Truck traffic along South Africa’s N11 highway has significantly recovered following the reopening of the Groblersbrug Border Post with Botswana.
The crossing, a key route for cargo destined for Zambia and the Democratic Republic of the Congo (DRC), had been closed for much of April after heavy rains caused the Limpopo River to flood, disrupting Customs operations and forcing hauliers to seek alternative routes.
During the closure, transporters were redirected through the Kopfontein Border Post, which primarily handles same-day deliveries into Gaborone via the R49.
The sudden influx of long-haul trucks overwhelmed the smaller crossing, leading to severe congestion as express and in-transit carriers competed for limited access.
With Groblersbrug now operational again, a sense of normality has returned to long-distance freight movements toward the Copperbelt region.
Mike Fitzmaurice, Regional Vice President of the African Union’s Organisation for Transport and Logistics, confirmed that Groblersbrug has become South Africa’s busiest land border, handling around 500 trucks crossing the Limpopo River daily.
He noted that many hauliers continue to avoid the Beitbridge route into Zimbabwe, citing a range of persistent challenges.
Issues in Zimbabwe — including sporadic cargo inspections by anti-smuggling units, high fees, and deteriorating road conditions — have made the route increasingly unattractive.
In one instance, a South African transporter faced a three-day delay after being referred for inspection in Harare, despite a strong compliance record. Such incidents cause costly delays and undermine confidence among cross-border operators.
“Transporters would rather take a longer route if they know it’s hassle-free,” Fitzmaurice explained.
Although the route through Botswana adds 150 to 200 kilometers compared to the Zimbabwe path, it offers smoother roads and fewer administrative obstacles, making it the preferred option despite the extra distance and wait times.
Nevertheless, Groblersbrug faces its own challenges. Current truck queues often stretch four to five kilometers, with movement as slow as 200 meters per hour, leading to waiting times of up to two days.
Despite these delays, transporters prefer this route because Botswana’s roads are well maintained and border harassment is minimal.
Fitzmaurice emphasized that restoring Zimbabwe’s role as a key transit corridor would require major improvements in road maintenance, border management, and the elimination of unnecessary freight stoppages.
Without significant reforms, the decline in cargo volumes through Zimbabwe is expected to continue.
“For now, Groblersbrug is the best option for Copperbelt cargo,” Fitzmaurice concluded. “Unless Zimbabwe addresses these issues, it will be a long time before we see transporters returning to the old route in significant numbers.”
The shift underscores the critical importance of infrastructure quality, efficient Customs operations, and political stability in sustaining reliable trade corridors across southern Africa.
