlton Rustenburg
24% 27% 30% 33% 37% 41% 45% 51% 56% 62% 69% 78%
87% 98% 109% 124%

Pipeline Section Design Capacity Utilisation - Peak Demand
Jet Fuel
1% -59%
50%
60% -79%
61%
80%-100%
1% -59%
>100%
60% -79%
85%
50%
101%
61%
PIPELINE SECTION
2013 2015 2017 2019 2021 2023 2025 2027 2029 2031 2033 2035 2037 2039
2041 2043
80%-100%
85%
Jameson
Park-Ortia
(Jet)
0%
0%- Peak
0%Demand
5%
7%
9% 11% 13% 16% 18% 21% 24%
27% >100%
30% 33% 37%
Pipeline Section
Design
Capacity Utilisation
101%
PIPELINE SECTION
2013 2015 2017 2019 2021 2023 2025 2027 2029 2031 2033 2035 2037 2039 2041 2043
Jameson Park-Ortia (Jet)
0%
0%
0%
5%
7%
9% 11% 13% 16% 18% 21% 24%
27% 30% 33% 37%
Alrode Langlaagte
21% 22% 22% 24% 25% 27% 29% 31% 34% 36% 39% 42%
45% 50% 55% 60%
Langlaagte Tarlton
22% 21% 21% 23% 24% 26% 28% 30% 32% 35% 38% 41%
44% 48% 52% 57%
Tarlton Rustenburg
28% 32% 35% 39% 44% 49% 54% 60% 67% 75% 83% 94% 105% 118% 132% 150%
Alrode Langlaagte
21% 22% for
22% 24%
25% and
27% 29%
31% 34% 36% 39% 42%
45% 50% 55% 60%
Pipeline
schematic layout
2014
2020
Langlaagte
22% 21%
21% until
23% 2035,
24% where
26% 28%
32% 35% 38% 41% section
44% 48%
52% additional
57%
The
northernTarlton
network has sufficient
capacity
after30%
the Tarlton-Rustenburg
requires
Tarlton Rustenburg
28% 32% 35% 39% 44% 49% 54% 60% 67% 75% 83% 94% 105% 118% 132% 150%
capacity.
Jet fuel pipeline

The following diagrams indicate the schematic layout and capacity of the jet fuel pipelines inland for 2013 and 2020. Notethe
addition of the dedicated jet fuel pipeline from Jameson Park to ORTIA to supplement jet fuel supply by pipeline from the
coast.
Figure 24: Jet fuel pipeline schematic layout for 2014 and 2020
50%
61%
50%
80%-100%
60% -79%
>100%
80%-100%
85%
61%
101%
85%
>100%
101%
PIPELINE SECTION
2013 2015 2017 2019 2021 2023 2025 2027 2029 2031 2033 2035 2037 2039 2041 2043
Natref-Kroonstad
0% 2015
26% 2017
26% 2019
17% 2021
18% 2023
18% 2025
19% 2027
19% 2029
20% 2031
21% 2033
22% 2035
22% 2037
23% 2039
25% 2041
26% 2043
27%
PIPELINE SECTION
2013
Natref-Klerksdorp
57%
82%
Natref-Kroonstad
0% 59%
26% 60%
26% 62%
17% 64%
18% 66%
18% 68%
19% 70%
19% 72%
20% 74%
21% 76%
22% 79%
22%
23% 85%
25% 88%
26% 92%
27%
Natref-Ortia
(Avtur)
85%
85%
Natref-Klerksdorp
57% 85%
59% 85%
60% 85%
62% 85%
64% 85%
66% 85%
68% 85%
70% 85%
72% 85%
74% 85%
76% 85%
79%
82% 85%
85% 85%
88% 85%
92%
Natref-Jameson
Park
14%
17%
Natref-Ortia (Avtur)
85% 38%
85% 36%
85% 40%
85% 34%
85% 45%
85% 28%
85% 18%
85% 21%
85% 18%
85% 17%
85% 20%
85%
85% 16%
85% 20%
85% 16%
85%
Jameson
Park-Natref
0% 38%
0% 36%
0% 40%
0% 34%
0% 45%
0% 28%
0% 18%
4% 21%
4% 21%
24%
Natref-Jameson
Park
14%
18% 22%
17% 23%
20%
17% 26%
16% 27%
20% 29%
16%
Jameson Park-Natref
0%
0%
0%
0%
0%
0%
0%
4%
4% 21% 22% 23%
24% 26% 27% 29%
The western network will not experience capacity constraints for the 30-year period.
242
LTPF 2014
LTPF 2014
243
Jet fuel pipeline capacity utilisation
Jet fuel pipeline capacity utilisation

Figure 25: Jet fuel pipeline capacity utilisation 2014 to 2043
The introduction of biofuels in 2015 will require mitigating measures to ensure that there is no cross contamination of jet fuel
with fatty acid methyl ester (FAME) when transported in MPP24.
The building of a jet fuel pipeline to supply the King Shaka International Airport (KSIA) at La Mercy in Durban should be
investigated in future when demand increases to warrant the capital investment. Current demand at the airport is low and jet
fuel is supplied by road tankers.
3.4
The following diagram indicates the jet fuel pipeline utilisation for the 2014, 2024, 2034 and 2043:
Figure 26: Jet fuel pipeline utilisation 2014 to 2043
Pipeline utilisation map 2014
Crude oil pipeline
The diagram
below indicates
the crude
oil pipeline system.
Although the section from Vrede to Secunda was part of the
Crude oil pipeline
schematic
and
utilisation
map
original system to Ogies (near Kendal) it is currently not in service. The various line sections, diameters and flow rates are
shown in the adjacent table.
Figure 28: Crude oil pipeline schematic and pipeline information
Crude oil pipeline schematic and utilisation map
Pipeline utilisation map 2024
The current dedicated jet fuel pipeline from Sasolburg will continue to be run at full capacity for the 30-year planning period
with increased volumes through time in the MPP24.
A key issue for the transport of jet fuel in the MPP24 is the compliance to the CF2 product specification. Jet fuel has high
sulphur content
and hence ajet
technical
to be found
the next two years to transport jet fuel and very
Option
to manage
fuelsolution
fromneeds
Durban
towithin
ORTIA
low sulphur (10ppm) refined products in the MPP24. The below figure depicts the options to manage the impact on jet fuel
toORTIA.
Figure 27: Option to manage jet fuel from Durban to ORTIA
Option for managing jet fuel ex coast into ORTIA
Options for managing jet fuel ex coast into ORTIA
1.
jetJet
in MPP24
and
find
a solution
CF2 else
els move
1. Transport
Transport
in MPP24
and
find
solutionfor
for quality
quality before CF2
moveto
toRail (clean-up issues
2. thereafter...)
Use DJP until CF2 or end of life date whichever is earlier and then move back to rail or MPP24 if
2. Use
DJP until
CF2 or
end of life date whichever is earlier and then move back to rail or MPP24 if
quality
solution
found.
quality solution found.
2014
2017
1% -59% 50%
The capacity utilisation map below indicates that sufficient capacity exists in the system for
the 30-year planning period.
PIPELINE SECTION
2013 2015 2017 2019 2021 2023 2025 2027 2029 2031 2033 2035 2037 2039 2041
60% -79% 61%
Crude
pipeline
Fynland-Newcastle Figure 29:71%
67%oil 74%
73% capacity
74% 72%utilisation
74% 73%map
74% 74% 74% 74%
74% 74% 74%
80%-100% 85%
Newcastle-Coalbrook
71% 67% 74% 73% 74% 72% 74% 73% 74% 74% 74% 74%
74% 74% 74%
>100% 101%
1% -59%
PIPELINE SECTION
Fynland-Newcastle
Newcastle-Coalbrook
2013 2015 2017 2019 2021 2023 2025 2027 2029 2031 2033 2035
2037 2039 2041
71%
67%
74%
73%
74%
72%
74%
73%
74%
74%
74%
74%
74%
74%
74%
71%
67%
74%
73%
74%
72%
74%
73%
74%
74%
74%
74%
74%
74%
74%
50%
60% -79%
61%
80%-100%
85%
>100% 101%
3.5 Gas pipeline
Find solution Jet in MPP24
MPP 24
RAIL
DJP
244
LTPF 2014
JET in MPP24 until CF2
Sasols natural gas is supplied via the 865km ROMPCO natural gas transmission pipeline from the Pande and Temane Gas
Field in Mozambique, to Sasols plants in Secunda and Sasolburg. The pipeline is 50% owned by Sasol, 25% by the South
African Government (CEF) and the other 25% by the Mozambique Government.
During 2010, construction of a new compressor station was completed at Komatipoort on the border of Mozambique and
South Africa. The new station increases capacity by approximately 7MGJ per annum. In 2012 Sasol applied for tariffs for an
additional 27MGJ per annum to be delivered to customers. The ramp up to 147MGJ will be done over a seven-year period.
Maintain minimum rail capability
Move back to rail
JET in DJP for three to four years max
DJP Life End or if in MPP24 if Sulphur

quality issue not resolved Impact loading,
shunting at Coast and discharge at ORTIA
LTPF 2014
245
Schematic layout and utilisation map of proposed NGP

pipeline utilisation
Figure 32: Schematic layout of NGP
Transnets gas pipeline

The following schematic indicates the Lilly line sections and utilisation through time.
Figure 30: Lilly line utilisation for period 2014 to 2043
Lilly gas pipeline utilisation

Figure: Pipeline utilisation map of NGP
Table 10: Volume split between MPP24 and NGP: Scenario 1

2014
2015
2016
2017
2018
2019
Proposed NGP: Petrol
2,57
2,58
2,71
1,94
1,92
MPP24split between
Diesel
3,08
3,48and
3,56
4,08 scenario
1,35
1,361
Volume
MPP24
NGP:
Jet
Pipeline
capacity utilisation
for MPP24
and3,28NGP3,18
Total
3,08
6,05
6,14
6,80
Growth from the previous year
ay - Durban
-Richards Bay
Newcastle
34%
36%
39%
SECTION57% 61% 65%

Richards70%
Bay - Durban
75% 80%
Newcastle-Richards Bay
Secunda-Newcastle
3.6
41%
43%
46%
48%
50%
53%
55%
58%
61%
64%
67%
71%
69% 2013
72% 2015
76%201780%
88% 2025
92%2027 97%
107%2035
113%
1% -59%85%
50%
2019 84%
2021 2023
2029 102%
2031 2033
2037118%
2039 2041 80%-100%
85%
34%
41% 103%
43%
89% 36%
94%39%98%
46% 48%
53% 126%
55%
109%
114%50%120%
65%
69%
72%
76%
80%
97% 102%
107% 113% 118%
70%
75%
80%
85%
89%
94%
98% 103% 109% 114% 120% 126%
132% 139% 146%
Ngqura to Gauteng pipeline (scenario 1)

The Ngqura to Gauteng pipeline assumes that a 288TBD
Mthombo refinery will be built in the Coega IDZ in 2018
and that the refinery capacity will be expanded to
360TBD in 2024.
The 16 inch pipeline will transport product from the
Mthombo refinery, inland.
88%
92%
71%
61%
Potential new pipelines
84%
58%
67%
132% 61%
139%64%146%
57%
60% -79%
61%
>100%
101%
80%-100%
85%
>100% 101%
The pipeline will deliver product to Bloemfontein and

Kroonstad along the way. The pipeline will tie into the
Jameson Park terminal from where product will be
distributed to other depots in the inland network.
The schematic below shows the impact that utilisation of
the 288TBD Mthombo refinery and the Ngqura pipeline
will have on current infrastructure by 2020.
10%
2%
11%
LTPF 2014
2040
2043
1,91
1,23
0,03
1,86
0,86
0,20
1,69
4,11
0,45
2,44
16,02
1,23
3,17
2,91
6,25
19,69
(2%)
19%
9%
(52%)
(3%)
1,23
3,24
0,17
1,45
3,67
0,21
1,47
4,01
0,22
1,77
5,90
0,20
2,98
9,48
0,49
3,34
7,41
0,41
11,16
Total
4,63
5,33
5,70
7,87
12,95
Growth from the previous year
15%
7%
5%
1%
(2%)
The table above indicates the anticipated split in volumes transported between the MPP24 and proposed Ngqura pipeline.
Asper the demand forecast, the Ngqura pipeline is required by 2018, though it is anticipated to be completed later with the
delay in the implementation of Mthombo. The building of the Ngqura pipeline would postpone the expansion plans for the
MPP24 line and reduce the need to invest in additional berth capacity for liquid fuels at Ngqura and Durban.
The figure below illustrates the utilisation for both the MPP24 and NGP pipelines, for scenario 1.
Figure 33: Pipeline capacity utilisation for MPP24 and NGP (average demand)
NMPP
36% 69% 78% 36% 25% 21% 15%
9% 10% 17% 24% 31%
40% 51% 61% 75%
Coega Pipeline
0%
0%
0% 61% 78% 60% 75% 81% 86% 88% 87% 85%
84% 82% 79% 75%
Maputo to Gauteng pipeline

NERSA awarded a licence on 29 March 2007 to
Petroline to construct a 12 inch liquid fuels pipeline
from Mozambique to Kendal via Nelspruit and to build a
petroleum storage facility at Nelspruit.
The proposed pipeline is approximately 400km long
with 80km being in Mozambique. The section from the
border to Nelspruit is approximately 110km. The pipeline
will originate from Matola bulk terminal in the Port of
246
2030
Petrol
Diesel
Jet
Coega Pipeline
From the forecast it is evident that the section between Secunda and Newcastle will become constrained towards 2017.
1% -59% 50%
2013 2015 2017 2019 2021 2023 2025 2027 2029 2031 2033 2035 2037 2039 2041
Figure 31: Lilly pipeline capacity utilisation 2014 to 2043 (average demand)
60% -79% 61%
(2%)
2020
1% -59%
50%
60% -79%
61%
80%-100%
85%
>100% 101%
Maputo. The design capacity of the pipeline is 3,5 billion

litres per annum.
The pipeline licence has been extended to 25 years. The
project was delayed due to the extraordinary time to
acquire environmental approvals. The construction of
the pipeline has not started and given the introduction
of the MPP24, it is not foreseen that it would be built in
the near future.
LTPF 2014
247
Proposed Maputo to Gauteng pipeline

Figure 34: Proposed Maputo to Gauteng pipeline
4. TERMINAL STORAGE FACILITIES

4.1 MPP24 accumulator terminals
The function of the accumulator terminals is to decouple
the MPP24 from the upstream supply and downstream
demand variations and thus enable Transnet Pipelines
to optimise the batching of product and minimise
intermixture generation.
Construction of TM1 at Island View in

The Island View Terminal (TM1) in the Port of Durban
functions as an accumulator of supplies from various
and tank configuration
sources, such as refineries and import facilities located
in Durban. The Jameson Park Terminal (TM2) in Gauteng
accumulates
product
the MPP24
Construction
of TM1
at from
Island
ViewandinInland
Suppliers (eg Secunda and Natref) and facilitates the
supply of product into the inland network linked to the
and tank configuration
The petroleum storage facility at Nelspruit will have a
capacity of 30 000m3: 10 000m3 for petrol and 20 000m3
for diesel. Despatch from the facility will be by road and
rail. The despatch gantries will be capable of handling 1,5
billion litres of product per annum.
On 30 January 2008, the regulator approved an increase

in the pipeline diameter to 16 inches, as well as the
construction of storage, intermix and accumulator
tanks at Kendal. This was approved on the basis that the
capacity is maintained at 3,5billion litres per annum.
oil industry depots. This requires complex integrated

system planning and scheduling capability to enable
the system to perform optimally for a given capacity
investment.
Being an integral part of the MPP24 system, the

accumulator terminals are currently being constructed
and TM1 should be commissioned and completed by April
2015 and TM2 by October 2014. The initial configuration
of the terminal TM2 at Jameson Park will consist of 10
product tanks for petrol, diesel and jet fuel.
Durban
Terminal 1: Island View in the Port of Durban
The initial configuration of the terminal (TM1) at Island

View in Port of Durban will consist of 10 product tanks
for petrol, diesel and jet fuel as indicated in the table
below. It is important to note that the capacity of the
individual tanks will differ from that at Jameson Park.
The total installed capacity will be 196 000m3.
Durban
2014
Figure 35: Construction of TM1 at Island View in Durban and tank configuration
Tank capacity m
Tank capacity m
ULSD
LSD
18 000
ULSD
18 000
2014
20 000
LSD
1
3
20 000
ULP 95
ULP 93
Jet
ULP 95
Total number of tanks
ULP 93
Jet

Total volume
2
2
196 000 m
Total volume
196 000 m
The planned
capacity of the terminal
is 354 450m3 excluding any capacity to provide for product import capability in Durban.
TM1 Expansion
programme
2012 byto2043
2030
The figure below depicts the planned expansion programme for the Island View accumulator terminal (TM1). As existing
leases expire in the areas adjacent to the terminal, it would be expanded to meet the planned capacity indicated in the
figurebelow.
Figure 36: TM1 Expansion programme 2012 to 2030
2012 2015
2015 2020
ULP93
LSD
ULP95
JET A1
2020 2025
ULSD
2025 2030
248
LTPF 2014
LTPF 2014
249
4. TERMINAL STORAGE FACILITIES (continued)

The table below indicates the current expansion plans of TM1 through to 2036. From the table additional tanks would be
required beyond 2036 to meet the capacity requirements. For the period up to 2036, sufficient installed capacity is available
to meet the peak demand requirements.
Table 12: Jameson Park accumulator terminal TM2 tank capacity utilisation for period 2013 to 2040
2013-2015
2016-2020
2021-2025
2026-2030
2031-2035
2036-2040
Table 11: Island View accumulator terminal TM1 tank capacity utilisation for period 2013 to 2040
Tank capacity m3 (000)

Tanks for average demand
Tanks available for peak demand
10
20
6
2
10
1
1
20
7
1
10
2
20
8
3
10
1
1
20
10
3
10
1
3
20
13
2
10
1
5
Total planned tanks
11
13
15
2013-2015
Tank capacity m3
(000)
2016-2020
2021-2025
2026-2030
2031-2035
2036-2040
18
20
16,45
18
20
26
16,45
18
20
26
16,45
20
26
16,45
20
26
16,45
20
26
Tanks for
average demand
Tanks available
for peak demand
10
11
Total planned
tanks
11
13
13
13
Tanks available
for peak demand
Capacity utilised for

average demand
Capacity available
for peak demand
Total planned
capacity
Spare capacity %
Capacity utilised for

average demand
Capacity available
for peak demand
Total planned
capacity
2013-2015
2016-2020
2021-2025
2026-2030
2031-2035
2036-2040
120000
138000
222450
222450
278000
314450
76000
100450
40000
132000
76450
40000
196000
238450
262450
354450
354450
354450
39
58
18
59
28
13
Construction of TM2 at Jameson Park

Terminal
2: Jameson
Park in Gauteng
and
tank
configuration
Tanks available for peak demand
Spare capacity %
4.2
20
16
1
17
6
2013-2015
2016-2020
2021-2025
2026-2030
2031-2035
2036-2040
120000
150000
180000
210000
270000
330000
60000
30000
60000
70000
70000
70000
180000
180000
240000
280000
340000
400000
33
17
25
25
21
18
Privately-owned terminals
The large commercial liquid fuels terminal storage facilities in South Africa are mainly owned and operated by oil majors
including Sasol. These facilities are either linked to refineries, pipelines or ports. Independent terminal operators have
entered the liquid fuels market to provide storage and handling facilities to new entrants.
As South Africa is short of refined product, large volumes of product need to be imported via our ports. The following table
indicates forecasted imports into key regional ports for the period 2014 to 2043 for scenario 1 NGP.
Table 13: Import forecast of refined fuels into southern Africa for period 2014 to 2043 (Scenario 1)
The total installed capacity will be 180 000m . The design made provision for two grades of petrol and two grades of diesel.
With the implementation of the CF2 programme only one grade of diesel (10ppm sulphur) will be required.
3
Figure 37: Construction of TM2 at Jameson Park and tank configuration
2014
10 000
Tank capacity m
20 000
ULSD
LSD
ULP 95
ULP 93
Jet
Total volume
8
180 000 m
2014
2015
2016
2017
2018
2019
2020
2030
2040
2043
Port
Cape Town
Durban
Maputo
Walvis Bay
1 711
4 382
411
1 817
4 632
526
863
4 933
592
1 098
953
5 829
603
1 123
1 827
2 126
431
1 200
3 523
18 541
990
1 929
4 194
26 236
1 065
2 078
Total
6 504
6 975
7 486
8 509
5 584
24 982
33 573
The current infrastructure in the ports is mainly owned

by oil majors thus making it difficult for third parties to
import unless the oil majors have uncommitted capacity
and such capacity comes at market rates as approved by
NERSA.
The key South African port for the import of product
is Durban with smaller volumes into Cape Town,
Maputo, Mossel Bay and Walvis Bay. Coastal shipping
arrangements deliver fuel to industry storage facilities
in Port Elizabeth and East London with fuel oil being
shipped to Richards Bay.
Tanks are essential for refineries to enable them to
move product or components across the berth either as
an import for blending, final distribution or export of
final products or components. The storage facilities act

as a buffer in the distribution system and also provide
adequate cover for disruptions in the supply chain
during normal business operations.
The logical flow diagram below depicts the berths in the
Port of Durban, the national oil refineries, transmission
and feeder pipelines, major tank farms and storage
depots. VOPAK and IVS are privately owned (though not
by the oil majors), while the TM1 terminal (Durban), the
TM2 terminal (Gauteng) and the Tarlton depot (northern
network) are owned by Transnet. The Airports Company
of South Africa (ACSA) owns the jet fuel facilities at
ORTIA.
The site has been designed to expand to 400 000m3 by 2043. The table below indicates the number of tanks and volumes in
TM2 required over time to meet the average monthly forecasted demand and additional capacity required to meet the peak
demand requirements for the period.
For the period 2016 to 2020, additional capacity will be required at TM2 to meet peak demand. For all other periods sufficient
capacity would be available to meet the peak demand requirements. The above planning numbers assume jet fuel will be
transported in the MPP24.
250
LTPF 2014
LTPF 2014
251
4. TERMINAL
STORAGE FACILITIES (continued)
Durban Gauteng MPP24 pipeline coastal supply and inland
terminal network
Figure 38: Durban Gauteng MPP24 pipeline coastal supply and inland terminal network
WALTLOO
EMAHALENI
JET FUEL LINE
TARLTON
LANGLAAGTE
SECUNDA
REFINERY
OR TAMBO
INTERNATIONAL
DJP
RUSTENBURG
KENDAL NODE
ALRODE
ALRODE NODE
The need to develop an independent import and storage

facility in Durban that is linked to the pipeline system,
is important for the effective and efficient operation of
the liquid fuels market in South Africa. Such an import
terminal would always be needed as the country would
always need to import fuels, specifically during planned
shutdowns and refinery turnarounds. Thecurrent
development around the DDOP can be the catalyst to
review the back of port operations at Island View to
provide such facilities. It is important that leases for
land allocated in the port be put on hold until a master

plan for liquid fuel and gas has been developed for
Durban.
The recent draft strategic fuel reserves implementation
plan issued by the Department of Energy will impact the
need for storage terminals for final product and crude
oil. This provides an opportunity for the development of
mega-terminals to achieve economies of scale and open
the market for independent terminal operators.
Key Issues to consider in the development of Master Plan

for liquid bulk in Durban
Figure 40: Key issues to consider in the development of master plan for liquid bulk in Durban
TM2
JAMESONPARK
GAUTENG
3rd Party
KLERKSDORP
NATREF
REFINERY
MPP24
Legend
KROONSTAD
Oil Industry
NATCOS crude
tanks
BERTH
5
BERTH
6, 7, 8
PORT OF DURBAN
BERTH
9
Loading and Handling Infrastructure
Transnet
ENREF
REFINERY
ENREF IV
S
TM1
ISLAND VIEW DURBAN
SAPREF IV
TOTAL IV
VOPAK
IVS
NATCOS IV
SAPREF
REFINERY
Island view back of port oil storage infrastructure

Lack of sufficient storage capacity at the end of the pipeline network; ie at delivery locations, can severely impact pipeline
capacity. The storage depots form an integral part of the pipeline system.
Consider Sapref
expansion and
operating options
Engen options
Maintain pipelines
to feed NMPP
New pipelines to
dug out port
Figure 39: Island view back of port oil storage infrastructure

SBM relocate to new position
Independent terminal operators and logistics companies

are currently seriously investigating entering the
liquid fuels terminal market in South Africa. NERSA
has awarded a construction licence to an international
terminal operator for a terminal next to the current
MPP24 inland accumulator terminal at Jameson Park.
Independent terminal operators have also been awarded
licences to expand their facilities in Island View to
service the oil industry.
4.3 Liquid fuels terminal opportunities in

South Africa
The following opportunities exist and should be
investigated in more detail:
Development of a fuel import terminal in Durban;
Development of strategic stock storage facilities in
conjunction with private sector entities; and
Integration of the current oil industry pipeline depots
into the pipeline system.
The investments for certain of the above opportunities
are shown in the investment overview section.
252
LTPF 2014
LTPF 2014
253
5. NEW EMERGING TECHNOLOGIES

5.1 Engine efficiency
Engine technology
Fuel demand will continue to be impacted by
improvements in engine technology with diesel being
recognised to be significantly (>50%) more energy
efficient than petrol engines. Sales of diesel passenger
vehicles still battle with perceptual issues concerning
noise and pollution and with the increases in price of
diesel relative to petrol the current cost of ownership
isequitable.
Petrol engine developers employ as many of the diesel
technologies as possible, eg direct injection, increased
combustion pressures, etc. Turbo technology and
energy recovery systems (ERS) boost petrol engine
performance, leading to reduced fuel consumption, eg
Formula One 2014 expect racing cars to complete races
with 38% less fuel than in 2013.
5.2 Emerging technologies in pipelines
Hybrid technology
Developments in energy, slurry and capsule pipeline

technology are focussing on the reduction in the cost
of transporting pipeline materials, as well as increasing
the durability and reducing the corrosion potential by
the introduction of new internal and external lining
materials (eg fibre). Polyethylene materials also
enhance seismic strength of pipelines and perform
better with underground deformation stresses.
Hybrid electric vehicles (HEV) are becoming prevalent

in North America and Europe about twice as efficient
as normal piston/cylinder vehicles. In the United States
HEVs are expected to save 350mpg per annum per
vehicle.
Reduced implementation risks and construction costs

are also emerging through improved construction
techniques. Trenchless pipelines are significantly
cheaper to install and maintain, as well as allowing easy
accessibility for emergency repairs.
Plug-in hybrid electric vehicles (PHEV) have become

commercially attractive. They can generate more
electricity than they consume and can feed excess
energy back into the grid. They require overnight
charging but charge cycles are getting shorter and
batteries better. The aim in the United States is to have
fuel capacity for passenger vehicles to be 300 miles per
day; Tesla (high performance car) can drive 220 miles
per day between charges. A variety of scenarios of low
carbon electricity generation coupled with PHEVs are
being configured for the United States.
A reduction in pumping costs is also being pursued by

using drag and turbulence reducing additive materials
such as polyox and guar gum. The preference is for water
soluble materials that can be safely used in pipelines.
Thermoplastics, such as polyox water-soluble resins, are
readily calendared, extruded, injection moulded, or cast.
Sheets and films of these materials are heat-sealable
and can be oriented to develop high strength. Films are
inherently flexible, tough and resistant to most oils and
greases. These resins are compatible with many natural
and synthetic polymers. Such materials can be cured in
place in pipelines.
Fuel cells are not yet viable for commercial use in

transportation vehicles. Fuel cells running on hydrogen,
methanol and microbial organics are being considered.
The storage of hydrogen (energy medium) is a challenge
at this stage, but a variety of technologies is being
investigated. Service stations with hydrogen supply are
still a rare sight in California. Fuel flex cars are becoming
popular in the United States (7 million currently)
engines can accommodate not only petrol, but also 85%
ethanol blends.
All the above new technologies will reduce the
consumption of liquid fuels per unit distance travelled in
future. Petrol engine efficiency combined with energy
recovery systems would appear to be improving at a
faster rate than developments in diesel technology.
Developments in aviation
The improvement in aircraft design and engine
technology, turbine and reciprocating, will impact
demand for jet fuel and Avgas. Light aircraft engine
manufacturers are introducing diesel options using jet
fuel (kerosene) to replace high octane gasoline engines.
The replacement of old aircraft with new fuel efficient
models will reduce fuel consumption over the next
decade. Greater reductions in fuel consumption will be
achieved through radical new designs ie incorporating
blended wing concepts, estimated to reduce fuel
consumption per seat by up to 38%.
254
The Airbus future design concept envisage longer and

slimmer wings better glide through the skies, as the
flow of air over the wing surface reduces drag and in
turn, improves fuel efficiency. The introduction of
new lightweight smart materials sense the load they
are under, making for a lighter aircraft that draws less
fuel and curbs emissions. Engines will be more reliable,
quieter and fuel-efficient. The positioning of the
engines, at the rear and semi-embedded, fully optimises
the aircraft for lower fuel burn.
LTPF 2014
New leak detection technologies that rely on acoustic

tests, infrared and radar equipment can detect and map
leaks underground. Geographic Information Systems
provide satellite mapping of stress and strain on
existing structures to give early warning of catastrophic
failure. These technologies will reduce costs to
rehabilitate underground pipelines.
Compressor and pump efficiency can be improved
through various new initiatives. Turbochargers, waste
heat recovery and high pressure fuel injection for
engines that drive pumping systems are expected to
dominate new designs in future. This continually reduces
the energy requirements.
The introduction of pump-out slots on impeller wear
rings and rotating throat sleeves can prevent solids
contained in liquids to accumulate at wear rings and
in stuffing boxes. Although pump-out slots result in
increased internal recirculation and reduces initial
efficiency, it has been shown to reduce efficiency
decreases of 4% after a few years to only 0,5%.
The use of multi-fuel pumping systems and compressors

that can run on both liquid fuels and natural gas, as
well as on mixtures of liquid fuel and gas, may generate
reliable power from fuel off the well. Engines for
pumping systems and compressors that can burn either
crude oil or associated gas or combinations thereof are
also becoming available. This enhances the capability
to run such systems under remote control with a
continuous fuel supply from the product that is being
transported.
Management system refinements can be constantly
introduced to optimise best efficiency point utilisation
of pumps and compressors, thereby minimising the
energy required to transport liquids and gases.
5.3 Biofuels
A draft position paper on the South African biofuels
regulatory framework was published in January 2014.
Thereference feedstock will be grain sorghum for
bioethanol and soya beans for biodiesel production.
Maizewill be excluded as feedstock.
Mandatory blending of bioethanol into petrol and
biodiesel into diesel is set for 1 October 2015. Allowable
ethanol blends of 2% to 10% (volumetric) will depend on
the oxygenate volatility specifications of the blended
petrol. Diesel blends of 5% to 100% biodiesel will be
allowed.
No settlement has been reached on the pricing
framework. However, incentives such as a 50% rebate
on the general fuel levy for biodiesel, manufacturers and
a fuel tax exemption for bioethanol producers has been
insufficient to lure investments in the biofuels sector.
A15% return on investment (ROA) is considered suitable
for stakeholders.
Licences have been issued to four producers with total
indicated capacity of 208 million litres of bioethanol
(from sorghum and sugarcane) and 458 million litres of
biodiesel (from soya beans).
Estimates of 25 000 new direct and indirect jobs that
will be created are quoted in public. It is widely accepted
that the biofuels drive in South Africa is not to support
the green initiatives or to supplement fossil fuel
production capacity, but to stimulate the second tier
economy, ie creation of jobs for the poor.
A key issue for pipelines operators is the possible
contamination of jet fuel by fatty acid methyl ester
(FAME) in multi-product pipelines that contain biodiesel.
Current international jet fuel specifications do not
allow any FAME in jet fuel. The industry is investigating
the negative impact of any FAME in jet fuel. The United
States of America military specification allows for
maximum of 5ppm of FAME. The pipeline shippers would
want to pump at least a B5 grade of biodiesel in the
pipeline. The FAME cross-contamination with jet fuel
will result in larger volumes of intermix (kerosene and
diesel) which will have to be reprocessed into usable
fuels as it cannot be blended away due to the high
sulphur content.
LTPF 2014
255
6. INVESTMENT OVERVIEW
Scenario 2: Mthombo refinery with coastal shipping to Durban
6.1 Tr ansnet Pipelines seven-year in vestment plan

The table below indicates the seven-year Corporate Plan for Transnet Pipelines (unescalated). The major investment items
include the completion of phase 1 of the MPP24 and the expansion of the system post 2018, which includes additional tankage
at TM1 and TM2, increase in flow rate and replacement of current pipeline to Kroonstad and jet fuel line from Jameson Park
toORTIA.
The investment summary below indicates the expenditure for the scenario where the Ngqura to Gauteng pipeline is not
built, and the refined fuel from the Mthombo refinery is transported via coastal shipping to Durban and into the MPP24.
Theexpenditure includes the expansion of the MPP24 to full capacity, by adding various pump stations and auxiliary
equipment to the system and additional accumulator tanks at TM1 and TM2. The capital cost is based on the original MPP24
design basis.
Transnet pipelines 7 year investment plan
Investment Scenario 2: Mthombo refinery with coastal

shipping to Durban
The MPP24 phase 2 expansion will be impacted on by the timing of the Mthombo refinery, if scenario 1 is implemented, being
the NGP.
All costs are high level unescalated estimates in millions of rands.
Figure 43: Investment Scenario 2: Mthombo refinery with coastal shipping to Durban

Figure 41: Transnet
(millions)
YEARPipelines
2013seven-year
2014investment
2015 plan 2016
TRANSNET
7 YEAR PLAN
(Million)PIPELINES
year
2014
2015
MPP24
Phase
1
R
2
587
R
3
107
R
1
505
R 281
Transnet Pipelines seven-year plan
MPP24
Phase
2 1
MPP24
Phase
R3107
R1505
MPP24
Changes
toPhase
TM1 2
R 16
R 43
Changes to TM1
Total
R 2 603 R 3 107 R 1 505
R 324
Total
R3107
R1505
2017
2016
2018
2017
2019
2018
2020
2019
TOTAL
2020
(Million)
year
(millions)
Total
R 7 609
R 961
R 905 R 6 387
R129R 961
R5 022
R321
R961
R961
R905 R 59R3 147
R 43
R43
R 450
R 961
R 961
R 905 R 14 054
R 129
R281R 321
R324
R 450
R961
R961
R905
R8 212
6.2 Tr ansnet Pipelines seven to 30-year in vestment
Scenario 1: Mthombo refinery with Ngqura to Gauteng pipeline

The investment summary below indicates the expenditure for the scenario where the Ngqura to Gauteng pipeline is to be built
to serve the proposed Mthombo refinery. The expenditure includes the expansion of the MPP24 up to full capacity by adding
various pump stations and auxiliary equipment to the system and additional accumulator tanks at TM1 and TM2, with the
implementation of phases 3 to 5 post 2035.
Investment Scenario 1: Mthombo refinery with NGP

Figure 42: Investment scenario 1: Mthombo refinery with NGP
(Million)
year
2021
2022
2045 2050
2050 TOTAL
Total
(millions)
YEAR
2021
2022
2023 2023
2024 20242030 20302035 2035 20402040 2045
TRANSNET
PIPELINE
7
TO
30
YEAR
PLAN
Mthombo
Case
with
NGP
Transnet Pipeline seven- to 30-year
plan Mthombo
R 6 387
R 6 387
MPP24
Phase 2case with NGP
MPP24 Phase 2
R6 387
MPP24
Phase 3
R 2 150
R R2 6387
150
MPP24 Phase 3
R2 150
R 2150
MPP24
Phase
4
R
10
368
R
10
368
MPP24 Phase 4
R10 368
R 10368
MPP24
R 12R12
209209R 12
209
MPP24Phase
Phase 5
5
R 12209
Total
R0
R0
R0
R0
R 0 R0
R 6 387
R 2 150
R 10 368 R 12 209 R 31 114
Total
R0
R0
R0
R0
R6 387
R 2 150 R10 368 R12 209 R 31114
256
LTPF 2014
2021
2035
2040
YEAR
2021
2022 2022
2023 20232024 2024 20302030 2035
2040
Transnet Pipeline
sevento 30
30-year
TRANSNET
PIPELINE
7 TO
YEAR PLAN - Mthombo shipping case
plan Mthombo shipping case
R 646
R 341
MPP24
Phase 2
R 1 285
R 967
MPP24 Phase 2
R1 285
R967
R646
R341
MPP24
Phase
3
R 2 150
MPP24 Phase 3
R2 150
MPP24
Phase44
R 10R10
368368
MPP24 Phase
MPP24 Phase
R12
209
MPP24
Phase55
R 12
209
Total
R 1 285 R1 285
R 967 R967
R 646 R646R 341 R341
R 2 150
R 10R10
368368R 12
209
Total
R2 150
R12
209
6.3
Pipeline and terminal opportunities in

South Africa
The investment summary below indicates the various
opportunities within South Africa for additional
pipelines and terminal storage facilities. The major
areas of impact will be the implementation of the
Governments security of supply strategy, such as the
building of the new crude oil refinery in Coega IDZ.
The Ngqura to Gauteng pipeline assumptions include:
1 000km, 16 inch pipeline at a capacity of 1 500m3/hr.
The strategic reserves volume assumptions include:
1,1 billion litres of storage for strategic reserves, split
by 0,75 billion litres inland and 0,35 billion litres at
the coast, and excludes additional crude oil storage
facilities.
2045
2045
2050
2050
Total
TOTAL
R 3 239
RR0
0
R3239
R 2 150
R2150
R 10 368
R10368
R12209
R 12 209
R
R 27 966
R00 R27966
Other developments that will impact on the liquid fuels

industry include the proposed Durban Dig-out Port
(DDOP), possible changes in the Island View storage
complex, the repositioning of the Durban crude oil
import SBM and the development of an independent
import facility for the South African fuel market
(assumed storage capacity 180 000m3).
There are opportunities for LNG development, such as
in the Eastern Cape for power generation and feed to
PetroSA facilities in Mossel Bay, as well as for imports
into Richards Bay or Saldanha Bay.
All cost figures are high level estimates in millions of
rands (unescalted).
LTPF 2014
257
6. INVESTMENT OVERVIEW (continued)

Pipeline and terminal storage opportunities in South Africa
Figure 44: Pipeline and terminal storage opportunities in South Africa
(Million) year
2014
Other RSA pipeline and terminal

opportunities
(millions)
YEAR
2014
Inland
liquid
fuel strategic
reservesOPPORTUNITIES
OTHER
RSA
PIPELINE
AND TERMINAL
storage
Inland
Liquid Fuel Strategic Reserves Storage
Coastal liquid fuel strategic reserves
Coastal
Liquid Fuel Strategic Reserves Storage
storage
LNGLNG
Terminal
andand
Regas
Facility
(2(two
train)
terminal
regas
facility
train)
Coega
Pipeline
Only
(1000km/16")
Coega
pipeline
only
(1 000km/16 inch)
Durban
import
terminal
Durban
Import
Terminal
reposition
SBMSBM
Re-position
Total
Total
258
LTPF 2014
R0
2015
2015
R1134
R1 134
R529
R529
R1664
R1 664
2016
2016
R1134
R1
134
R529
R529
R5 130
R5130
R2 929
R2929
R762
R762
R2500
R2 500
R12985
R12 985
2017
2017
R2269
R2
269
R1
059
R1059
R6
270
R6270
R5
857
R5857
R762
R762
R2500
R2
500
R18717
R18
717
2018
2018
2019
2019
2020
2020
R2269
R2R2269
269
R2 269
R1R1059
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R1 059
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R5R5857
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R653
R653
R3328
R9R9838
838
R3 328
R0
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Total
R9 075R9075
R4 235R4235
R11 400R11400
R14 643
R14643
R2 178R2178
R5 000R5000
531
R46531
R46

1.LTPF 2014 Chapter 05 Pipelines Final Proof Sept 2014

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1.LTPF 2014 Chapter 05 Pipelines Final Proof Sept 2014

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Foreword

1.1 Planning goals

1.2 Key issues

1.3 Regulatory framework

1.4 Pipeline network

LIQUID PETROLEUM AND GAS DEMAND

2.1 National refined fuel demand

2.2 Crude oil pipeline demand

2.3 Refined fuel pipeline demand

2.4 Gas pipeline demand

PIPELINE DEVELOPMENT PLANS

3.1 Development scenarios

3.2 New Multi-product Pipeline (MPP24)

3.3 Refined fuel pipeline network

3.4 Crude oil pipeline

3.5 Gas pipeline

3.6 Potential new pipelines

TERMINAL STORAGE FACILITIES

4.1 MPP24 accumulator terminals

4.2 Privately-owned terminals

4.3 Liquid fuels terminal opportunities

NEW EMERGING TECHNOLOGIES

5.1 Engine efficiency

5.2 Emerging technologies in pipelines

6.1 Transnet Pipelines seven-year

6.2 Transnet Pipelines seven to 30-year

6.3 Pipeline and terminal opportunities

Provide a logical range of facilities to meet local as

The LTPF provides a national overview of the liquid

Non-Transnet pipeline network

Chevron crude pipeline

Figure 1: South African regulatory framework

Petroleum Pipelines Act

National Key Points

Pipeline net work

National pipeline network

Petroline Holdings, the company that will operate the

Other pipelines exist between the refinery and the

This system will consist of various pipelines from the

Rompco gas pipeline

Mossel Bay liquefied natural gas imports (proposed)

PetroSA offshore gas pipeline

The supply of LNG to other potential off-takers, such

Ngqura to Gauteng pipeline (NGP) (proposed)

PetroSAs project Ikhwezi was designed to extend the

Transnets pipelines network

Refined fuels pipeline network

Refined fuels pipeline network

Durban Alrode (Gauteng)

NMPP24 adds 26 blpa at full expansion

Current capacity 5,3blpa

Crude oil pipeline

Current capacity 1,2blpa

Methane-rich gas pipeline

Natref Airport (ORTIA)

Additional 15blpa capacity from 2018 could

Private-sector (Petroline) pipeline

Construction not yet started

Currently the MPP24 trunk line is used to transport

With the introduction of the Clean Fuels 1 programme,

South Africa and cross-border fuel demand, by fuel type

Crude oil pipeline (COP)

The installed capacity of the pipeline is 1,3 billion litres

Liquid fuel products