By Eamonn Ryan
The GCCA Africa Cold Chain Conference held in Cape Town featured an engaging panel discussion focused on citrus export and cold chain logistics. The panel consisted of four prior speakers who fielded questions from an interactive audience, providing insights based on their practical experience in export regulation, logistics and financing of cold chain infrastructure. This is the Q&A of a previously published panel discussion and is part two of a four-part series.
Panel members included:
- Vijan Chetty, general manager, coastal division, PPECB
- Gavin Kelly, CEO, Road Freight Association (RFA)
- Brian Tahinduka, senior manager, natural resources logistics, Standard Bank Group
- Renier du Preez, CEO, Digistics and at the time vice chair, GCCA Africa
Following the discussion on citrus quality, the panel explored the current state and future prospects of refrigerated vehicles in South Africa. Kelly was asked whether there is an accurate record of refrigerated trucks operating domestically. He acknowledged a significant data gap: “We don’t know how many refrigerated trucks are out there.” While vehicles exiting the country are strictly monitored, tracking those operating locally remains challenging.
Kelly explained that the NaTIS database provides partial insights through vehicle registration information. However, many refrigerated vehicles are not identifiable because they are classified as closed-body trucks without specific refrigeration tags. Furthermore, refrigeration units are often considered part of the payload rather than the vehicle, which adds to the difficulty of data collection. This gap complicates planning and policy-making for energy efficiency and logistics optimisation.
The panel also discussed the energy challenges facing refrigerated transport. Diesel remains the dominant fuel source, with internal combustion engines expected to be used for another 20–25 years. Emissions standards are gradually improving, moving from Euro 5 to Euro 6 engines, but carbon emissions remain a concern. Kelly emphasised that electric trucks, while promising, are currently limited by their power and load capacity. Vehicles available in South Africa can carry up to 46 tons, which includes the vehicle, trailer and payload – insufficient for many long-haul logistics operations that regularly require transporting 56 tons or more.
Cost presents another barrier. Electric trucks can cost up to three times more than their diesel equivalents. Operators also need to invest in charging infrastructure. For example, on the Johannesburg–Durban route, only one charging station exists at Harrismith, requiring up to eight hours to fully charge a truck. Kelly stressed that this makes long-distance travel with electric trucks impractical, creating logistical and financial constraints for fleet operators.
Exploring alternative solutions
Kelly highlighted research into hydrogen-powered trucks and other emerging technologies, with study trips to the US, Europe and Australia. While electric vehicles are gaining traction in short-haul and last-mile operations, diesel remains essential for heavy long-haul logistics. Banks and financial institutions, including Standard Bank, are actively assessing the costs and feasibility of transitioning to alternative energy solutions.
He concluded by noting the importance of a multi-pronged approach: “There isn’t a one-size-fits-all solution. We must explore multiple alternative energy options and evaluate each for its feasibility, cost and scalability.” This pragmatic outlook underlines the need for continuous innovation and investment to gradually decarbonise the logistics sector.