Why is South Africa so vulnerable to petroleum supply issues and global fuel price trends? But, more importantly, how do we protect ourselves in the future?
Global fuel market dynamics play an enormous role in determining fuel prices. Supply and demand remain relevant in what the global customer is prepared to pay for a barrel of oil, as well as the perceived shortage that drives a buying spree and the price for a barrel.
Secondly, as oil is primarily bought with US dollars, the value of the rand against the dollar plays a negative role, resulting in more expensive fuel at the pump.
Unfortunately, most petroleum products – crude oil and refined petroleum products – consumed in South Africa are imported, and this directly results in the domestic fuel cost either rising or falling.
The March increase was primarily caused by increasing global oil prices, geopolitical concerns and the growing instability in the global supply chain.
Geopolitical risk drives volatility
The political turmoil in major oil-producing countries has now caused increased volatility in the market, leading to worries about possible interruptions to major distribution and transportation routes.
Oil markets typically react quickly to geopolitical risks, pushing crude prices higher and driving up the cost of refined fuel products downstream. For an economy like South Africa that imports oil, the outcome is often inevitable: higher domestic energy prices.
Unfortunately, the fuel price increase does not end with the consumer at the pump. Once fuel prices increase, the cost of moving goods from agricultural/mining/ production sites to manufacturing/processing/distribution centres and finally to retailers is exposed to input price increases.
Road freight logistics plays a crucial role in the long-distance movement of goods to ports, factories, warehouses and retail locations. These will all feel the effect of increases.
Business decisions
Companies need to remain financially viable, and transport companies must choose whether to increase their rates or whether they have the financial reserves to withstand the hikes.
The latter will place pressure on cashflow and reserves. Rate adjustments are often inevitable due to the recurring fuel price strain, even if some transport operators may temporarily withstand the cost to preserve contracts and client relationships.
The fuel price increase in March illustrates how vulnerable the country’s transport sector is to international energy trends – with some really frightening figures being bandied about for April – should the current trajectory of increases and rand weakness continue.
SA should focus on these key questions:
- Why can we not produce enough of our own (synthetic) fuels? We created SASOL decades ago to produce fuel to meet the country’s energy needs. What has happened to this capability?
We are a coal-rich country, so the supply of raw material is not the question, and it’s cheap for us. What happened to Union Spirits, an ethanol fuel programme we had during World War II? We have the capacity to grow sugar cane (the chief ingredient) and other crops to supply this industry. This would save Tongaat Hulett and the industry at large and create massive employment and investment opportunities.
• Where are we with alternative fuel/energy resources? Why have we not consciously and purposefully driven a move to this?
Battery-driven vehicles have been around for some time, albeit in the technology infancy phase. Infrastructure development would create massive employment and investment opportunities.
Many manufacturers and mines, warehouses and related distribution centres, commercial and retail businesses have moved to solar. Why is this not encouraged, rather than opposed, by Eskom? There is so much scope in the South African context for us to become energy self-sufficient. Hydrogen and related technology have also been scarcely looked at.
- The fuel levy – how can it help?
Against the backdrop of the escalating fuel price increase, the levy seems small. However, how about freezing increases for a while? What is the long-term plan to ensure the fuel levy remains a sustainable and viable investment in the country? If it’s not all spent on roads, shouldn’t it be spent on developing the ability to be energy self-sufficient?
One must remember that the fuel levy is seen by Treasury as general income into the fiscus – and it is a rather large one. It has not been “ringfenced” for road users’ requirements.
Review the fuel price methodology
At the onset of the Ukraine war in 2022 there was hot debate about reviewing the Basic Fuel Price methodology, which led the the then Department of Mineral Resources and Energy (DMRE) and Treasury to announce a temporary R1.50 reduction in the general fuel levy.
More importantly, there was a proposal to review the Regulatory Accounting System (RAC). To the best of the knowledge of the RFA, the RAC was not reviewed. Perhaps it’s time to review it and questions posed by the association.
It’s important to consider the fuel levy is termed a “general fuel levy” and that this implies that portions of the generated funds through the levy are applied to various aspects of the fiscus. Thus, any relaxation in the level (amount) of the levy would have a material effect on the funding requirements of Treasury.
South Africa certainly cannot continue to remain vulnerable to international fuel prices when it has both the means and the ability to fairly quickly, and reasonably affordably, build the infrastructure to secure its own energy needs.
