Truck traffic along South Africa’s N11 highway has seen a significant recovery following the reopening of the Groblersbrug Border Post with Botswana. The crossing, a key link for cargo headed to 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 find alternative routes.
During the closure, transporters were forced to divert through the Kopfontein border post, typically reserved for same-day deliveries into Gaborone via the R49. The sudden influx of long-haul trucks into this smaller crossing caused severe congestion, with express and in-transit carriers competing for limited access. Fortunately, with Groblersbrug 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 now become South Africa’s busiest land border, handling about 500 trucks crossing the Limpopo daily. He noted that many transporters are still avoiding the route through Beitbridge into Zimbabwe, citing numerous challenges on that path.
Issues in Zimbabwe — including sporadic cargo checks by anti-smuggling units, high fees, and poor road conditions — have made it an undesirable route for over-border hauliers. In one case, a South African transporter experienced a three-day delay after authorities referred his load for inspection in Harare, despite the company’s good compliance record. Such incidents not only cause costly delays but also erode confidence among cross-border operators.
“Transporters would rather take a longer route if they know it’s essentially hassle-free,” Fitzmaurice explained. Although the route through Botswana is 150 to 200 kilometers longer than via Zimbabwe, it offers smoother roads and fewer administrative hurdles, making it the preferred choice despite the additional distance and wait times.
However, Groblersbrug is not without its challenges. With current traffic levels, trucks often face queues stretching four to five kilometers, sometimes moving as slowly as 200 meters an hour. Waiting times can reach up to two days. Despite this, transporters favor this route because the roads in Botswana are well maintained, and there is minimal harassment at the border posts.
Fitzmaurice believes it will take a significant effort to restore Zimbabwe’s role as a key transit corridor. He stressed that improvements are needed in road maintenance, border processes, and the reduction of unnecessary freight stoppages. Without such changes, the trend of declining cargo volumes through Zimbabwe is likely to continue.
“For now, Groblersbrug is the way to go for Copperbelt cargo,” Fitzmaurice concluded. “Unless Zimbabwe addresses these issues, it’s going to be a long time before we see transporters returning to the old route in meaningful numbers.”
The shift highlights the critical importance of infrastructure quality, efficient Customs operations, and political stability in maintaining reliable trade corridors across southern Africa.
