Disasters, Conflicts and Migration

For more detailed database on disasters by country, please see the Centre for Research on Epidemiology of Disasters Country Profile Database.

Calamities and Seasonal Affects

South Sudan has an equatorial climate with high humidity and lots of rainfall. The temperature varies between an average low of 21° C and an average high of 34° C. The country experiences only two seasons. The rainy season varies between May and October, and the dry season varies between January and May. On average, the hottest month is March and the coolest month is July with the driest average month being January and the wettest month being August.

During the rainy season, road transport is severely affected as roads become flooded and waterlogged with large parts of the country becoming inaccessible. The planting and harvest season coincides with the start of the rainy season and the beginning of the dry season. In general, agricultural production during this period does not impact on the availability of trucks; however in smaller locations where there is a general lack in services and service providers, seasonal agricultural practices can affect availability. Pre-positioning of supplies and cargo mainly takes place during the dry season.

Physical access constraints as a result of perennial flooding, poor road conditions and insecurity remain the biggest factors influencing logistics operations in South Sudan. During the rainy season nearly 60% of the road network becomes inaccessible. Nearly 50% of all counties in 2012 experienced flooding, making the movement of heavy vehicles extremely difficult. Historically, during the dry season there is an increase in inter-communal violence and a decrease in the general security situation in certain parts, such as Jonglei. As a result, pre-positioning of stock must be a top priority for any organization during the dry season when the roads remain dry, river levels stable and counties unaffected by perennial flooding. 

Capacity and Contacts for In-Country Emergency Response

Government

The Ministry of Humanitarian Affairs and Disaster Management has the mandate to oversee all humanitarian work in South Sudan. In general, the use of military/defense assets in relief operations occurs rarely and in most occurrences such assets are utilised on a one time only basis and usually without humanitarian involvement. Close cooperation with military establishments largely involves the facilitation of access to affected areas in restricted areas.

For more information, please see the following links:

4.1 South Sudan Government Contact List

Government of the Republic of South Sudan

Humanitarian Community

For contact information for the humanitarian community in South Sudan, please see the following link: 4.2 South Sudan Humanitarian Agency Contact List

The National Bureau of Standards, under the supervision of the Ministry of Commerce and Industry, is responsible for the setting and enforcement standards and quality in South Sudan.  For more information, please visit the Republic of South Sudan National Bureau of Statistics website. 

For information on South Sudan Regulatory Department contact details, please see the following link: 4.1 South Sudan Government Contact List

Duties and Tax Exemption

For contact information regarding government custom authorities, please see the following link: 4.1 South Sudan Government Contact List

Emergency Response

[Note: This section contains information which is related and applicable to 'crisis' times. These instruments can be applied when an emergency is officially declared by the Government.  When this occurs, there is usually a streamlined process to import goods duty and tax free.]

In the following table, state which of the following agreements and conventions apply to the country and if there are any other existing ones

Exemption Regular Regime (Non-Emergency Response)

[Note: This section should contain information on the usual duties & taxes exemption regime during non-emergency times, when there is no declared state of emergency and no streamlines process (e.g. regular importations/development/etc.).]

The South Sudan Customs Services exemptions unit handles tax exemptions. UN agencies and NGOs are exempt from import duty, excise duty, vehicles, customs warehouse rent (CWR) and VAT; however, there are certain exemption procedures that must be adhered to by UN agencies or organizations.

Apart from UNMISS and UN agencies, tax exemptions can only be granted to registered taxpayers, and organizations must register for a Tax Identification Number (TIN) at a Directorate of Taxation branch office.  A special tax exemption can be granted to non-UN/NGO organizations but such exemptions are granted on a per case basis and only under certain circumstances.

To be granted a tax exemption on imports, organizations must apply for an exemption at the South Sudan Custom Service unit within the Ministry of Finance and Economic Planning (MoFEP) and submit the requited documentation related to the cargo. Only the minister of MoFEP can grant tax exemptions.

Once fully processed, an exemption letter will be issued by the South Sudan Customs Service, which will form part of the clearance documents to be presented to customs and border check points.

Exemption Certificate Application Procedure

Exemption Certificate Document Requirements

Customs Clearance

General Information 

Customs Clearance Document Requirements

Transit Regime

All transit goods are declared at the point of import and travel under bond where the customs will validate and discharge the documentation and at point of exit from South Sudan. This is a relatively uncomplicated process and works well.

Port Overview

South Sudan is a land locked country. Juba Port forms part of a series of fresh water ports that runs the length of the country from Juba in the South to Renk on the border with Sudan along the River Nile. There are many offshoots of the main river i.e. Bentiu, however these are usually only seasonally accessible and only by much smaller boats (20-60 mt). The Sobat River from Ethiopia is also only seasonally accessible for a few months of the year and recent insecurity has reduced the potential opportunities of using this riverway further west than Nasser. Historically, port operators ran operations up to the port of Kosti in Sudan, however conflict and border closures has made this very difficult in recent times. The river network is a crucial alternative in the economical (compared to air) transport of large quantities of cargo into unity and Upper Nile states.

All port infrastructures are extremely basic. The loading/offloading is completed using porters and in the rainy season trucks can have difficulty accessing the port areas due to mud buildup. 

Description and Contacts of Key Companies

Various commercial companies are active in the port, from suppliers of heavy handling equipment such as cranes and smaller powerboat operators, to large river barge companies. Three well established barge-operating companies are present at the port. The companies Keer Marine Co, Nile Barges for River Transport Co, and MINCO Ltd. are the largest operators with access to large and diversified fleets which includes general, flat-top and fuel barges able to transport general bulk and neo-bulk cargo, as well as bulk and drummed fuel.

Due to the current border closures these operators are not able to operate into Sudan and some reported that they also don’t have a fully realised fleet capacity. Handling equipment such as heavy-lift cranes and forklifts can be acquired either through barge operators or through a number of commercial companies in the market. These companies, however, don’t necessarily have a permanent presence at the port. 

For information on South Sudan Juba Port contact details, please see the following link:

4.4 South Sudan Ports & Waterways Companies Contact List

Port Performance

Juba port is the main river port in South Sudan. Other main ports in the country are located in the towns of Bor, Mangalla, Shambe, Adok, Malakal, Melut and Renk. Barges are not confined to docking at these locations and will travel to where they are needed and where it is safest to dock. General cargo barges docking in Juba can contain anything from food and household goods, to building supplies, heavy engineering machinery, vehicles and fuel. Passenger barges carry IDPs from conflict areas in the north of the country also terminate at Juba making the port an important transit area for IDPs.

Port operations in general are constrained by inadequate infrastructure, cargo-handling equipment and management. Powerful local labour union still controls all labour at the port and determines the loading and unloading charges. The local porters union also has access to a number of motorboats that can be hired directly from the owner/operators. The union has organized these owner/operator boats into a loose corporation and even though it is encouraged that prospective clients acquire their services through the union, the boats can be hired through direct negotiation with the owner.

The access corridor downstream of the port is said to be narrow and rocky which allows for barge entry or exit but not both simultaneously, the rocky bottom also makes docking procedures risky, especially when the river level is low. No permanent mooring fixtures are available and barges are moored to mango trees growing on the riverbank. Damage to these trees results in a fine, paid either to the Ministry of Agriculture and Forestry, or to the local community who owns the tree. The riverbank is receding and erosion is an issue. Unloading/loading is mostly done manually or in the case of containers and heavy loads, a crane from one of the local commercial operators is hired in. Barges are normally positioned, as close to flat ground on the riverbank for loading/offloading and using a crane to load/remove containers and heavy loads requires skill.

It is difficult to estimate the annual cargo tonnages at Juba and other ports, as consistent and reliable information is not readily available. Prior to resumption of conflict, the Juba port authority does require barge operators to notify the port authority of incoming and outgoing vessels including a basic description of cargo; however the recording system is rudimentary and not comprehensive. More accurate information can be obtained from barge operators but most are reluctant to share such information. Due to conflict, clearance required from authorities for any humanitarian barge traffic moving on the river.

Due to low water between Juba and Bor ports which can ground the barges, Bor is favored as a loading destination. This is also supported by a relatively good all weather road from Juba to Bor.

Discharge Rates and Terminal Handling Charges

Handling charges for river transport can cost up to US$ 30-35/mt. These charges are subject to location and determined by the porters union. Discharge rates are determined through direct negotiations with barge operators or the porter union and are based on the type of cargo that needs to be handled. 

Berthing Specifications

No permanent mooring fixtures are available and barges are moored to mango trees growing on the riverbank or the single concrete jetty. Barges are normally moored as close to flat ground on the riverbank for loading/offloading.

General Cargo Handling Berths

Port Handling Equipment

Is the port equipment managed by the government or privately? Privately

Juba port has no permanent cargo handling equipment. The port has one concrete jetty and gantry crane however the crane is frequently broken-down.  Porters who physically load and offload cargo from boats and barges do the majority of cargo handling. For heavy and containerized cargo, equipment such as cranes can be hired in from private companies and owners for a fee.

Use of the port gantry crane can be negotiated from the port authority directly.

Container Facilities

No permanent container facilities are present. Containers are loaded and offloaded directly to and from waiting trucks utilizing locally hired commercial cranes. Rates vary little between operators and one container counts as one lift. Charged at US$ 150 per lift, an average mobilisation fee of US$ 250 is also applicable. Depending on the amount of work a daily rate of up to US$ 1,500 can be negotiated.

The storage of containers is the responsibility of the owner, unless otherwise agreed with the barge operators.

Customs Guidance

Juba port is mainly concerned with the domestic movement of cargo and since the recent border closures, no customs facilities are available on site. Where applicable, customs clearance for cross-border cargo is handled at land at border entry points, or at downstream custom facilities.

For information on South Sudan customs guidance, please see the following link: 1.3 South Sudan Customs Information

Terminal Information

Multipurpose Terminal

No such capacity. All barges dock to load and offload cargo either directly onto the riverbank (300 m) or on the single concrete jetty (35 m). No RoRo facilities are available and barges moor as close to the riverbank as possible to allow vehicles to board. This requires a great amount of skill.

Grain and Bulk Handling

No such capacity. Cargo arrives packaged and bagged. 

Main Storage Terminal

No such capacity. Storage remains the responsibility of the cargo owner unless otherwise arranged by barge operators. Plans are in place by various operators to construct storage facilities and holding areas, including cold storage facilities, at dedicated storage yards off-site or at privately owned terminals.

Stevedoring

Stevedoring services can be arranged directly with barge operators or directly from the local labour union, which organizes all labour at the port. There is also no fixed rate for stuffing or de-stuffing barges or containers and although general rates exist for certain types of cargo these would need to be negotiated for directly.

There are no shortages of labour and the union has access to more than 70 porters at any one time, with the ability to quickly scale up its labour requirements. Transparency within the pricing structure remains an issue, as the rates are dynamic, vary between the different ports in the country, and are largely determined by the labour union.  

Hinterland Information

The only means by which cargo can be moved out of the port is by road. Access to the port is generally unrestrictive and privately owned trucks are able to enter and exit the main port facility.

The transport of cargo in and out of the port is the responsibility of the owner but transport can be arranged either through the barge operators or private transport companies. Various large and smaller companies are able to provide such services however capacity and rates vary.

Port Security

Juba port has its own basic security with a manned access gate allowing entry into the main port facility. Due to the number of vehicles and people requiring access, enforcing effective access control is problematic. Permanent health and safety, medical and firefighting facilities are not present on site and the port is fully reliant on municipal emergency services.

A perimeter fence surrounds the port facility however this fence serves as little deterrence leaving cargo, vehicles and other assets at risk.  Barge operators normally have their own security that remains on board vessels. Current plans to upgrade the port facilities include amongst others the revision of security protocols, implementation of stringent access control measures, and the installation of additional lighting.

Key airport information may also be found at World Aero Data. 

Civil aviation falls under the authority of the Ministry of Transport and South Sudan which has been a member of the International Civil Aviation Organization (ICAO) since 10 November 2011. In 2013, the South Sudan Civil Aviation Authority was established and the aim of this statutory authority is to formally oversee and regulate the countries aviation industry, airline companies, and operations. South Sudan’s Juba International Airport (JIA) is currently the only airport receiving flights from international commercial airline carriers. The other major airports include Wau, Malakal and Rumbek.

The aviation industry in general is characterized by decades of underdevelopment, little investment in infrastructure, low capacity and a poor safety record and adherence to international standards. The country is however readily accessible by air as there are hundreds of fixed wing and helicopter landing sites spread out across the country, of which more than 50 airstrips are serviceable by fixed wing aircraft. The vast majority of these strips are gravel however and only accessible by light aircraft. Only Juba, Paloich, Malakal and Wau airports currently have asphalted runways capable of handling large aircraft.

The availability of fuel, aircraft maintenance facilities and handling services remains an issue, especially in remote areas. A small number of private sector operators are able to supply fuel at the various major airports, however fuel is imported from neighboring countries increasing cost and risking fuel shortages, especially during the rainy season. Basic repairs and maintenance can be conducted in South Sudan; however, major repairs have to be conducted in neighboring countries or in some cases Europe.

More recently, a concerted effort by the government is being made to upgrade existing aviation infrastructure, expand the network, and manage its airspace. The runways of major airports such as Wau and Malakal have been upgraded to asphalt with Rumbek airport scheduled for an upgrade in 2013. In recent times there have also been growths in commercial domestic carriers, air charter and airfreight companies providing reliable service.

For information on Sputh Sudan Aviation contact details, please see the following link:

4.1 South Sudan Government Contact List 

4.5 South Sudan Airport Companies Contact List

Procedures for Foreign Registered Aircraft

In South Sudan, the Civil Aviation Authority is responsible for the registration of foreign aircraft operating within the country.  The CAA is currently working on a formal process to register foreign aircraft operating in South Sudan and the current process is largely uncomplicated. 

General Aviation:

1) Register for a business license from the Ministry of Justice as per regular business registration procedures.  This includes registering for a Tax Identification Number (TIN).

2) Write an application letter, on company letter head addressed to Director General of Civil Aviation, expressing the company’s intensions of operating in South Sudan.

3) Attach:

• • List of aircraft intended to operate in South Sudan, including aircraft details and roles i.e. cargo or passenger aircraft;
  • All relevant aircraft documentation such as insurance and most recent maintenance inspection / reviews;
  • All relevant pilot documentation such as recent medical certificates and licenses;
  • Organizational diagram including maintenance and engineering staff;
  • Business and TIN registration documentation.

4) Submit to the Civil Aviation Authority for approval.

The Director of Aviation Safety and flight operations office will review the submitted application and inspect the aircraft and aircrew upon arrival in South Sudan.

• If approved, it will issue a permit to operate in South Sudan.
• If denied, the applying organization will be asked for additional clarification and/or documentation. The CAA could also contact the country of origin for further information.

Humanitarian Aviation:

1) Write an application letter, on organization letter head addressed to Director General of Civil Aviation, expressing the organizations intensions of operating in South Sudan.

2) Attach:

• List of aircraft intended to operate in South Sudan, including aircraft roles i.e. cargo or passenger aircraft.
• All relevant aircraft documentation such as insurance and most recent maintenance inspection / reviews;
• All relevant pilot documentation such as recent medical certificates and licenses; 
• Organizational diagram including maintenance and engineering staff;
• Operations certificate, registration certificate, and TIN registration documentation (NGOs Only).

3) Submit to the Civil Aviation Authority for approval.

4) The Director of aviation safety and flight operations office will review documentation, and inspect the aircraft and aircrew upon arrival in South Sudan.

• If approved, it will issue a permit to operate in South Sudan.
• If denied, the applying organization will be asked for additional clarification and/or documentation. The CAA could also contact country of origin.

Other Comments:

• The duration of the operating permit issued by the CAA is limited to the duration of the aircraft insurance.
• The process timeline for registering foreign aircraft is fairly short as the process is relatively uncomplicated.
• Currently, no fees are applicable to register foreign aircraft.
• This registration process is subject to change as the CAA is currently formalising the process of registering foreign aircraft. 

For information on South Sudan Road Network contact details, please see the following link: 

4.1 South Sudan Government Contact List

South Sudan has one of the world’s most underdeveloped roads networks. The total estimated track length in South Sudan is approximately 90,200km, which includes approximately 14,000 km of primary and secondary roads, and 6000km of tertiary tracks. The current interstate and international roads network consists of around 5,000km of gravel roads with approximately 300km of sealed roads. Currently only one international road, the 192km stretch between Juba-Nimule on the Ugandan border is sealed. The majority of other sealed roads are urban roads within the capital city Juba. All other national, interstate and urban roads consist of badly or non-maintained dirt roads.

The rugged land terrain, insecurity in certain areas along transport routes, the vast distances to be covered, and the sheer size of capital investment required, are all limiting the expansion of the roads network and addressing the severe infrastructural backlog currently faced by the government. The general infrastructure and conditions of the roads makes them vulnerable to seasonal influxes, with many roads impassable during the rainy season for extended period of times and cutting off large areas of the country.

All these factors contribute to relatively high transportation costs and the Government has identified the poor condition of the road network and infrastructure as one of the major constraints to economic and social development. As such, the government through its long-term development initiatives have identified road construction and the upgrade and expansion of existing infrastructure as a key priority.

Distance Matrix

For information on South Sudan Road network distance matrix, please see the following link: 

Logistics Cluster South Sudan Road Network Distance Matrix

Road Security

Since resumption of conflict in December 2013 road travel has become precarious. Road conditions, at best, remain assessed as very poor, markings and very limited maintenance increasing the security risk. Compounding this situation is the current absence of adequate policing of the nation’s roads, resulting in dangerous standards of driving and even in major towns there is almost no enforcement of existing traffic regulations.

During the rainy season, many of South Sudan’s roads become impassible and injury from motor vehicle accidents, and exposure to other risks such as illegal checkpoints to staff traveling by road increase. Road checkpoints are a common occurrence, especially in large towns and cities, and in areas that have recently experienced civil unrest.

Weighbridges and Axle Load Limits

Currently there are no weighbridges in the country and low capacity to enforce axle load limits.

South Sudan is adjusting to the regional axle load limits set through the Common Market for Eastern and Southern Africa (COMESA) and East African Community (EAC) requirements, and which is currently set at a maximum of 56 tonnes with a 0% weighbridge allowance. These requirements permit some of the highest Gross Vehicle Mass limits in the world; however, countries in the region apply these load limits differently so vehicles travelling through the region to South Sudan will be subject to compliance with the lowest axle load limit. Note, Traffic from Ethiopia into Upper Nile State can move payloads of 45MT per truck.. 

Road Class and Surface Conditions

Access constraints information is available on the following link: Logistics Cluster South Sudan Operation Page

Other information on South Sudan roads see following links:

4.1 South Sudan Government Contact List

South Sudan Road Research Centre Preliminary Report

Country Report - South Sudan’s Infrastructure: A Continental Perspective

South Sudan does not have an extensive rail system and current rail infrastructure, which was constructed between 1959-1962, and what has been left over from the previous Sudan government is in a serious state of disrepair. In 2010, the track was rehabilitated through the MDTF’s US$48.5 million National Emergency Transport Project (NETREP) with the aim of revitalizing the sector and increasing cargo and passenger transport capacity into the area, however current rail operations have been suspended due to border closures, unserviceable equipment, a lack of capacity, and non-operational rolling stock.

The single, 1067 mm (3’6”) gauge, 446km rail connection linking Babanusa in North-Sudan to Wau in South Sudan forms part of a rail transport corridor that extends up to Port Sudan and which forms an important transportation link into South Sudan’s Northern and Western Bar El Ghazal states with a 248km link from the border to the major towns of Aweil and Wau. Regionally, however, there has been a shift towards road transport due to the relatively high rail tariff costs, unreliable service and unavailability of adequate assets and general poor management.

When reopened, and rail capacity fully realized, the railway line could serve as a key part of the domestic transport system, and even though the government has indicated the desire to revitalize and extend the network, the current emphasis is on the expansion of the road network and any transport costs will, for the foreseeable future, be constrained by road competition.

Railway Companies and Consortia

No railway companies or consortia are currently operating in South Sudan. Historically, railway companies were owned and operated from Sudan through the Sudan Railways Corporation and when the line is reopened the SRC is the most likely company to continue services along this route.

For information on South Sudan Railway network contact details, please see the following link: 

4.2.1 South Sudan Government Contact List

4.9 South Sudan Railway Companies Contact List

Capacity Table

Key Route Information

Key Stations

A large section of the White Nile flows through South Sudan and the country have access to approximately 1400km of navigational waterways stretching from Juba in the south, to Kosti in North Sudan, and from Bentui in the west to Akobo on the Ethiopian border to the east. The river is accessible throughout the year, and during the rainy season the Nile is the only reliable transport link between the southern, central and northern areas of the country. Many of the rivers tributaries are also navigable, however these are only considered passable during the rainy reason.

Although navigational throughout the year, water levels fluctuate during the rainy and dry seasons. In some areas this results in the reduced cargo carrying capacity of barges with barge operators loading vessels according to seasonal draft and clearance requirements. Standard barges take around 400mt but at times during the dry season and in some sections such as between Juba-Bor, the river is only navigable with 300mt. Various barge operators and powerboat owner-operators provide transport services along the length of the river, with the major ports of Mangalla, Bor, Shambe, Adok, Malakal and Renk easily accessible. The majority of river ports are nothing more than an easily accessible riverbank from which porters can load and offload cargo. Loading and offloading facilities, including access to equipment remain problematic.

Passenger transport along the river has not been fully developed. There are no dedicated passenger barges operating along the river and passenger transport is mostly done through powerboats, and allocated space on cargo barges. The development of infrastructure along the river has in recent times largely been the domain of private operators and other commercial companies who have constructed, or are in the planning phases, of constructing their own supply bases with direct access to the water with dedicated equipment and storage solutions. 

Company Information

Historically barge and boat operations were characterized by state run agencies managed by Sudan. The largest barge companies currently operating on South Sudan waterways are MINCO Limited, Nile Barges for River Transport Co, Keer Marine Co and the South Sudan Trans Nile Company.

For information on South Sudan Waterways contact details, please see the following link: 

4.2.3 South Sudan Port and Waterways Company Contact List

Passenger Carrying Capacity

Passenger transport along the river has not been fully developed. There are no dedicated passenger barges operating along the river and passenger transport is mostly done through powerboats, and allocated space on cargo barges.

Key Routes

Port Information

For information on South Sudan additional waterways information, please see the following links:

White Nile River Cargo Transport Assessment

Malakal Melut River Assessment Report

Nile River Common Transport Service Snapshot

There is a lack of permanent storage capacity in South Sudan and the majority of storage solutions are provided through temporary and mobile storage units. The humanitarian community constitutes the largest sector with available warehouse space and most organisations have storage facilities in Juba and most other major towns.

The commercial sector has taken advantage of this gap and an ever-growing number of warehouses are present in major towns. Cold Chain remains problematic with the capital outlay and risks associated with such endeavours limiting growth in this sector. A number of commercial operators however are currently developing their capacity to provide a complete cold chain solution. 

Commercial Storage

Storage Used by Humanitarian Organizations

All major humanitarian organisations have access to their own storage facilities and warehouse management is mostly conducted in-house. Many organisations also make use of commercial storage. In smaller locations and where the presence and size of  humanitarian actors vary it is common for organisations to share storage space and in some instances smaller organisations rely almost entirely on other organisations for storage.

Through the common storage service, the Logistics Cluster has access to more than 6,700m² of warehouse space in more than 19 locations across the country. This storage space is made available to the humanitarian community either to augment their current capacity or serve as dedicated storage space on a short-term basis free of charge.

Public Sector Storage

The government has access to a number of warehouse facilities however these facilities are not readily made available to the humanitarian community. In some instances the government is able to provide or allocate storage space to the humanitarian community however access to this space needs to be negotiated for directly with the relevant line ministry.  Additional storage space can also be negotiated for through the Relief and Rehabilitation Commission for those organisations involved in emergency response. 

Cold Chain

Cold Chain remains problematic with the capital outlay and risks associated with such endeavours limiting growth in this sector. A number of commercial operators however are currently developing their capacity to provide a complete cold chain solution. 

There are no large scale milling operations currently active in South Sudan and the industry is characterised by small-scale owner-operators utilising small capacity milling machinery. Milling facilities are available in major towns and villages, but these milling machines are privately owned and milling rates are negotiated on a case-by-case basis with market prices fluctuating depending upon the exchange rate. The average capacity of available milling machines range from 100kg to 450kg per hour. For large scale milling operations it is more cost effective to Mill in neighbouring countries such as Kenya and Uganda where large scale milling facilities are available. 

The supply of fuel is a critical component of logistics operations in South Sudan. The country currently has no oil refineries and relies heavily on fuel imports to service its domestic needs.  Historically, the vast majority of fuel supplies were imported from Sudan using barges and trucks, however in recent times; the majority of fuels have been imported from neighboring countries Kenya, Uganda and to a limited extent Ethiopia. The availability and price of fuel has seen dramatic fluctuations in the last two years. Fuel prices vary around the country with the cost of transport, including the various taxes levied by the national and state governments affecting the price.

Currently the supply of fuel is erratic with suppliers trucking in the majority of fuel from neighbouring countries with the major in-country suppliers having direct access to Kenyan refineries. However, a high demand for fuel and the Government’s push to become fuel self-reliant has lead to plans for the rapid development of the countries own refining capability. Current plans include a proposed pipeline to the port of Lamu that would also include the construction of a refinery at the port. In the short term, the construction of a number of smaller refineries is planned.

The market for fuel is relatively transparent and there are few barriers to entry save for the high investment costs involved. Since the closure of the border with Sudan, the regular supply of fuel from that country has decreased dramatically and since fuel has to be trucked in, supply remains erratic with retail outlets regularly experiencing fuel shortages. As a result, larger fuel importers have responded by increasing their fuel bunkering capacity either within South Sudan, or in strategic locations in neighboring countries to ensure a constant supply of fuel. 

For information on South Sudan Fuel contact details, please see the following links:

Fuel Prices - Mytravelcost Wesbite (updated monthly)

4.7 South Sudan Fuel Providers Contact List

Fuel Pricing

The government has set a price ceiling at which suppliers can sell fuel in order to protect local consumers against high fuel prices. These prices change on a regular basis for all fuel types and is linked to the fluctuating exchange rate.

Seasonal Variations 

During the rainy season when most of the country becomes inaccessible by road, the availability of fuel in certain areas and price fluctuations becomes an issue. Fuel suppliers have historically responded to this by increasing their fuel bunkering capacity in strategic locations. In recent times and due to improved road infrastructure, and an improved security situation, most major towns are reachable during the wet season.

Fuel Transportation

Historically river barges and road tankers from Sudan were utilised to transport fuel into South Sudan. This import method is still in effect as there are no strategic pipeline assets in place to transport petroleum products from refineries in neighbouring countries to states and major urban centres within South Sudan. Currently, fuel tankers from Kenya, Uganda and Ethiopia transport the vast majority of fuel to major supply depots around the country. Fuel barges from Juba also transport fuel to downstream locations with road tankers transporting fuel to outlying depots from there. Currently, the fuel transport system is able to keep up with demand; however a sudden surge in demand would put a strain on the available supply and transport capacity. The supply of fuel into the north of the country remains intermittent, which is compounded by the length of the supply chain from refineries in neighbouring countries and road accessibility constraints during the rainy season.

Standards, Quality and Testing

The National Bureau of Standards and the Ministry of Energy and Mining is responsible for the setting and enforcement of fuel standards and quality in South Sudan. Currently, however, the enforcement of such standards remains challenging and the country is reliant on the standards set by neighboring countries from which fuel is imported. Furthermore, current standards enforcement is only limited to visits and the testing and calibration of distribution meters at retail stations to protect consumers from unregulated pricing. All major suppliers have installed their own filters and firefighting equipment.

Currently there are no national testing laboratories and commercial companies have the best capacity to test fuel within the country. Dalbit fuels have access to a Society General de Surveillance (SGS) laboratory in Rumbek to test and re-certify AGO diesel fuel. The company is also able to test Jet-A1 Fuel to ensure that it conforms to international standards. Other large suppliers like Tristar who have the UNMISS contract both for diesel and Jet A1 are running training programs for the Ministry of Commerce and Industry to establish standards and QC for ROSS ministry personnel. 

For information on South Sudan Fuel, please see the following dated but still relevant document: 

UN Survey of the Humanitarian Fuels Situation and Prospects in South Sudan 2004

South Sudan Transporters

The demand for road freight transport has grown significantly since independence. The result is that a large number of local and foreign owned transport providers have entered the market with a variety of capacities and services to offer. This sector is characterised by small to medium sized vehicle fleets and vehicles of differing capacities and maintenance levels. Larger transport providers are able to offer full transport services and operate into neighbouring countries.

In general, road freight transport companies range from small to medium sized operations with access to additional fleet capacity through owner-operator vehicles. Most operators are able to operate throughout the country however in some instances such as during the rainy season or in areas posing a potential security risk transporter can refuse to travel or increase transport costs.

The road freight transport sector is able to meet the current demand of the humanitarian community and foreign operators are allowed to operate domestically on condition that companies are registered. As with other business sectors, the government is actively encouraging local development and ownership and in some instances requires local shareholders in foreign owned companies.

For information on South Sudan Transporters contact details and fleet information, please see the following links:

4.8 South Sudan Transporter Contact List

South Sudan Transporters

Historically labour costs were based on the wage laws of the Republic of Sudan, however since independence labour laws such as those stipulating a national minimum wage have been under review. The current Labour Bill of 2012 however defines various issues surrounding acceptable working conditions such as a 48 hour work week, the calculation of overtime payments and annual and maternity leave provisions.

Manual labour is readily available however in some sectors unions play important roles in determining numeration 

Rates vary currently with the fluctuating exchange rate.

The Ministry of Telecommunications and Postal Services (MOTPS) is responsible for the development of the countries telecommunications infrastructure and to oversee and regulate the telecommunications network and service providers. The country has no formal landline telephone network and telecommunications services are provided through satellite and mobile communications networks. Various large international mobile phone providers are present in the country, most urban centers and along major roads have mobile phone coverage. Sim cards are readily available in the market and registration is not required. Mobile Internet is available on all networks however data costs are still relatively high. 

For information on South Sudan Telecommunications contact details, please see the following link: 

4.1 South Sudan Government Contact List

4.11 South Sudan Additional Services Contact List

Telecommunication Regulation

Currently no formal telecommunications regulations are in place. The Directorate of Spectrum Management is currently responsible for the allocation of frequencies and agreements. The Ministry of Telecommunication and Postal Services (MOTPS) aims to establish a Telecommunications Regulator by 2014 and is currently working with various international actors in this regard.

Existing Humanitarian Telecoms Systems

The humanitarian communications system is well developed and present with 24 hour staffed radio rooms located in all major state capitals and areas with a permanent humanitarian presence.

The WFP lead Emergency Telecommunications Cluster (ETC) has been active in South Sudan since September 2011 following the official separation of South Sudan from Sudan. The aim of the ETC is to improve humanitarian coordination by providing humanitarian agencies the ability to communicate via a stable and secure telecommunications systems in remote areas.

For information on South Sudan  Humanitarian Telecoms Systems additional details, please see the following document: 

Emergency Telecommunications Cluster Provision of ICT Services in South Sudan

Internet Service Providers (ISPs)

South Sudan is one of the most expensive countries in Africa in terms of Internet usage, with an average retail cost of USD$ 4,000 per megabit via satellite. All licenced service providers use satellite-based V-Sat and WiMax technology as the country has no established fibre optics network, nor is it directly connected to East Africa’s internet fibre-optic networks serviced by The East African Marine Systems (TEAMS), Eastern Africa Submarine Cable System (EASSy) and SEACOM providers.

The Ministry of Telecommunication and Postal Services (MOTPS) plays an oversight function and is in charge of regulating and licencing of local telecommunications companies. Currently there are no national carrier in South Sudan, however the Council of Ministers approved the establishment of a national telecommunications operator in May 2013.

Overview

4.10 South Sudan Supplier Contact List

There are no established suppliers for food (Maize, CSB, Pulses, Sugar, Oil or RTE (Ready to Eat) produced in South Sudan. Most locally produced foodstuffs are available in local markets or transported to larger markets in urban areas. Most foods are imported from neighbouring countries Uganda and Kenya.

WFP’s 'P4P' unit has started to establish business relationship with a selection of farmers’ organisations and cooperatives in Western and Central Equatoria with the aim of stimulating local production and making surplus food available to the wider market.

Operational support items such as water tanks, generators tents and basic IT equipment are readily available in major market centres around the country, however specialised items would need to be imported from neighbouring countries. 

Generic country information can be located from sources which are regularly maintained and reflect current facts and figures. For a general overview of country data related to the service and supply sectors, please consult to following sources:

 The Observatory of Economic Complexity – MIT (OEC) South Sudan -Page 

Disclaimer: Inclusion of company information in the LCA does not imply any business relationship between the supplier and WFP / Logistics Cluster, and is used solely as a determinant of services, and capacities. Please note: WFP / Logistics Cluster maintain complete impartiality and are not in a position to endorse, comment on any company's suitability as a reputable service provider.

South Sudan Additional Service Providers: Vehicle Rental, Taxi Companies, Freight Forwarding Agents, Handling Equipment, Power Generation and ISPs

Since independence the market of service providers have expanded exponentially with both national and international companies providing a host of support services. As in other business sectors, domestic operators and service providers have also seen significant growth and the government is actively encouraging the development of local ownership. However the growth in this sector and the quality of the services provided is constrained by a shortage of specialised skills in the local labour market and the perceived difficulty of doing business in South Sudan.  

Vehicle Rental

Various vehicle rental companies are present in South Sudan with a wide selection of vehicles available for hire. The vast majority of such companies however have small vehicle fleets with varying capacities and vehicles maintained to questionable standards. No large international vehicle rental companies are present in South Sudan and organisations looking to augment their vehicle fleet will need to negotiate directly with vehicle owners.

Taxi Companies

The taxi industry is unregulated and characterised by privately owner-operated vehicles and motorbikes. There are a number of larger locally owned taxi operators however travel rates vary and needs to be negotiated for. Travel by motorbike or ‘boda-boda’ is readily available and at a relatively low cost, however at significant risk due to prevailing road conditions. In general the use of locally available taxi’s and motorbikes is reliable; however it does pose some personal security risk to travellers. As no taxi operators have ‘passenger liability’ insurance. Hence, it is advisable that international travellers include this in any travel insurance. 

Freight Forwarding Agents

A number of freight forwarding companies and brokers with varying capacities are operational in South Sudan. The larger operators have good contacts within relevant government departments and access to a variety of logistical services including air, water and land transport providers making their services relatively reliable. The majority of freight forwarding agents are situated in Juba with a smaller number located in other major towns. 

Handling Equipment 

Handling equipment can be rented from local commercial companies or acquired in the market. Most specialised equipment need to be imported from neighbouring countries however.

Non-standardised pallets can be manufactured in the local market, in general however all wooden and plastic pallets are imported.

Electricity and Power 

The Ministry of Energy and Dams is responsible for the development of the country’s electricity infrastructure. In 2012, the ministry established the South Sudan Electricity Corporation (SSEC), which oversees the generation, transmission, distribution and sale of electricity within the country, and most of the state capitals now have some electrical power, commonly referred to as ‘City power’. The in-country power-generating infrastructure consists of large diesel operated power plants and distribution systems. However, the electrical power coverage is limited to these urban areas and prioritized for local administration/government and local hospitals, as the power grid is severely limited. The electricity supply in South Sudan is only partially accessible in certain areas and in these areas the supply is often erratic, and characterised by frequent power outages due to broken power units, or more commonly, a lack of fuel.

The most recently commissioned power plants and electrical distribution systems are situated in Juba, Malakal, Wau, Bor, Yambio, Rumbek and Renk. The power production plant for Juba has been greatly improved in terms of efficiency but still coverage of the town is limited. Malakal has good coverage through large functioning diesel generators. Considering that power generation is largely unreliable and inconsistent it is essential that major organizations have their own power generating capacity and back-up units. Small to large portable generators are readily available in local markets. In 2012, the country had approximately 33MW of installed generating capacity with partial access mainly to the towns Juba, Malakal and Wau.

In 2012, the Government entered into an agreement with the government of Ethiopia to import electricity into the country. The agreement called for the installation of a 230 KV transmission line from Gambela and a 500 KV transmission line from the Grand Renaissance Dam in Ethiopia to South Sudan. The agreement is to come into affect upon the completion of the dam.

Internet Service Providers (ISPs)

South Sudan is one of the most expensive countries in Africa in terms of Internet usage, with an average retail cost of USD$ 4,000 per megabit via satellite. All licenced service providers use satellite-based V-Sat and WiMax technology as the country has no established fibre optics network, nor is it directly connected to East Africa’s internet fibre-optic networks serviced by The East African Marine Systems (TEAMS), Eastern Africa Submarine Cable System (EASSy) and SEACOM providers.

The Ministry of Telecommunication and Postal Services (MOTPS) plays an oversight function and is in charge of regulating and licencing of local telecommunications companies. Currently telecommunications regulations are set to change with the adoption of new regulations in late 2013.Currently there are no national carrier in South Sudan, however the Council of Ministers approved the establishment of a national telecommunications operator in May 2013. In late 2012, the country had five licensed Internet Service Providers and this number continues to grow with an estimated 15 ISPs currently in various stages of operation.