Special e-mobility tariffs could make fleet charging more viable in South Africa, but there is no verified nationwide fleet tariff or confirmed account here of who made the specific call and what terms they requested. The case for tariff reform is nevertheless clear: charging economics depend not only on the price per kilowatt-hour, but also on fixed demand charges, when vehicles charge, how often chargers are used and how the charging site is connected.
What the call for special e-mobility tariffs means
A special tariff for electric-mobility fleets could be designed around the way vehicles and chargers use electricity—for example, by adjusting demand charges, offering time-of-use rates or setting eligibility rules suited to charging depots. But the available public evidence does not identify the proponents behind the specific call in the headline, spell out their requested terms or establish that a dedicated national fleet tariff has been introduced.
That distinction matters: a policy consultation, a utility plan to develop charging options and an operating tariff are different things. South Africa’s current policy direction creates a context for tariff reform, but does not itself establish an e-mobility fleet rate.
What South Africa’s electricity pricing policy says
In 2026, Cabinet approved publication of the Revised Electricity Pricing Policy for public comment. It updates the 2008 framework and points toward transparent, unbundled, cost-reflective tariffs, while recognising protections for vulnerable consumers and strategic economic sectors. This is a national policy direction, not proof of an approved special tariff for fleet operators. Read Cabinet’s statement on the policy.
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For fleet charging, cost-reflective pricing can cut both ways. A tariff that better reflects when and how a site draws power might reward charging outside constrained or expensive periods. But fixed charges tied to peak demand can weigh heavily on a depot or public charging site even when its chargers are used infrequently. Eligibility, metering and the relationship between a charger and its host site also determine which tariff applies.
Why a fleet’s charging bill is more than a per-kWh price
Comparing tariffs by their energy rate alone can obscure the economics. Operators should assess the full bill and charging profile together:
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- Energy charges: the amount paid for each kilowatt-hour, which may vary by time of use.
- Demand charges: fixed or capacity-related charges that can depend on a site’s peak draw, whether or not chargers are busy for most of the month.
- Peak, standard and off-peak periods: vehicles that can charge overnight or between shifts may have different costs from those that must charge during busier periods.
- Utilisation and load profile: a charger used often spreads fixed costs across more sessions; a lightly used charger may not.
- Connection and billing arrangement: a charger billed as a separate connection can face a different cost structure from equipment included within a larger host site.
- Tariff status and eligibility: an illustrative model, a submitted proposal and an approved tariff are not interchangeable.
What current examples show—and what they do not
AIDC Eastern Cape’s regional public-charging rates
AIDC Eastern Cape reported that its network’s public charging tariff would rise from R7.00/kWh to R7.50/kWh from 1 July 2026 across 15 stations. It cited approximately R11.76/kWh as a price in other public charging networks. These are AIDC-EC-reported regional examples, not a national comparison or a tariff available to every fleet. The organisation described its priority as supporting e-mobility and electric-vehicle adoption across the Eastern Cape. See AIDC-EC’s tariff announcement.
Eskom’s fleet and charging plans
In September 2025, Eskom reported that it had received about 20 electric vehicles, planned another 100, aimed to fully electrify its Distribution Division by 2035 and planned 55 public charging stations over the following two years. It also said smart charging and time-of-use tariffs were being developed. These are utility-reported plans; they do not establish that a commercial fleet tariff is now available. Read the SAnews report on Eskom’s plans.
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In February 2023, Eskom had announced that it submitted a residential time-of-use charging tariff to NERSA for approval. That was a historical, residential-focused proposal—not evidence of an approved commercial fleet rate. Read Eskom’s 2023 announcement.
What a 2022 Johannesburg model says about utilisation
A Sustainable Energy Africa briefing modelled a public-charging scenario in Johannesburg using two chargers rated at 60 kW each and an assumed customer fee of R5.50/kWh. Under its modelled existing industrial low-voltage time-of-use tariff, it calculated a break-even point at 200 monthly charging events, or 7,200 kWh. These are assumptions and results from a local 2022 model, not current prices or a national tariff proposal. Read the briefing’s tariff-design analysis.
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The model’s central lesson is structural: high fixed demand charges can make a public charging site difficult to support when utilisation is low. Lower fixed demand charges combined with higher variable energy charges improved the modelled early-utilisation case, but reduced margins at higher utilisation. A tariff that helps a new, lightly used site is not automatically best for a mature, busy network. See the model assumptions and limitations.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.How fleet operators can assess a tariff proposal
Operators evaluating a charging tariff—or making the case for a special one—should compare it against their actual site and vehicle schedules, rather than relying on a headline kWh rate:
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- Map charging demand. Estimate when vehicles connect, how much energy they need and whether charging can be shifted outside peak periods.
- Separate variable and fixed costs. Identify energy rates by time band and all demand, capacity or connection charges on the bill.
- Model different utilisation levels. Test the economics at low and high charger use; fixed costs can dominate before a site reaches steady demand.
- Check the connection and eligibility rules. Establish whether chargers are separately metered or part of a host site and whether the proposed tariff applies to that arrangement.
- Verify what is actually in force. Confirm whether a rate is an approved tariff, a consultation proposal, a utility development plan or only a modelling scenario.
A useful special tariff would need to balance early-stage utilisation with long-run network costs, while making time-of-use signals and eligibility clear. The evidence available does not establish the exact design requested by the people behind the call.
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