Annual State of Cross Border Operations Report

Contents
ACRONYMS ............................................................................................................................VII
LIST OF TABLES .....................................................................................................................IX
LIST OF FIGURES ...................................................................................................................XI
ACKNOWLEDGEMENTS .......................................................................................................XII
EXECUTIVE SUMMARY ....................................................................................................... XIII
1. OVERVIEW OF REPORT..................................................................................................... 1
1.1 Introduction and Background ..................................................................................... 1
1.2 Problem statement ...................................................................................................... 2
1.3 Purpose of Report ...................................................................................................... 3
1.4 Focus of the Report.................................................................................................... 3
1.5 Report Methodology ................................................................................................... 4
1.6 Outline and Scope of Report...................................................................................... 4
1.7 Update on the Implementation of Previous ASCBOR Recommendations ............... 6
2. CROSS-BORDER ROAD TRANSPORT INDUSTRY: CURRENT STATE AND

CHALLENGES ........................................................................................................................ 27
2.1 Introduction ............................................................................................................... 27
2.2 CORRIDOR CHALLENGES .................................................................................... 27
2.2.1 Poor Road Network Connectivity / Inadequate Road Networks ....................... 27
2.2.2 Inefficient Border Posts...................................................................................... 28
2.2.3 Multiple Law Enforcement Inspections along Transport Corridors ................... 29
2.2.4 Weighbridges ..................................................................................................... 30
2.4.5 Inadequate Cross-Border Ranking Facilities..................................................... 30
2.2.6 Adherence to Fixed Bus Timetables ................................................................. 32
2.2.7 Conveyance of Undocumented Immigrants by Cross-Border Operators ......... 32
2.2.8 Issuance of Organised Party Permits ................................................................ 32
2.2.9 Lack of Detailed Route Descriptions on Cross-Border Passenger Permits ........... 33
2.2.10 Return of Passenger Lists, Consignment Notes and Expired Permits................. 33
2.2.11 Unharmonised Regulatory Requirements ......................................................... 33
2.2.12 Erratic Power Supply at Strategic Border Posts ............................................... 34
2.2.13 Cross-Border Charges ....................................................................................... 34
2.2.14 Funding Shortages............................................................................................. 34
2.2.15 Capacity of Public Sector Institutions and Skills Shortages .............................. 35
2.2.16 Corrupt Practices along Transport Corridors .................................................... 35
2.2.17 Truck Stops ........................................................................................................ 36
2.2.18 Xenophobic Attacks on Foreign Operators / Driver Conflict ............................. 36
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2.3 Impact of COVID-19 on Cross-Border Operations .................................................. 37
2.3.1 Impact of COVID-19 on SADC Economies ....................................................... 38
2.4 Transport and Logistics Performance ...................................................................... 40
2.5 Conclusion ................................................................................................................ 43
3. TRACKING DEVELOPMENTS AIMED AT IMPROVING THE CROSS-BORDER ROAD

TRANSPORT ENVIRONMENT............................................................................................... 44
3.1 Introduction ............................................................................................................... 44
3.2 Developments unfolding at Continental Level ......................................................... 44
3.2.1 Programme for Infrastructure Development Africa ........................................... 44
3.2.2 Presidential Infrastructure Champion Initiative.................................................. 46
3.2.3 Move Africa ........................................................................................................ 47
3.2.4 Linking Africa Plan ............................................................................................. 48
3.3 Developments unfolding at Tripartite Level ............................................................. 49
3.3.1 Tripartite Transport Transit Facilitation Programme ......................................... 50
3.3.2 Status of the Tripartite Transport and Transit Facilitations Programme ........... 52
3.3.2 Multilateral Cross-Border Road Transport Agreement...................................... 55
3.3 Developments unfolding at Regional Level ............................................................. 56
3.3.1 SADC Regional Infrastructure Development Master Plan ................................ 56
3.3.2 Launch of a SADC Infrastructure Web Portal ................................................... 61
3.3.3 Corridor Trip Monitoring System ........................................................................ 64
3.4 Conclusion ................................................................................................................ 64
4. ASSESSING THE COST OF DOING BUSINESS IN THE SADC: ROAD FREIGHT

PERSPECTIVE ........................................................................................................................ 65
4.1 Introduction ............................................................................................................... 65
4.2 Data Collection and Analysis .................................................................................... 65
4.2.1 Methodology....................................................................................................... 65
4.2.2 Model Description .............................................................................................. 66
4.3 Data Analysis and Interpretation .............................................................................. 68
4.3.1 Data Analysis ..................................................................................................... 68
4.3.2 Flexibility of the Model ....................................................................................... 68
4.3.3 Model Validation ................................................................................................ 68
4.3.4 Cross-Border Freight Journeys between Johannesburg and Zambia .............. 68
4.3.4.1 Assembly of the data ...................................................................................... 69
4.3.4.2 Assigning each expense line item to one of the unit cost variables .............. 70
4.3.4.3 Calculation of the average unit costs ............................................................. 70
4.3.5 Cross-Border Truck Hours ................................................................................. 70
4.3.6 Cross-Border Truck Mileage .............................................................................. 71
4.4.1 Fixed Costs ........................................................................................................ 74
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4.5 Costing of Time Sent at Regulatory Stoppages ...................................................... 83
4.5.1 Average Truck Speed and Standing Costs ....................................................... 83
4.5.2 Total Standing Time ........................................................................................... 86
4.5.3 Total Standing Costs ......................................................................................... 87
4.7 Conclusion ................................................................................................................. 90
5. CROSS-BORDER TRADE VOLUMES AND VALUES PASSING THROUGH SOUTH

AFRICAN COMMERCIAL BORDER POSTS ........................................................................ 91
5.1 Introduction ............................................................................................................... 91
5.2 Country Analysis ...................................................................................................... 92
5.2.1 South Africa’s Trade with Botswana .................................................................. 92
South Africa / Botswana ................................................................................................... 92
Operating Hours ............................................................................................................... 92
5.2.2 South Africa’s Trade with eSwatini .................................................................... 96
5.2.2.1 Overview......................................................................................................... 96
Countries........................................................................................................................... 96
Border Posts ..................................................................................................................... 96
Operating Hours ............................................................................................................... 96
5.2.3 South Africa’s Trade with Lesotho ................................................................... 101
5.2.4 South Africa’s Trade with Mozambique ........................................................... 105
5.2.5 South Africa’s Trade with Namibia .................................................................. 107
5.2.5.1 Overview....................................................................................................... 107
5.2.5.2 South African exports to Namibia ................................................................ 108
5.2.5.3 South African Imports from Namibia ............................................................ 108
5.2.6 South Africa’s Trade with Zimbabwe ............................................................... 109
5.2.6.1 South Africa’s Trade with Zimbabwe ........................................................... 109
5.2.6.2 South African exports to Zimbabwe ............................................................. 109
5.2.6.3 South African imports from Zimbabwe......................................................... 109
5.4 Conclusion .............................................................................................................. 110
6. STATE OF CORRIDOR PERFORMANCE MONITORING IN SADC ............................. 111

6.1 Introduction ............................................................................................................. 111
6.2 Approaches to Corridor Performance Monitoring .................................................. 111
6.3 Identification of Corridor Categories and Corridor Performance Indicators .......... 112
6.4 Status of Corridor Performance Monitoring in the SADC ...................................... 113
6.4.1 Traditional Approach - Choke Monitoring ........................................................ 113
6.4.2 Movement towards Corridor-Wide Monitoring ................................................. 114
6.5 Moving towards Corridor-wide Monitoring – The TKC Case Study ...................... 114
6.5.2 Key Findings Emanating from the Stakeholder Engagement Process ........... 116
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6.5 Mapping the Way Forward ..................................................................................... 117
7. ECONOMIC IMPACT OF CORRIDOR DELAYS IN SADC ............................................ 119

7.1 Introduction and Background ................................................................................. 119
7.1.1 Background ...................................................................................................... 119
7.2 Cross-Border Flow Calculator Model ..................................................................... 120
7.2.1 Block Transit Time ........................................................................................... 120
7.2.2 Segregated Transit Time ................................................................................. 120
7.2.3 Detailed Analytical Transit Time ...................................................................... 120
7.3 Research Design and Methodology....................................................................... 121
7.3.1 Data Collection and Analysis ........................................................................... 121
7.4 Research Findings / Results .................................................................................. 122
7.4.1 Recorded Truck Transit Time .......................................................................... 123
7.4.2 Bock Transit Time ............................................................................................ 124
7.4.3 Zeerust Truck Stop .......................................................................................... 125
7.4.4 Bapong and Zeerust Traffic Control Centres .................................................. 125
7.4.5 Combined Transit Time Data ........................................................................... 125
7.4.6 Driver Questionnaires ...................................................................................... 125
7.4.7 Freight Flows.................................................................................................... 127
7.5 Trade Logistics Costs............................................................................................. 128
7.5.1 Assumption for Freight Flow Splits .................................................................. 128
7.5.2 Trade Logistics Cost for Skilpadshek .............................................................. 129
7.6 Conclusion .............................................................................................................. 130
8. KEY FINDINGS AND RECOMMENDED CORRIDOR REFORMS ................................. 132

8.1 Findings .................................................................................................................. 132
8.1.1 Regional Transport Corridors .......................................................................... 132
8.1.2 Strategic Border Posts ..................................................................................... 132
8.1.3 Trade and Transport Facilitation Initiatives ..................................................... 133
8.1.4 Cost of Doing Business along a Section of the North South Corridor ............ 134
8.1.5 Trade Volumes and Values flowing through South African Commercial Border
Posts and Destination Countries by Road ..................................................................... 134
8.1.5 Corridor Performance Indicator ....................................................................... 135
8.1.6 Cross-Border Flow Calculator ......................................................................... 135
8.2 Recommendations ................................................................................................ 136
8.2.1 Hard Infrastructure Reforms ............................................................................ 136
8.2.2 Technology Driven Reforms ............................................................................ 142
8.2.3 Soft Infrastructure Reforms.............................................................................. 145
8.3 Conclusion .............................................................................................................. 152
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REFERENCES ...................................................................................................................... 153
ELECTRONIC SOURCES..................................................................................................... 154
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ACRONYMS
Abbreviation Meaning
ADA Austrian Development Agency
AEO Autorised Economic Operator
ASCBOR Annual State of Cross-Border Operations Report
AU African Union
AUC African Union Commission
AUDA African Union Development Agency
AUDA-NEPAD African Union Development Agency New Partnership for Africa’s Development
BMA Border Management Agency
C-BFC Cross-Border Flow Calculator
CBOCS Cross-Border Overload Control System
C-BRTA Cross-Border Road Transport Agency
CCTV Closed-circuit television
CMC Corridor Management Committee
CMI Corridor Management Institution
COMESA Common Market for Eastern and Southern Africa
CPI Corridor Performance Indicator
CPMS Corridor Performance Monitoring System
CSF Critical Success Factor
CTMS Corridor Trip Monitoring System
DBSA Development Bank of Southern Africa
DFI Development Finance Institution
DOT Department of Transport
DRTS Department of Road Transport and Safety
DRC Democratic Republic of the Congo
EAC East African Community
ECOWAS Economic Community of West African States
EIA Economic Impact Assessment
EU European Union
FDM Freight Demand Model
FESARTA Federation of East and Southern African Transport Associations
GDP Gross Domestic Product
GVM Gross Vehicle Mass
HIV/AIDS Human Immunodeficiency Virus/Acquired Immunodeficiency Syndrome
ICD Inland Container Depot
ICT Information and Communications Technology
INTERPOL The International Criminal Police Organization
IT Information Technology
JDA Johannesburg Development Agency
JICA Japan International Cooperation Agency
JITI Johannesburg International Transport Interchange
JRMC Joint Route Management Committee
LAP Linking Africa Plan
LCM Logistics Cost Model
LPI Logistics Performance Index
MCBRTA Multilateral Cross-Border Road Transport Agreement
M&E Monitoring and Evaluation
MoU Memorandum of Understanding
MS Member State(s)
NAMPORT Namibia Ports Authority
NSC North South Corridor
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NTB Non-Tariff Barrier
OCAS Operator Compliance Accreditation Scheme
OSBP One Stop Border Post
PAP Priority Action Plan
PICI Presidential Infrastructure Champion Initiative
PIDA Programme for Infrastructure Development Africa
PIDA-PAP 1 Programe for Infrastructure Development Africa Priority Action Plan One
PIDA – PAP 2 Programme for Infrastructure Development Africa Priority Action Plan Two
PPDF Project Preparation Development Fund
PPP Public-Private Partnership
PrDP Professional Driving Permit
REC Regional Economic Community
RFA Road Freight Association
RIDMP Regional Infrastructure Development Master Plan
RISDP Regional Indicative Strategic Development Plan
RTRN Regional Trunk Road Network
RUC Road User Charge
SAD Single Administrative Document
SADC Southern African Development Community
SADC-PF Southern African Development Community Parliamentary Forum
SAPS South African Police Service
SARDC Southern African Research and Development Centre
SARS South African Revenue Service
SMART Smart, Mobility, Automated, Real-time, Traffic Management
SOE State-Owned Enterprise
SP Service Provider
SSA Sub-Saharan Africa
STAP Short-term Action Plan
TA Transaction Advisor
TCC Traffic Control Centre
TEU Twenty-foot Equivalent Unit
TFTA Tripartite Free Trade Area
TKC Trans Kalahari Corridor
TKCS Trans Kalahari Corridor Secretariat
TLS Traffic Light System
ToR Terms of Reference
TRALAC Trade Law Centre
TRIPS Transport Register Information Platform System
TTT Technical Task Team
TTTFP Tripartite Transport and Transit Facilitation Programme
TVH Total Vehicle Hours
TVM Total Vehicle Mileage
TV Total Vehicles
UN United Nations
USD United States Dollar
VCF Vehicle Cost Factor
VHCF Vehicle Hour Cost Factor
VLM Vehicle Load Management
VLMA Vehicle Load Management Agreement
VLM MoU Vehicle Load Management Memorandum of Understanding
PIC Virtual PIDA Information Centre
WBCG Walvis Bay Corridor Group
WHO World Health Organisation
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LIST OF TABLES
Table 1: Tracking Progress with respect to Implementation of 2016 /17 ASCBOR Reforms .. 7
Table 2: Tracking Progress with respect to Implementation of 2017 /18 ASCBOR Reforms
9
Table 3: Tracking Progress with respect to Implementation of 2018 /19 ASCBOR Reforms 11
Table 4:Tracking Progress with respect to Implementation of 2019 /20 ASCBOR Reforms . 15
Table 5: Tracking Progress with respect to Implementation of 2020 / 21 ASCBOR Reforms
.................................................................................................................................................. 22
Table 6: Harmonisation Elements ........................................................................................... 51
Table 7: Update on TTTFP ...................................................................................................... 53
Table 8: Overall Status of SADC Projects: Six Priority Sectors .............................................. 56
Table 9: Project Phase of Transport Projects ......................................................................... 57
Table 10: Status of SADC Transport Sector Projects ............................................................. 58
Table 11: Breakdown per Infrastructure Sub-Field ................................................................. 61
Table 12: SADC Dashboard – Road Transport and Border Post Projects ............................. 62
Table 13: Expense Assignment for Three-Variable Cost Model ............................................. 67
Table 14: Fixed and Variable Costs for Cross-Border Trucks (Johannesburg – Zambia) ..... 68
Table 15: Cross-Border Truck model between Johannesburg and Lusaka ........................... 70
Table 16: Contribution of Fixed Costs to Cross-Border Truck Operating Costs .................... 75
Table 17: Contribution of variable costs in the cross-border truck operating costs................ 76
Table 18: Average Standing Time of Cross-Border Trucks at Weighbridges ........................ 78
Table 19: Average Standing Times of Cross-border Trucks at Roadblocks / Checkpoints ... 79
Table 20: Average Standing Time of Cross-border Drivers at Immigration............................ 80
Table 21: Average Standing Time of Cross-Border Drivers at Customs ................................ 81
Table 22: Total standing times of cross-border trucks along the North-South corridor.......... 84
Table 23: Total standing costs on the Northbound leg along the North-South corridor ......... 85
Table 24: Total standing costs on the Southbound along North-South corridor ................... 86
Table 25: South Africa / Botwana Border Posts and Operating Hours ................................... 92
Table 26: South African exports and imports (Rand value) to Botswana via the Groblers
Bridge Border Post................................................................................................................... 93
Table 27: South African exports and imports (Rand value) to Botswana via the Kopfontein
Border Post .............................................................................................................................. 93
Table 28: South African exports and imports (Rand value) to Botswana via the Pioneer Gate
/ Skildpadshek Border Post ..................................................................................................... 94
Table 29: South African exports and imports (Rand value) to Botswana via the Ramatlabama
Border Post .............................................................................................................................. 94
Table 30: South African Exports (value and volume) to Botswana ........................................ 95
Table 31: South African Imports (value and volume) from Botswana .................................... 95
Table 32: South Africa/eSwatini Border Posts and Operating Hours ..................................... 96
Table 33: South African exports and imports (Rand value) to eSwatini via the Golela Border
Post .......................................................................................................................................... 97
Table 34: South African exports and imports (Rand value) to eSwatini via the Jeppe’s Reef
border post ............................................................................................................................... 97
Table 35: South African exports and imports (Rand value) to eSwatini via the Mahamba
border post ............................................................................................................................... 98
Table 36: South African exports and imports (Rand value) to eSwatini via the Mananga
border post ............................................................................................................................... 98
Table 37: South African exports and imports (Rand value) to eSwatini via the Nerston border
post........................................................................................................................................... 99
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Table 38: South African exports and imports (Rand value) to eSwatini via the Oshoek border
post........................................................................................................................................... 99
Table 39: South African Exports (value and volume) to eSwatini ......................................... 100
Table 40: South African Imports (value and volume) to eSwatini ......................................... 100
Table 41: South Africa/Lesotho Commercial Border Posts and Operating Hours ............... 101
Table 42: South African exports and imports (value) to Lesotho through Caledonspoort
Border Post ............................................................................................................................ 102
Table 43: South African exports and imports (value) to Lesotho through the Ficksburg Border
Post ........................................................................................................................................ 102
Table 44: South African exports and imports (value) to Lesotho through Maseru Bridge
Border Post ............................................................................................................................ 103
Table 45: South African exports and imports (value) to Lesotho through Qacha’s Nek Border
Post ........................................................................................................................................ 103
Table 46: South African exports and imports (value) to Lesotho through Van Rooyen’s Gate
Border Post ............................................................................................................................ 104
Table 47: South African Exports (value and volume) to Lesotho ......................................... 104
Table 48: South African Imports (value and volume) from Lesotho ..................................... 105
Table 49: South Africa/ Mozambique Border Posts and Operating Hours ........................... 106
Table 50: South African exports (value and volume) to Mozambique .................................. 106
Table 51: South African imports (value and volume) from Mozambique .............................. 107
Table 52: South Africa /Namibia Border Posts and Operating Hours .................................. 107
Table 53: South African exports (value and volume) to Namibia ......................................... 108
Table 54: South African imports (value and volume) from Mozambique .............................. 108
Table 55: South African exports (value and volume) to Zimbabwe ...................................... 109
Table 56: South African Imports (value and volume) from Zimbabwe ................................. 109
Table 57: Corridor Indicators for the Various Corridor Categories ....................................... 113
Table 58: Key Stakeholders Consulted ................................................................................. 115
Table 59: Proposed Corridor Categories and Indicators ...................................................... 117
Table 60: Skilpadshek Northbound – 1 ................................................................................. 123
Table 61: Pioneer Gate – Northbound 2 ............................................................................... 123
Table 62: Pioneer Gate – Southbound 3 ............................................................................... 123
Table 63: Skilpadshek – Southbound 4................................................................................. 124
Table 64: Skilpadshek to Pioneer Gate – Northbound Transit Time .................................... 124
Table 65: Pioneer Gate to Skilpadshek: Southbound Block Transit Time............................ 124
Table 66: Zeerust Truck Stop Average Transit Time ............................................................ 125
Table 67: Combined Transit Time ......................................................................................... 125
Table 68: Export and Import Volumes moving through the Skilpadshek Border Post ......... 128
Table 69: Freight Flow Percentage Split between Skilpadshek and Kopfontein .................. 129
Table 70: Logistics Cost for Skilpadshek .............................................................................. 129
Table 71: Zeerust Truck Stop Delays Costs ......................................................................... 129
Table 72: Trade Logistics Costs for Skilpadshek ................................................................. 130
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LIST OF FIGURES
Figure 1: Comparison of Logistics Performance ..................................................................... 41
Figure 2: Logistics Performance Index across Selected SADC Countries. ............................ 41
Figure 3: Trading Across Borders – Selected Countries and Regions ................................... 43
Figure 4: PIPA PAP 2: Projects for the Infrastructure Sub-Sectors ........................................ 45
Figure 5: Corridor Categories ................................................................................................ 112
Figure 6: Recording Points for Capturing Transit Times of Vehicles leaving South Africa and
entering Botswana (Northbound)........................................................................................... 122
Figure 7: Recording Points for Capturing Transit Times of Vehicles leaving Botswana and
entering South Africa (Southbound) ...................................................................................... 122
Figure 8: Percentage Contribution of Commodities transported along the TKC .................. 126
Figure 9: Frequency of Border Usage ................................................................................... 126
Figure 10: Average Time Spent at Skilpadshek Border ........................................................ 127
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ACKNOWLEDGEMENTS
This Annual State of Cross-Border Operations report (ASCBOR or Report) was compiled by
the Cross-Border Road Transport Agency (C-BRTA or the Agency) in close collaboration with
various stakeholders who provided invaluable input. The project especially benefited from
information provided by Ministries of Transport and Regulatory Authorities in the Southern
African Development Community (SADC), who are responsible for cross-border road transport
regulation, facilitation and law enforcement. Valuable material was received from regional
Secretariats such as the Southern African Development Community (SADC), Corridor
Management Institutions (CMI), notably the Walvis Bay Corridor Management Group, as well
as cross-border road transport operators and operator’s associations.
xii
EXECUTIVE SUMMARY
The ASCBOR is compiled annually by the Cross-Border Road Transport Agency (C-BRTA) to
provide information regarding the state of the cross-border road transport industry to national
and regional stakeholders which include, Ministries responsible for Trade and Transport,
regulatory and law enforcement authorities, Corridor Management Institutions (CMIs) and
other corridor structures and institutions involved in trade facilitation. Apart from identifying
major constraints that affect the efficiency of road transport corridors in the Southern African
Development Community (SADC or the region), the ASCBOR articulates major trade and
transport initiatives unfolding in the region that are aimed at addressing corridor constraints.
Transport corridors play an indispensable role in facilitating the movement of goods, people
and services in SADC where six countries (Botswana, Zimbabwe, Zambia, Malawi, Lesotho
and Swaziland) are land-locked. These countries rely on coastal countries for the greater
share of their trade and regional road transport corridors link countries in the interior to fellow
African countries and foreign markets through the main ports in South Africa, Mozambique,
Angola and Namibia.
Given the strategic importance of transport corridors, SADC adopted a Corridor Development
Strategy in 2008 that acknowledges the need for an integrated transport system that can
effectively facilitate intra-regional trade, economic growth and stimulate investment
opportunities in the region. Although eighteen major transport corridors traverse the SADC
region, they are all inundated by several infrastructure impediments that hinder the attainment
of strategic goals and objectives set out in regional road transport agreements and other
instruments.
Poor regional connectivity is not solely a problem of physical (hard) infrastructure, but also of
soft issues, that impacts directly on service delivery, including regulatory red-tape, over
regulation, duplicated processes (especially at inland borders) and corrupt practices along
road transport corridors where cross-border drivers are liable for various kinds of formal and
informal payments at roadblocks and checkpoints.
Cross-border trade and transport challenges are not limited to SADC only but are experienced
in all African Regional Economic Communities (RECs). Studies show that, on average, the
cost of transport in Africa is around 30 to 40 percent above that of other developing regions
that undermines growth prospects in the continent. (https://unctad.org/press-
material/investing-transport-investment-africas-future).
In response to on-going infrastructure and regulatory challenges affecting commercial cross-

border road transport operations in the region, the C-BRTA developed a cost estimation model
that assess and quantify the factors that contribute to the high cost of doing business along
the North South Corridor (NSC) between Johannesburg and Lusaka. The findings of this
model reveal that the total average annual hours spent by a cross-border truck in operation is
6,360 hours over 265 days per annum, costing the operator around R1 071 718,83 per annum
to conduct cross-border road transport operations on the NSC. This equates to 17% of the
cross-border truck annual operating costs of R6 182 474,50. 60 (C-BRTA. Cost of Doing
Business by Cross-Border Road Freight Operators along the North South Corridor. 2021)
xiii
Furthermore, the cost-estimation model concludes that the total travel time for a cross-border
truck from Johannesburg to Lusaka on the northbound leg of the NSC is 176 hours of which
81% (141,77 hours) of the journey time is spent at government regulatory stoppages (border
posts, weighbridges, and at roadblocks). Customs processes takes the lion’s share of 77%
136 hours) of total standing time. (C-BRTA. Cost of Doing Business by Cross-Border Road
Freight Operators along the North South Corridor. 2021)
On the southbound leg of the NSC, the total travel time for a truck travelling from Lusaka to
Johannesburg is approximately 176 hours of which 55% (96,42 hours) of the journey time is
spent at government regulatory stoppages per single cross-border truck trip. Customs
processes takes up the greatest portion (around 92 hours) of total standing time. (C-BRTA.
Cost of doing business by Cross-Border Road Freight Operators along the North South
Corridor. 2021)
The lengthy processes associated with clearing goods at border posts, as well as time delays
along transport corridors to conduct regulatory checks (e.g. law enforcement inspections)
drive transport and logistics costs upwards and increase the cost of doing business in the
region. Against this background, infrastructure impediments are cited at a key-contributor to
the low level of infra-African trade, which is estimated at around 16%. (Export-Import Bank of
India report. 2018).
Further to infrastructure inefficiencies, the COVID-19 pandemic continues to disrupt

international value chains. The slow global recovery continues to decrease commodity prices,
including raw materials, oil and minerals, the main exports from the SADC region. To bring
about change, public-sector stakeholders must implement trade and transport facilitation
reforms (e.g. single-window systems and OSPPs) to eliminate corridor constraints. By doing
so, it can entice African countries to shift their focus to intra-regional trade and investment to
reboot African economies and prepare for a post-pandemic order.
To date, several initiatives have been approved at Continental, Tripartite and Regional level
to improve the efficiency of transport corridors. Examples of the said initiatives include:
At Continental level: The Programme for Infrastructure Development and Presidential

Infrastructure Champion Initiative;
At Tripartite level: The Tripartite Transport Transit Facilitation Programme and the Multilateral
Cross-Border Road Transport Agreement;
At Regional level: The Regional Infrastructure Development Masterplan and the Corridor Trip
Monitoring System.
This report identifies several reforms (interventions) aimed to eliminate, or at least reduce
infrastructure inefficiencies along regional road transport corridors, once reforms have been
implemented. Some reforms are existing/ on-going reforms that are in various stages of the
project life-cycle. Since comprehensive corridor development require that MS attend to hard
and soft infrastructure inefficiencies in a similar fashion, the 2021/22 ASCBOR categorises
reforms under Hard, Technology driven and Soft Infrastructure reforms.
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Hard Infrastructure Reforms
• Implement prioritised SADC Regional Infrastructure Development Master Plan projects;

• Establish ranking facilities in SADC MS;
• Establish One Stop Border Posts (OSBPs);
• Establish formal truck stops along regional transport corridors;
• Develop rail infrastructure along regional transport corridors; and
Technology Driven Reforms
• Implement cross-border telematics in cross-border vehicles;

• Implement corridor performance monitoring systems; and
• Transform transport corridors into SMART corridors.
Soft Infrastructure Reforms
• Establish a regional legislature;

• Establish a regional Monitoring & Evaluation body;
• Implement risk-based regulatory systems;
• Establish a regional law enforcement academy;
• Establish single-stop (joint) law enforcement inspections; and
• Develop Funding frameworks at SADC MS level.
The implementation of any of the above reforms will require support from respective
governments, regulatory authorities and other role-players in the cross-border value chain.
Decisive action will be required to get the private sector on board in funding prioritised
infrastructure programmes to ensure they move to implementation.
It is envisaged that the full implementation of the reforms proposed in this report will go a long
way towards closing the gaps in current interventions and eradicating long-standing
challenges that affect cross-border road transport movements in the SADC region.
xv
1. OVERVIEW OF REPORT
1.1 Introduction and Background

The Annual State of Cross-Border Operations report (ASCBOR) is compiled annually with a
view to advise key stakeholders (the Minister of Transport), the Department of Transport
(DOT) and other key national and regional stakeholders (e.g. Ministries responsible for trade
and transport, regulatory and law enforcement authorities) of challenges and developments
which affect the cross-border road transport industry. This report proposes solutions which are
recommended for implementation by stakeholders to eliminate, or at least reduce corridor
impediments.
Cross-border road transport plays an important role of facilitating regional trade, cross-border
services and passenger movement in and between countries in the Southern African
Development Community (SADC). Six countries in the region are land-locked, which means
they rely on coastal countries to access regional and global markets. From this viewpoint it
becomes imperative that the region establishes and maintains an efficient cross-border
transport system to reach regional and global markets.
Road transport is the dominant mode of transport in the SADC (and Africa), accounting for
over 80% total freight and passenger traffic movements, moving along regional road transport
corridors (EXIM Bank. 2018: 9). Road transport corridors are particularly important to
landlocked countries in the SADC as they rely on coastal countries for the greater share of
their trade.
Despite the significance of the cross-border road transport industry in fostering regional and
global trade and in enhancing regional integration, this sector faces several hard and soft
infrastructure challenges. Additionally, the cross-border road transport industry is dynamic in
nature and therefore subjected to constant changes. Due to changes in the macro and market
environments, road transport operator’s needs, and challenges evolve at a rapid pace, even
faster than the pace at which solutions are found and implemented.
To effect change, regulatory authorities should continuously monitor the state of cross-border
road transport operations to identify bottlenecks. Resolving cross-border challenges is a
daunting task that requires involvement of several public and private sector stakeholders at
local, national and regional levels.
Reality on the ground however indicates that regulatory authorities in MS’s are often unable
to respond to operator challenges in an urgent and timeous fashion, owing to various reasons
that will be discussed in later sections of this report. What is clear is that regulatory authorities
should make a paradigm shift in the way they operate to deliver on their mandates if they are
to effectively resolve cross-border road transport challenges.
This is the ninth report since the successful completion of the first report in 2014, two that were
finalised in 2015 and one report per annum between 2016 and 2020. Previous reports were
shared with various public and private sector stakeholders including relevant government
departments (e.g. Ministries of Transport), SADC Secretariat, Corridor Management
Institutions (Trans Kalahari Corridor Management Secretariat) and cross-border road
transport operators.
1
It is envisaged that by updating national and regional stakeholders with on-going infrastructure
developments in the SADC, they will be able to incorporate key elements of regional
programmes into the design and implementation of national programmes. Some of the
interventions/ reforms recommended in past ASCBOR reports were implemented and some
are currently being implemented in the East African Community (EAC), Common Market for
Eastern and Southern African States (COMESA) and the SADC.
It is anticipated that the stakeholders will, through adopting a partnership approach, tailor-
made the recommendations in this report to suit the specific environment at the time of
implementation. By implementing report reforms, all parties will play a critical role towards
improving the unimpeded flow of cross-border road transport movements and reducing
inefficiencies that increase the cost of doing business for cross-border road transport
operators in the SADC.
1.2 Problem statement

The development of this report was informed by the need to provide up to date information
and interventions to constraints (also referred to as impediments or challenges) faced by
operators in the domestic and regional environments that undermine the efficiency of the
cross-border road transport industry. These challenges include:
• Inadequate road infrastructure – due to insufficient investment and the absence of road
maintenance programmes in some MS, road conditions in the SADC have deteriorated.
Currently, missing links along regional road transport corridors and inefficient land borders
hinders connectivity and increases distances for cross-border operators and traders;
• Weak soft infrastructure – due to stagnation in the regulatory and legislative
environments in SADC MS, existing regulatory and legislative frameworks are no longer
able to effectively respond to evolving industry needs and expectations;
• Road blocks – commercial cross-border road transport vehicles are stopped at various
inter and intra country road blocks even where there is no proof that traffic being
transported is of a suspicious nature. This is exacerbated by the mushrooming of illegal
road blocks in some MS’s;
• Inspection procedures – delays in the inspection of commercial vehicles, coupled with
cumbersome and costly quality inspection procedures result in impediments and increased
costs for commercial road transport operators;
• Outdated and Inappropriate Information and Communications Technology (ICT)
systems – hinder the electronic sharing of information between corridor role-players;
• Inefficient border posts – ineffective border management systems, paper-based
systems in some MS, on-site execution of customs clearance procedures (instead of pre-
clearance), lack of ICT systems for data exchange and repetitive processes and
procedures result in lengthy delays for commercial road transport operators at border
posts;
• Customs documentation and administrative procedures – the non-standardised of
customs rules and procedures at several border posts in the SADC result in excessive
time delays at border posts and increased costs for cross-border operators;
• Absence of corridor performance monitoring systems – along many regional road
transport corridors prevent regional decision-makers from identifying bottlenecks and
responding to infrastructure constraints urgently;
• Market access restrictions – regulatory authorities in several MS still control the supply
of transport services (e.g. through permits and the quota system);
2
• Multiple Memberships – several countries in the SADC belong to different Regional
Economic Communities (REC). This practice results in administrative and operational
constraints, as well as high cost of compliance for cross-border road transport operators;
• Conflicts and Xenophobic attacks – clashes along road transport corridors targeted at
foreign drivers, and increased corridor criminal activities such as bus robberies are
increasingly witnessed along strategic regional roads transport corridors;
• Uncoordinated implementation of Covid-19 measures – especially at strategic inland
border have resulted in a drastic decline in cross-border road transport movements during
2021.
The cost of transport is directly related to the time taken to complete a journey. Since the
challenges listed above materialise in high transport costs, long journey times and poor service
delivery, it is imperative that corridor role-players intensify their efforts to find lasting solutions
to corridor constraints.
Intervention at the highest political levels is required to approve/ implement solutions that will
reduce the said challenges and improve the uninterrupted flow of traffic between MS. Chapter
eight of this report provides a list of recommendations (all which aim to address road
infrastructure constraints) that will be presented to national and regional decision-makers for
consideration /approval.
1.3 Purpose of Report

The purpose of this report is to:
• Update stakeholders on progress achieved with respect to the implementation of

interventions (reforms) recommended in previous reports which aim to address on-going
infrastructure challenges along strategic regional road transport corridors;
• Present the current state of cross-border operations to key stakeholders by identifying hard
and soft infrastructure challenges that impede the seamless flow of cross-border road
traffic movements in the SADC;
• Assess the cost of doing business along the NSC from a cross-border road freight
perspective;
• Identify and track the progress of developments (on-going and new) implemented at
Continental, Tripartite and SADC to resolve corridor constraints;
• Provide statistics on cross-border volumes and values of goods passing through South
African commercial border posts within the focus area;
• Report on the state of corridor performance monitoring in the SADC and progress made
towards developing online corridor performance monitoring systems;
• Determine and quantify the economic impact of transit time at selected nodes along a
section of the Trans Kalahari Corridor (TKC) and incorporate delay time in calculating trade
logistics costs for the segment of the TKC that was analysed;
• Propose suitable recommendations (reforms) that will be escalated to relevant
stakeholders in the SADC for noting and approval.
1.4 Focus of the Report

The report focuses on SADC. This large African REC comprises of 16 MS, with a population
of 345 million spread along a land area of 556 781 square kilometres.
(https://www.sadc.int/about-sadc/overview/sadc-facts-figures/).
3
Given the size of the region, and land-locked nature of six MS, road transport corridors perform
a strategic role in facilitating intra-regional trade and travel. Eighteen (18) transport corridors
traverse the region, linking the countries in the interior with seaports in the Western, Southern
and Eastern parts of the region (Angola, Namibia, South Africa and Mozambique).
The discussions of this report provide a high-level overview of the current state of road
transport corridors than traverse the SADC and challenges experienced along such corridors.
The discussions of chapters four (4) and seven (7) however is limited to the NSC and a section
of the TKC only.
1.5 Report Methodology

This Report was compiled largely based on information obtained through qualitative research
methods. A literature review of available materials (obtained mainly through desktop study)
was complemented with information obtained:
• Through Corridor assessments;

• Through participation in technical working groups in the region;
• From bilateral and regional committees including Joint Route Management Committee
meetings (JRMC) and Corridor Management Institutions (e.g. Walvis Bay Corridor Group);
• From the SADC Secretariat; and
• From cross-border road transport operators who provided invaluable insight into
operational (and often undocumented) constraints experienced by cross-border road
The engagements with the above stakeholders assisted the research team of the C-BRTA to
identify recommendations (reforms) for improvement that is discussed in detail in Chapter
eight of this report.
1.6 Outline and Scope of Report

The report is structured as follows:
• Chapter 1 - outlines the introduction and background of the ASCBOR, problem statement,
purpose of the report and gives an update on progress made towards implementing
reforms put forward in the 2017, 2018, 2019 and 2020 ASCBOR.
• Chapter 2 - focuses on the current state of the cross-border industry in the SADC with
emphasis on operational challenges and bottlenecks experienced by cross-border
operators along road transport corridors in the region.
• Chapter 3 - tracks developments unfolding at regional (SADC), Tripartite and continental
levels which aim to improve cross-border road transport operations.
• Chapter 4 - assesses the cost of doing business in the SADC from a road freight
perspective along the NSC. South African cross-border road transport operators provided
invaluable info into compiling this chapter.
• Chapter 5 - provides statistics on trade volumes and values passing through South African
commercial border posts with specific attention paid to trade volumes by country and
South Africa’s trade with SADC MS;
• Chapter 6 - reports on the state of corridor performance monitoring in the SADC, with
specific reference to progress made in developing a formal corridor performance
monitoring system for the Trans Kalahari Corridor (TKC);
4
• Chapter 7 - determine and quantify the economic impact of corridor delays at selected
nodes along a section of the TKC.
• Chapter 8 - provides a synopsis of study findings and present a list of recommendations
that can be considered by decision-making bodies in the SADC to improve corridor
efficiency.
5
1.7 Update on the Implementation of Previous ASCBOR Recommendations
Many of the recommendations to stakeholders in previous ASCBOR reports are now being
implemented.
Tables 1 to 5 below indicate the progress achieved in the implementation of the

recommendations outlined in the 2016/17, 2017/18, 2018/19, 2019/20 and 2020/21
ASCBORs:
6
Recommendation Action Plan Envisaged impact Responsibility Progress as at March 2021
Establish an Independent Corridor role-players should • Improved delivery of regional • SADC MS • Discussions on this reform are on-going. The
Regional Body tasked to establish a Regional agreements, commitments and CBRT-RF that was established by the Council
monitor implementation Parliament. programmes which will lead to of Ministers (in line with SADC Protocol) in
of regional agreements improvement in transport November 2017 in Malawi will play a key role
and relevant regional efficiency, trade and regional towards lobbying for the establishment of a
programmes by MS. integration; SADC Parliament.
• Improved governance,
transparency and accountability
at MS level.
Fast-track the MS should adopt and Implementation of the MCBRTA will • SADC MS. • Baseline Surveys were conducted to
implementation of the implement the MCBRTA. lead to: determine the status of each country in
Multilateral Cross-Border • The implementation of quality relation to the MCBRTA requirements and
Road Transport standards.
regulation in the Tripartite;
Agreement (MCBRTA).
• Improved transport system • Country consultations led by the Tripartite
performance; Programme Office are currently underway.
• The MCBRTA was approved by the Council
• Harmonisation of regulatory of Ministers responsible for transport.
frameworks; • Model laws and standards for implementation
• Creation of a single competitive of the MCBRTA were adopted.
regional road freight market; • Some countries are already reviewing their
• Improved intra-regional trade domestic transport policies/legislations
and transport flows; /regulations/systems to align legal
• Improved decision-making frameworks to the MCBRTA and standards.
processes due to the availability
of real-time data;
Sustained economic growth and
development.
Transform Prioritised MS should implement The implementation of OSBPs will • SADC MS • Tunduma/Nakonde border is operating as an
Border Posts into One prioritised OSBP along result in: • SADC PPDF OSBP.
Stop Border Posts major road transport • Improved border post efficiency • The Kazungula border post has been
(OSBPs) corridors in the region. • Reduction in time spent at operationalised as a OSBP in May 2021.
border posts; • OSBP facilities have been built at the
• Reduction in total travel time and Lebombo/Ressano Garcia border post. This
costs; border will be transformed into an OSBP once
the legal frameworks have been signed by the
7
• Reduction in the cost of doing governments of Mozambique and South

business; Africa.
• Improvement in transport and • Signing of a MoU by the governments of
trade turnaround times; Botswana and Namibia to establish the
• Increased economic growth and Mamuno/Trans-Kalahari OSBP.
development in the SADC • Zambia and Zimbabwe working on plans to
region. implement more OSBPs
Establish Roadside Corridor Management The implementation of strategically • Corridor • Feasibility study into the establishment of
Stations / Truck stops Committees should lead the located Truck Stops will: Management truck stops along the Trans Kalahari corridor
implementation of truck • Reduce driver fatigue and the Committees revealed several suitable locations for truck
stops along regional road risk of accidents; • SADC MS stop establishment.
transport corridors. • Improve road safety along • Private sector • Engagements with local authorities and
regional road transport corridors; relevant Ministries are ongoing.
• Boost local economies with a • Consultations led by CMIs with relevant
continuous stream of travellers stakeholders are on-going to promote the
passing through; truck stop initiative.
• Improve vehicle and cargo
security and safety along
regional road transport corridors;
• Reduce the risk of contracting
HIV / AIDS and sexually
transmitted infections for drivers.
Establish Corridor Road Corridor Management The Implementation of observatories • Corridor • Road transport observatories have been
Transport Observatories. Committees with support of will: Management developed and implemented along the
MS should implement • Enhance the availability of real- Committees Northern and Central Transport Corridors in
corridor road transport time data on traffic flows; • SADC MS; the EAC and is constantly being updated to
observatories. • Enable evidence-based transport • Private sector. monitor the performance of several corridors
policy making; in the Eastern and Southern African regions.
• Improve decision-making by • SADC Secretariat has implemented an online
public sector bodies and corridor infrastructure web portal, that displays project
users; information on strategic regional infrastructure
• improve the facilitation of trade projects in all infrastructure sub-fields.
and transport flows along Dashboards allows the filtering and
strategic regional road transport visualisation of regional infrastructure projects
corridors. by sector, countries, current stage and
reference plan.
Source: C-BRTA. Annual State of Cross Border Operations Report. 2017, as adapted.
8
Establish Corridor Corridor role-players should • Availability of real-time data • Tripartite MS; • A web-based corridor performance
Performance Monitoring participate in developing a on traffic flows; • Public sector role- monitoring system that measures border
System for the Tripartite corridor performance • Evidence based transport players; crossing and route trucking time according
monitoring tool for the policy making by Tripartite • Private sector; to various indicators for several corridors in
Eastern and Southern governments; • Tripartite Secretariats; the East and Southern African region, has
African regions • Improved decision-making • Tripartite Coordination been developed and is operational. This on-
by public sector bodies and Mechanism and line tool is constantly being upgraded.
corridor users; Coordination unit;
• Improved traffic flows along • Cross-border road
Tripartite corridors; transport operators.
• Increase in intra-REC
trade;
• Economic growth and
development.
Implement the Multilateral Tripartite countries should • Harmonisation of • Tripartite MS; • Baseline Surveys were conducted to
Cross-Border Road implement quality regulation. regulations, instruments, • Council of Ministers; determine the status of each country in
Transport Agreement systems and standards; • RECs. relation to the MCBRTA requirements and
• Reduction in the number of standards.
roads accidents; • Country consultations led by the Tripartite
• Creation of a single Programme Office are currently underway.
regional road freight • The MCBRTA was approved by the Council
market; of Ministers responsible for transport.
• Improved inter and intra- • Model laws and standards for
regional trade and traffic implementation of the MCBRTA were
flows; adopted.
• Improved decision-making • Some MS are already reviewing their
due to the availability of domestic transport policies / legislations
real-time data on corridor /regulations / systems to align it to the
traffic. MCBRTA and standards.
Implement One Stop Tripartite countries should • Shorter clearance time at • Tripartite MS • Tunduma/Nakonde border operating as
Border Posts (OSBPs) implement OSBPs. border posts due to OSBP.
improved border •
management processes; • The Kazungula border post has been
• Reduction in time spent at operationalised as a OSBP in May 2021.
OSBPs; • OSBP facilities have been built at the
• Reduction in total travel Lebombo/Ressano Garcia border post. This
time and cost; border will be transformed into an OSBP
9
• Increases in inter and intra- once the legal frameworks have been
REC traffic flows; signed by the governments of Mozambique
• Economic growth and and South Africa.
development. • Signing of a MoU by the governments of
Botswana and Namibia to establish the
Mamuno/Trans-Kalahari OSBP.
• Zambia and Zimbabwe working on plans to
implement more OSBPs.
Address Skills Gaps and Public sector institutions in • Improved transparency and • Public sector institutions. • Information on the skills gap(s) in public
Strengthen Institutional the Tripartite should governance; • Regional bodies. transport institutions is not readily available.
Capacity eliminate the skills gap • Improved delivery on However, various institutions embarked on
through up-skilling of human regional commitments; skills development in key areas (road
resources. • Creation of a conducive transport standards).
environment for private
sector participation;
• Enhanced economic
growth and development.
Obtain Alternative Tripartite countries should • Timeous completion of • Tripartite MS. • Within the Tripartite, public financing still
Sources of Funding for obtain alternative sources of prioritised projects; • Private sector. constitute the bulk of resources allocated
Infrastructure funding for infrastructure • Improved delivery on towards infrastructure projects.
Development development. regional commitments; • Engagements between public and private
• Improved monitoring of sector stakeholders are ongoing to find
projects during and after alternative financing solutions for
delivery. infrastructure development.
Source: C-BRTA. Annual State of Cross Border Operations Report. 2018, as adapted.
10
Implement Prioritised Implement prioritised transport • Improved cross-border • Tripartite MS. • Priority programmes identified.
Infrastructure projects/programmes at movements; • Private Sector. • Feasibility studies ongoing.
Projects Continental and Tripartite level. • Time and cost savings for • Development • Engagements between public and private sector
cross-border operators; Finance Institutions. stakeholders ongoing.
• Just-in-time deliveries.
Establish Regional Establish Regional Parliaments • Improved governance, • COMESA and SADC • Deliberations are on-going.
Parliaments to improve the delivery of transparency and MS. • At SADC level, the CBRT-RF will play a key role
regional commitments. accountability at MS level; towards lobbying for the establishment of a SADC
• Decrease in corruption and Parliament.
misuse of public money;
• Improved delivery on
regional commitments.
Harmonise Harmonise regulatory • Improved cross-border • Tripartite MS. • Baseline Surveys were conducted to determine the
Regulatory frameworks and implement road transport movements; status of each country in relation to the MCBRTA
Frameworks and quality regulation. • Improved decision-making requirements and standards.
Implement Quality processes;
• Country consultations led by the Tripartite
Regulation • Creation of a single
Programme Office are currently underway.
regional road freight
market; • The MCBRTA was approved by the Council of
• Intensification of regional Ministers responsible for transport.
integration efforts and • Model laws and standards for implementation of the
progress towards MCBRTA were adopted.
establishment of a • Some MS are already reviewing their domestic
continental free trade area.
transport policies / legislations /regulations / systems
to align it to the MCBRTA and standards.
Operationalise One- Implement OSBPs. • Time savings at border • Tripartite MS. • Tunduma/Nakonde border operating as an OSBP.
Stop Border Posts posts due to improved • The Kazungula border post has been operationalised
(OSBP) border management as a OSBP in May 2021.
processes;
• OSBP facilities have been built at the
• Reduction in total travel
time and transport costs; Lebombo/Ressano Garcia border post. This border
• Improved reliability and will be transformed into an OSBP once the legal
predictability; frameworks have been signed by the governments of
• Increase in inter and intra- Mozambique and South Africa.
REC traffic flows.
11
• Signing of a MoU by the governments of Botswana

and Namibia to establish the Mamuno/Trans-Kalahari
OSBP.
Develop and Develop and implement a • Availability of real-time data • Tripartite MS. • A web-based corridor performance monitoring
Implement a Corridor corridor performance monitoring on traffic flows; • Public sector role- system that measures border crossing and route
Performance system for East and Southern • Improved decision-making players. trucking time according to various indicators for
Monitoring System Africa. by public- and private • Private sector. several corridors in the East and Southern African
(CPMS) for the sector role-players; • Tripartite region, has been developed and is operational. This
Tripartite • Improved traffic flows along Secretariats; on-line tool is constantly being upgraded.
road transport corridors; • Tripartite • A tool for measuring transit time developed.
• Increase in intra-REC Coordination • Transit Time measurement conducted at pilot level
trade. Mechanism & for some key border posts along the TKC.
Coordination Unit.
• Cross-border road
Boost Private Obtain alternative sources of • Improved monitoring and • Tripartite MS. • Engagements between public and private sector
Infrastructure funding for infrastructure evaluation of strategic • Private Sector. stakeholders are ongoing to find alternative financing
Investing in Africa development. projects; • Development solutions for infrastructure development.
• Improved delivery on Finance Institutions.
strategic infrastructure
projects / programmes;
• Improved return on
investment;
• Enhanced cross-border
traffic flows.
Establish Monitoring Establish M&E bodies. • Improved delivery of • Political heads of • No information was available at the time of
and Evaluation (M&E) regional projects through Tripartite MS. completing the report
Bodies continuous monitoring and • Private Sector.
correction;
• Improved return on
investment.
Coordinate the Coordinate the provision of • Incorporation of cross- • Departments of • Engagements are ongoing between stakeholders
Provision of Ranking ranking facilities. border infrastructure Transport. responsible for cross-border road transport
Facilities for cross- requirements in local • Regulators. operations and local authorities to establish
border passenger development and • Provincial and local dedicated cross-border ranking facilities in SADC
transport integrated transport plans; authorities. MS.
12
• Adequate provision of
ranking facilities.
Implement a Develop and implement a • Coordinated • Departments of • Most countries implemented cross-border charges.
Harmonised Cross- harmonised cross-border implementation of Transport. • Consultations ongoing to implement a harmonised
Border Charges framework / system. harmonised cross-border • Regulators. cross-border charges framework.
Framework charges;
• Levelling of the playing
field for operators;
• Fair competition.
Implement Mandatory Implement mandatory joint law • Reduction in duplications; • Departments of • Domestic and regional consultations are on-going.
Joint Law enforcement. • Reduction in delays and Transport. • A strategy for mandatory joint law enforcement
Enforcement transit times; • Regulators. inspections is currently being developed.
Operations • Optimisation of resources; • Law enforcement
• Reduction in the cost of agencies.
doing business;
• Elimination of silo
operations.
Implement Implement technology for law • Reduction in delays and • Departments of • Although some regulatory authorities in the region
technology for law enforcement operations. transit times; Transport. employ SMART technologies for law enforcement
enforcement • Optimisation of resources; • Regulators. checks, not much progress has been made.
operations • Collection and processing Law enforcement
of information. agencies.
Implement Risk Implement risk-based law • Reduction in delays and • Departments of • Regional standards developed.
based regulatory and enforcement tools/systems. transit times; Transport. • Technical work to design and develop regulatory
law enforcement • Optimisation of resources; • Regulators. tools, including implementation manuals, are on-
systems • Reduced cost of doing • Law enforcement going in the region.
business; agencies. • Review of regulatory requirements, processes and
• Reduction in bribery and procedures are on-going.
corruption. • Training of staff on-going.
• Corridor law enforcement and monitoring systems
are lagging.
• Customs and immigration are at various stages of
implementing preferred trader/AEO/Trusted Traveller
programmes
Capacitate regulatory Capacitate regulatory authorities • Shorter turnaround times; • Departments of • Some countries have implemented reliable ICT
authorities and and implement required ICT • Optimisation of resources; Transport. systems to support law enforcement operations.
implement ICT systems. • Improved productivity; • Regulators. • Border stakeholders especially customs and
systems immigration are working on various ICT programmes
13
• Reduced cost of doing • Law enforcement to enhance the sharing of information and to facilitate
business; agencies. cross-border movements.
• Reduction in
bribery/corruption
Source: C-BRTA. Annual State of Cross Border Operations Report. 2019, as adapted
14
Table 4:Tracking Progress with respect to Implementation of 2019 /20 ASCBOR Reforms
Implement Prioritised Tripartite MS should • Improved cross-border • Tripartite MS. • Priority programmes identified.
Road Transport and implement prioritised movements; • Private Sector. • Feasibility studies are ongoing for some of
Border Post Projects transport projects / • Time and cost savings for • Development Finance the projects.
programmes at Continental cross-border operators; Institutions. • Engagements between public and private
and Tripartite level. • Just-in-time deliveries. sector stakeholders ongoing.
Establish Regional Tripartite MS should • Improved governance, • COMESA and SADC • Deliberations are on-going.
Legislature establish Regional transparency and MS. • At SACD level, the CBRT-RF will play a key
Parliaments to improve the accountability at MS level role towards lobbying for the establishment
delivery of regional • Decrease in corruption and of a SADC Parliament.
commitments. misuse of public money
Implement Corridor CMI’s should implement • Availability of real-time data • CMI. • A Corridor Trip Monitoring System (CTMS)
Performance Monitoring corridor performance on traffic flows; • Private Sector. was developed and implemented along
Systems in the SADC monitoring system(s) along • Improved traffic flows along • SADC MS. prioritised corridors in the region to record
prioritised corridors in the road transport corridors; and share info on the health of drivers/ crew
SADC. • Improved decision-making and to observe the movement of vehicles in
by public-sector bodies in the region.
the SADC. • The C-BRTA in collaboration with the TKCS
is developing a Cross-Border Flow
Calculator to measure transit time and
identify key bottlenecks along regional road
transport corridors.
• Transit Time measurement conducted at
pilot level for some key border posts along
the TKC.
Establish Truck Stops CMI’s should implement • Reduction in driver fatigue; • CMI. • Feasibility study into the establishment of
along strategic transport truck stops along strategic • Improved safety along • Private Sector. truck stops along the Trans Kalahari
corridors in the SADC transport corridors that regional transport corridors; • SADC MS. corridor revealed several suitable locations
traverse the region. • Boost in local economics for truck stop establishment.
due to a continuous stream • Engagements with local authorities and
of travellers passing relevant stakeholders are on-going to
through; promote the truck stop initiative.
• Reduction in crime /
fraudulent activities along
road transport corridors.
15
•
Implement aligned Risk- Road transport regulatory • Decrease in delays and • Ministries of Transport. • Regional standards developed.
based regulatory systems authorities should implement transit times; • Road transport • Technical work to design and develop
in the SADC risk-based regulatory • Improved compliance by regulators. regulatory tools, including implementation
systems in the SADC. cross-border road transport • Law enforcement manuals, are on-going in the region.
operators; agencies. • Review of regulatory requirements,
• Reduction in bribery and processes and procedures are on-going.
corrupt activities along • Training of staff on-going.
corridors. • Corridor law enforcement and monitoring
systems are lagging.
• Customs and immigration are at various
stages of implementing preferred
trader/AEO/Trusted Traveller programmes.
Implement Quality MS should accelerate • Harmonisation of legal • Tripartite MS. • Baseline Surveys were conducted to
Regulation domestication of the instruments; determine the status of each country in
MCBRTA into their domestic • Improved cross-border relation to the MCBRTA requirements and
policies and legislations on road transport movements; standards.
road transport. This will • Improved decision-making • Country consultations led by the Tripartite
pave the way for the processes; Programme Office are currently underway.
progressive liberalisation of • Intensification of regional • The MCBRTA was approved by the Council
road transport markets. integration efforts; of Ministers responsible for transport.
• Creation of a single • Model laws and standards for
regional road freight implementation of the MCBRTA were
market. adopted by MS.
• Some MS are already reviewing their
domestic transport policies / legislations
/regulations / systems to align it to the
MCBRTA and standards.
• Some MS are already developing regulatory
tools and systems for quality regulation.
Implement Joint Law Regulatory authorities in the • Reduction in delays and • Ministries of Transport in • Domestic and regional consultations are on-
Enforcement Inspections SADC should eliminate silo transit times; SADC MS. going.
operations and implement • Reduction in duplicated law • Road transport • The CBRT-RF technical work-group
joint law enforcement enforcement processes regulators. developed a strategy for mandatory joint law
inspections along transport along regional road • Law enforcement enforcement inspections.
corridors in the region. transport corridors; authorities. • The CBRT-RF deliberating on the strategy
• Optimisation of resources; for the joint operations.
• Improved productivity;
16
• Reduction in the cost of

doing business.
Implement the Linking The Linking Africa Plan must • Improved cross-border • Public sector role- • Domestic and regional consultations are on-
Africa Plan be elevated to the AUC road transport movements, players in SADC MS going targeted at lobbying stakeholders to
responsible for transport, trade flows and regional (e.g. Ministries of start implementing LAP programmes.
trade and infrastructure. integration; Transport and Trade). • Engagements with the African Union
MS must coordinate and • Improved corridor • Regulatory authorities. commissioner conducted.
align implementation of the performance; • Local authorities. • Engagements with development partners
Linking Africa Plan. • Time and Cost savings for • Development assistance and financial institutions ongoing.
Role-players should cross-border road border (donor agencies).
implement Linking Africa operators; • DFI.
Plan Programmes in the • Improved economic growth • Private Sector.
SADC. and development;
• Improved regional
competitiveness.
Implement the Preferred Prioritised public-sector • Improved cross-border • Customs in SADC MS. • The platform for implementing the AEO
Trader Programme bodies should implement the road transport movements • Departments of Trade in programme developed in some MS.
Preferred Trader and trade flows; SADC MS. • Some countries are already implementing
Programme (also referred to • Time and cost savings for the AEO programme, whilst others are still
by some MS as the AEO cross-border operators; finalising the development phase.
programme). • Improved economic growth • Engagements with departments/ agencies,
The Preferred Trader and development. responsible for regulation of road transport
Programme should be linked is on-going to consider integration with other
with other risk-based road transport risk-based regulatory
regulatory systems (OCAS) systems (OCAS)/
for road transport.
Implement the SMART Public-sector role-players • Improved operator • Public sector role- • Conceptualisation of the programme
corridors initiative should implement the Smart compliance, safety and players in SADC MS finalised.
Corridors Initiative in the security; (e.g. Ministries of • Stakeholder consultations are on-going.
SADC. • Improved corridor Transport).
performance;
• Improved safety and
security along transport
corridors;
• Improved corridor
performance;
• Time and Cost savings for
cross-border operators.
17
• Improved economic growth

and development.
Implement Pre-clearance Relevant public-sector role- • Improved cross-border • SADC MS (e.g. • Preclearance of cargo is done on a
of freight players should implement road transport movements Ministries of Transport). voluntary basis in many countries in the
mandatory Freight Pre- and trade flows; • Customs in SADC MS. region.
clearance programme(s). • Reduction in congesting,
delays and transit time
along transport corridors;
cross-border operators;
• Just-in-time deliveries and
quicker turnaround times;
and development.
Expand and support the The CBRT-RF must be • Greater coordination and • Public sector role- • CBRT-RF was established in 2019.
role of the Cross-Border empowered and adequately more effective monitoring players in SADC MS • CBRT-RF work plans developed and are
Road Transport funded to carry out of regional programmes; (e.g. Ministries of being implemented.
Regulators Forum coordination and monitoring • Accelerated Transport).
of programmes that are implementation of regional • Regulatory authorities in
implemented by road programmes; SADC MS.
transport regulatory • Reduction in corridor
authorities and law constraints;
enforcement. • Improved harmonisation
and facilitation of cross-
border operations.
Establish a Regional SADC MS should implement • Timeous delivery of • SADC MS. • No information was available at the time of
Monitoring and Evaluation a regional M&E body. strategic regional projects completing the report
(M&E) Body through continuous
monitoring and correction;
• Availability of credible,
results-based information;
• Improved decision-making
processes;
• Existence of a robust basis
/ platform for raising funds.
18
Establish dedicated Prioritised public-sector • Provision of quality, safe • Ministries of Transport in • Engagement is ongoing between
cross-border ranking bodies in MS should and accessible ranking SADC MS. stakeholders responsible for cross-border
facilities in all SADC MS establish dedicated cross- facilities, including storage, • Road transport road transport operations and local
border ranking facilities. ablution, booking offices Regulators. authorities to move this initiative forward.
and adequate lightning; • Provincial and Local
• Provision of secure off- authorities.
street loading holding • Private Sector.
facilities for cross-border
vehicles;
• Timeous departure of
cross-border vehicles;
• Elimination of on-street
ranking for cross-border
services.
Re-engineer permit Regulatory Authorities in • Improved regulation of • Regulatory authorities in • A e-permit system has been developed by
issuing processes and SADC MS should re- cross-border road transport SDC MS. the C-BRTA.
systems in the SADC engineer regulatory movements; • System testing and refinement completed.
procedures and permit • Improved harmonisation of • The e-permit system, titled Cross Easy was
issuing systems. the regulatory environment implemented in January 2022.
• Increased value-add to
cross-border road transport
operators;
• Improved competitiveness
of the cross-border road
transport industry.
Implement the Prioritised public-sector role- • Improved compliance by • Ministries of Transport in • Benchmarking of the TIR system
International Road players should implement cross-border road transport SADC MS. conducted.
Transport System the International Road operators; • Regulatory authorities in • The TIR System awaits implementation in
Transport System. • Improved cross-border SADC MS. the SADC.
road transport movements
and trade flows;
operators;
and development.
Implement a Corridor Prioritised public-sector role- • Reduction in criminal • Ministries of Transport in • The CBRT-RF lobbying MS to implement
Patrol Programme players should implement a activities along transport SADC MS. corridor patrols.
Corridor Patrol Programme corridors;
19
to improve safety and • Improved safety and • Ministries of Police in

security. security along transport SADC MS.
corridors. • Regulatory authorities in
SDC MS.
Strengthen the mandate Prioritised public and private • Professional cross-border • Ministries of Transport in • Challenges affecting regulatory institutions
and capacity of sector role-players should road transport sector; SADC MS. in MS have been identified
institutions responsible strengthen the capacity / • Improved compliance by • Regulatory authorities in • Engagements are on-going at MS level.
for transport and trade mandate of institutions cross-border operators; SADC MS.
facilitation responsible for transport and • Improved safety and • Private Sector.
trade facilitation. security along transport
corridors.
Professionalise the cross- Role-players in the public • Improved compliance by • SADC MS (Ministries of • No information was available at the time of
border road transport and private sector spheres cross-border road transport Transport). completing the report.
industry should professionalise the operators / drivers; • Regulatory authorities in
cross-border road transport • Improved road safety; SADC MS.
industry, • Reduction in time spend at • Cross-border road
border posts; transport operators.
• Reduction in xenophobic
attacks.
Pre-clearance of cross- Immigration authorities in • Reduction in delays at • Immigration authorities • No information was available at the time of
border road transport SADC MS should pre-clear border posts; in SADC MS. completing the report.
passengers cross-border road transport • Improved cross-border
passengers, road transport movements;
• Stimulated economic
activity.
Implement green lanes for Border Management • Reduction in congestion at • Border Management • No information was available at the time of
compliant and pre-cleared Institutions should border posts; Institutions. completing the report.
vehicles implement green lanes for • Time and Cost savings for
compliant and pre-cleared cross-border operators;
vehicles at border posts. • Improved cross-border
road transport movements;
growth.
Implement a cross-border • Prioritised role-players • Improved visibility of cross- • Ministries of Transport in • No information was available at the time of
telematics programme in the public and private border operations; SADC MS; completing the report.
sectors should • Improved law enforcement • Regulatory authorities in
implement the Cross- and compliance and safety; SADC MS;
• Private Sector.
20
Border Telematics • Smart law enforcement

Programme. operations;
21
Table 5: Tracking Progress with respect to Implementation of 2020 / 21 ASCBOR Reforms
Implement Prioritised Tripartite MS should • Improved cross-border • Tripartite MS. • Priority programmes identified.
Road Transport and implement prioritised movements; • Private Sector. • Feasibility studies are ongoing for some of
Border Post Projects transport projects / • Time and cost savings for • Development Finance the projects.
programmes at Continental cross-border operators; Institutions. • Engagements between public and private
and Tripartite level. • Just-in-time deliveries. sector stakeholders ongoing.
Transform Border Posts Implement OSBPs. • Time savings at border • Tripartite MS. • Tunduma/Nakonde border operating as an
into OSBPs posts due to improved OSBP.
border management • The Kazungula border post has been
processes; operationalised as a OSBP in May 2021.
• Reduction in total travel • OSBP facilities have been built at the
time and transport costs; Lebombo/Ressano Garcia border post. This
• Improved reliability and border will be transformed into an OSBP
predictability; once the legal frameworks have been
• Increase in inter and intra- signed by the governments of Mozambique
REC traffic flows. and South Africa.
• Signing of a MoU by the governments of
Botswana and Namibia to establish the
Mamuno/Trans-Kalahari OSBP.
Implement Regional CMI’s should implement • Availability of real-time data • CMI. • A Corridor Trip Monitoring System (CTMS)
Corridor Performance corridor performance on traffic flows; • Private Sector. was developed and implemented along
Monitoring Systems monitoring system(s) along • Improved traffic flows along • SADC MS. prioritised corridors in the region to record
prioritised corridors in the road transport corridors; and share info on the health of drivers/ crew
SADC. • Improved decision-making and to observe the movement of vehicles in
by public-sector bodies in the region.
the SADC. • The C-BRTA in collaboration with the TKCS
is developing a Cross-Border Flow
Calculator to measure transit time and
identify key bottlenecks along regional road
• Transit Time measurement conducted at
pilot level for some key border posts along
the TKC.
Implement Cross-Border Prioritised role-players in the • Improved visibility of cross- • Ministries of Transport in • No information was available at the time of
Telematics public and private sectors border operations; SADC MS; completing the report
22
should implement the Cross- • Improved law enforcement • Regulatory authorities in

Border Telematics and compliance and safety; SADC MS;
Programme. • Smart law enforcement • Private Sector.
operations;
Establish a Regional SADC MS should implement • Timeous delivery of • SADC MS. • No information was available at the time of
Monitoring and Evaluation a regional M&E body. strategic regional projects completing the report
Body through continuous
monitoring and correction;
• Availability of credible,
results-based information;
• Improved decision-making
processes;
• Existence of a robust basis
/ platform for raising funds.
Expand the Role of the The CBRT-RF must be • Greater coordination and • Public sector role- • CBRT-RF was established in 2019.
Cross-Border Road empowered and adequately more effective monitoring players in SADC MS • CBRT-RF work plans developed and are
Transport Regulators funded to carry out of regional programmes; (e.g. Ministries of being implemented.
Forum coordination and monitoring • Accelerated Transport).
of programmes that are implementation of regional • Regulatory authorities in
implemented by road programmes; SADC MS.
transport regulatory • Reduction in corridor
authorities and law constraints;
enforcement. • Improved harmonisation
and facilitation of cross-
border operations.
Re-engineer Permit Regulatory Authorities in • Improved regulation of • Regulatory authorities in • A e-permit system, titled Cross Easy has
Issuing Processes and SADC MS should re- cross-border road transport SDC MS. been developed by the C-BRTA.
Systems in the SADC engineer regulatory movements; • System testing and refinement completed.
procedures and permit • Improved harmonisation of • The e-permit system was implemented in
issuing systems. the regulatory environment January 2022.
• Increased value-add to
operators;
• Improved competitiveness
of the cross-border road
transport industry.
23
Establish Dedicated Coordinate the provision of • Incorporation of cross- • Departments of • Engagement are ongoing between
Cross-Border Ranking ranking facilities. border infrastructure Transport. stakeholders responsible for cross-border
Facilities in all SADC MS requirements in local • Regulators. road transport operations and local
development and • Provincial and local authorities to establish dedicated cross-
integrated transport plans; authorities. border ranking facilities in SADC MS.
• Adequate provision of
ranking facilities.
Implement Risk-Based Road transport regulatory • Decrease in delays and • Ministries of Transport. • Regional standards developed.
Systems authorities should implement transit times; • Road transport • Technical work to design and develop
risk-based regulatory • Improved compliance by regulators. regulatory tools, including implementation
systems in the SADC. cross-border road transport • Law enforcement manuals, are on-going in the region.
operators; agencies. • Review of regulatory requirements,
• Reduction in bribery and processes and procedures are on-going.
corrupt activities along • Training of staff on-going.
corridors. • Corridor law enforcement and monitoring
systems are lagging.
• Customs and immigration are at various
stages of implementing preferred
trader/AEO/Trusted Traveller programmes.
Establish a Regional Tripartite MS should • Improved governance, • COMESA and SADC • Deliberations are on-going.
(SADC) Parliament establish Regional transparency and MS. • At SADC level, the CBRT-RF will play a key
Parliaments to improve the accountability at MS level role towards lobbying for the establishment
delivery of regional • Decrease in corruption and of a SADC Parliament.
commitments. misuse of public money
Establish Single-Stop Regulatory authorities in the • Reduction in delays and • Ministries of Transport in • Domestic and regional consultations are on-
(Joint) Law Enforcement SADC should eliminate silo transit times; SADC MS. going.
Inspections operations and implement • Reduction in duplicated law • Road transport • The CBRT-RF technical work-group
joint law enforcement enforcement processes regulators. developed a strategy for mandatory joint law
inspections along transport along regional road • Law enforcement enforcement inspections.
corridors in the region. transport corridors; authorities. • The CBRT-RF deliberating on the strategy
• Optimisation of resources; for the joint operations.
• Improved productivity;
• Reduction in the cost of
doing business.
Transform Transport All transport corridors in • Improved operator • Ministries of Transport in The NSC and Dar es Salaam corridors have
Corridors into Economic Africa should be compliance, safety and African countries; been selected as pilot corridors;
(SMART) Corridors transformed into SMART security;
24
corridors that entail the use • Improved corridor • Road Transport The SMART corridor initiative is still at
of ITS to improve corridor performance; Regulators; conceptialisation phase, awaiting funding to
efficiency. • Improved safety and • Corridor Management move forward,
security along transport Institutions;
corridors; • Operator Associations;
• Time and cost savings for • Cross-border road
cross-border road transport transport operators.
operators;
• Increases in intra-Africa
trade;
growth and development.
Establish Regional Trade The SADC should establish • Improved skills transfer; • Public sector • No information was available at the time of
and Transport Working regional trade and transport • Improved delivery on representatives from the completing the report.
Groups working groups to promote/ strategic regional Ministries of Trade and
encourage the timeous programmes; Transport;
delivery of strategic trade • Enhanced intra-regional • Representatives from
and transport programmes trade; trade and transport
in the region. • Increased economic associations;
opportunities; • Corridor Management
• Regional growth and Institutions;
development. • Civil Society;
• Academia.
Establish a Regional Law The SADC should establish • Improved skills transfer to • All role-players in the • Agreement was reached at SADC level to
Enforcement Training a regional law enforcement law enforcement officials; law enforcement develop customised training programmes;
Academy training academy to improve • Time savings during law environment. • South Africa was tasked to lead this reform;
the level of professionalism enforcement check-points; • Several training modules developed to date
in the law enforcement • Collection and distribution • Training modules await certification by the
industry. of real-time data; South African Qualifications Authority
• Shorter journey times; (SAQA).
• ;Improved performance of
the cross-border value
chain.
25
It is encouraging to note that many reforms proposed in previous ASCBORs are now being implemented by corridor stakeholders in the region. Despite
the progress made, several impediments still undermine efficient cross-border road transport operations. Chapter 2 sheds light on infrastructure and
operational constraints that cross-border road transport operators face when conducting business for reward in the SADC.
26
2. CROSS-BORDER ROAD TRANSPORT INDUSTRY: CURRENT STATE AND
CHALLENGES
2.1 Introduction
SADC hosts several regional road transport corridors that carry the bulk of regional traffic in
the region. Even though most intra-Africa trade goes by road, the road transport sector is
plagued by various infrastructure inefficiencies that materialise in long transit times and high
transportation costs for transporters, which has huge consequences.
Infrastructure constraints includes both physical “hard infrastructure”, such as ports, railway
lines, roads, border crossings, bridges, weighbridges and Inland Container Depots (ICDs), as
well as “soft infrastructure”, such as institutions, transport laws and regulations and systems
and resources that deals directly with service delivery and that is required for the smooth
operating and maintaining of the transport. Reality on the ground reveals that soft
infrastructure inefficiencies are more acute and therefore a greater contributor to poor corridor
performance.
Infrastructure inefficiencies undermine the growth of the cross-border industry and are partly
to blame for the low level of intra-regional trade in Africa. Over the past decade, intra-Africa
trade has remained low; the highest levels were recorded in 2015 and 2016 with 19 per cent
and 20 per cent of total trade. In 2019 intra-Africa trade amounted to 15% of Africa’s total
trade. (https://www.tralac.org/documents/publications/trade-data-analysis/3982-summary-
intra-africa-trade-2019/file.html).
This chapter assesses corridor impediments experienced by road transport operators when
conducting business for reward in the SADC. The discussions of this chapter lay the
foundation for the identification of key priority areas (reforms) in later sections of this report,
which aim to address infrastructure inefficiencies in the region.
2.2 CORRIDOR CHALLENGES

Intra-Africa trade statistics clearly indicate that SADC MS generally trade more with non-SADC
MS, than with each other. According to available literature, a main cause for the low level of
trade amongst Africa countries is the existence of several hard and soft infrastructure
impediments along regional road transport corridors. This section dwells on infrastructure
challenges experienced by cross-border road transport operators along road transport
corridors in the region.
This exercise will pave the way for the identification of key-priority areas in later discussions
of this report (chapter 8) that should be escalated to national and regional decision-making
structures for approval/ implementation.
2.2.1 Poor Road Network Connectivity / Inadequate Road Networks

Transport corridors are currently the best way to address connectivity challenges facing the
region. Hence, regional road infrastructure projects are developed along the key transport
corridors linking SADC countries to each other.
Road transport accounts for most of the surface transport in the SADC. Although the region
has an extensive regional trunk road network (RTRN), some sections of the RTRN are not
adequately maintained. In this regard, poorly maintained road networks and missing links
along regional road transport networks are particularly noted in the north and western parts of
27
the region, notably Angola and the DRC. Much of the road networks in these countries have
been destroyed by prolonged civil wars. In Angola, the main links in the western half of the
country are in a satisfactory condition, while roads on the eastern side are sparser and more
dilapidated.
Since missing road links increase the distance travelled by vehicles between origin and
destination points, cross-border road transport operators face higher transportation costs and
longer journey times. Increases in transportation and logistics costs are ultimately passed on
to the end-user.
The implementation of the most infrastructure programmes (e.g. road, bridge and border
posts) contained in the SADC Regional Infrastructure Development Master Plan (RIDMP) has
been very slow. An assessment of the status of prioritised projects, carried out in 2019, reveals
that most projects (expressed in the short-term action plan of the RIDMP) are at the feasibility
state with very few having been completed. (SADC. 2019:9).
A problem experienced in many SADC countries is that they do not have dedicated and ring-
fenced road maintenance funding frameworks, which leads to erratic road network
maintenance regimes. This impediment can be resolved if SADC countries adopt and
implement funding frameworks that provide a conducive environment for private sector
participation.
At regional level, the SADC has created the Project Preparation and Development Facility
(PPDF) as an instrument to facilitate the successful development of bankable projects for
market presentation. (https://www.sadcppdf.org/). This facility can assist MS in implementing
strategic regional infrastructure projects. The aim of the PPDF is three-fold:
• Create a conducive environment for investment by financing the preparation of

infrastructure projects based in at least one SADC MS or those with a direct and positive
impact on another MS;
• Concentrate on those projects that will be considered as enablers of regional integration
providing technical assistance for project identification, preparation and feasibility studies
as well as for advisory, and capacity building purposes that will lead to investment in
projects; and
• Provide technical assistance in infrastructure project identification, preparation and
feasibility studies with a view to presenting bankable projects to investors and lenders.
2.2.2 Inefficient Border Posts

Most strategic border posts in the SADC still operate as traditional two-stop border posts.
These borders are characterised by several impediments that are documented and well-
known. Inadequate approach roads to inland borders, lack of signage, too many stakeholders
working in silos, lack of systems integration and misaligned working hours on either side of
the border serve as examples of inefficiencies that materialise in lengthy delays at border
posts in the region.
SADC’s response to border post inefficiencies lies in the establishment of One-Stop Border
Posts (OSBPs). The RIDMP prioritises the transformation of 18 traditional (two-stop) borders
into OSBPs. Although the SADC Master Plan was released in 2012, only a few borders (e.g.
Chirundu, Tunduma/Nakonde and Kazungula) has so far been operationalised as functioning
OSBPs.
28
The opening of the Kazungula bridge and OSBP facilities on 10 May 2021 should have a
significant impact on South Africa, relieving congestion at the infamous Beitbridge border
crossing for freight truckers. Currently cross-border operators moving goods from South Africa
to Lusaka must travel via Zimbabwe, crossing the congested Beitbridge at the border between
Limpopo and its Northern neighbour. But with the new bridge at Kazungula, South Africans
can travel via Botswana, bypassing the Beitbridge crossing, and Zimbabwe altogether.
(https://www.businessinsider.co.za/test-kazungula-2021-5)
Further progress is witnessed in the building of OSBP facilities at the Lebombo /Ressano
Garcia border. However, this inland border will only be transformed into a OSBP once legal
frameworks have been signed by the governments of Mozambique and South Africa.
Furthermore, construction work is ongoing at the Beitbridge (Zimbabwe side only). As far as
the other OSBP candidates are concerned, less progress is witnessed. In most cases, projects
are still in the pre-feasibility / feasibility phases and await funding to move beyond the planning
/ conceptual phase(s).
2.2.3 Multiple Law Enforcement Inspections along Transport Corridors

Law enforcement inspections in the region are conducted by several role-players. These
parties rarely coordinate operations and as a result law enforcement checks are often
conducted near each other by different stakeholders. Intermittent road checks cause
interruptions (delays) in traffic flows and increase the cost of moving traffic between various
locations.
Further to the existence of too many law enforcement check-points, the exchange of
information on law enforcement transgressions between role-players in the region is poor, and
in many cases non-existent. The seemingly simple act of information sharing amongst law
enforcement agencies in the SADC is compromised by “invisible barriers” such as a lack of
trust between role-players, security, politics, regulations, and management decisions. As a
result, it is often impossible to trace the owners or employers of foreign drivers and, even when
they can be traced; there is no legal process by which they can be forced to pay penalties
while they are in their country of origin.
Another problem facing law enforcement operations is that many checkpoints along regional
corridors are illegal. At these locations drivers are subjected to harassment, corruption and
extortions. Corruption does not only compromise road safety, but also national security and is
a threat to legitimate cross-border trade in Southern Africa.
A new development at regional level is the development and approval of a draft strategy on
combatting organised crime in the SADC in May 2020 that was jointly developed by the SADC
Secretariat and INTERPOL to present MS with a tool to implement a range of regional security
instruments and decisions. This regional strategy provides a common framework for tactical,
operational and strategic approaches to organised crime. It also includes mechanisms for
transparency, cooperation and monitoring and evaluation. An accompanying action plan will
identify timelines, resources and partners needed for effective implementation. The strategy
to combat organised crime awaits adoption by SADC’s various policy organs and heads of
state and government. (https://issafrica.org/impact/spotlight-a-new-sadc-strategy-to-combat-
organised-crime-in-southern-africa).
29
2.2.4 Weighbridges
Weighbridges play a vital role in economic activities insofar it captures and releases valuable
weight data for incoming and out-going vehicles along transport corridors. Despite its
importance in gathering intelligence, weighbridges constitute a fixed delay point along regional
transport corridors that manifest in time delays (and additional logistics costs) for commercial
road transport operators.
Most weighbridges in the SADC are fixed structures (where a large set of scales are mounted
permanently on a concrete foundation) used to weigh road vehicles. The weighing process is
relatively slow and is aggravated by insufficient space to load and off-load vehicles, limited
resources allocated to conduct inspections and poorly maintained weighbridge scales.
Due to the lack of harmonised regional rules and standards pertaining to vehicle loads and
dimensions in the SADC, the application of different national vehicle weight standards create
inefficiency along the logistics chain. For example, cross-border operators will be forced to
load their vehicles sub-optimally when conveying goods through the territory of a MS with a
lower weight limit. This causes an unnecessary financial burden on operators, delays in cargo
delivery, and lower efficiency.
The challenges that arise from the absence of a harmonised framework for overload control
materialise in a lack of faith in the systems used in SADC countries. Differences in the
infrastructure used contribute to varying perceptions of the integrity of the overload control
systems. As a result, cross-border vehicles are weighed again as they cross into the territory
of another country.
2.4.5 Inadequate Cross-Border Ranking Facilities

The responsibility for the provision and maintenance of ranking facilities in most SADC MS
vests with local government. Insufficient funds for the construction of new facilities and
maintenance of existing ones, coupled with a spike in the demand for local and cross-border
public passenger travel in recent years, has created a situation whereby the demand for
ranking facilities exceeds the supply of such facilities.
Due to the absence of dedicated cross-border ranking facilities in urban areas of South Africa,
and SADC MS, public transport ranking facilities and holding areas are used collectively by
local and cross-border road transport operators and commuters. This practice worsens
congestion and often results in the late departure of cross-border taxis and buses.
Zimbabwe currently ranks the top destination in terms of cross-border passenger movements
for South African citizens. Following complaints from South African cross-border travellers, a
team of C-BRTA officials visited various ranking facilities in Zimbabwe during 2017 to
determine the status of such facilities. The observation exercise revealed the following
findings:
• Most facilities do not support the operational requirements for international travel as noted
in the wide-spread absence of dedicated security and weighing facilities and refreshment
amenities for commuters;
• Most of the facilities face safety and security constraints. The absence of fencing and too
few security officers at ranking facilities open opportunities for criminal activities to take
place; and
30
• Loading spaces allocated to cross-border vehicles is not enough. The loading of personal
effects often take place outside ranking facilities, with the resultant late departure of cross-
border vehicles.
Discussions with selected law enforcement officials in SADC countries point to the absence
of a coordinated approach to the regulation of cross-border public passenger departure points.
This limitation has led to the establishment of various informal ranking facilities in urban areas,
and near commercial border posts. Tempelhof is an example of a taxi rank, located next to
the N1 highway just before the Beitbridge border post. The loading and off-loading of
passengers near this busy inland border posts further obstructs the flow of traffic between
South Africa and Zimbabwe.
2.2.5.1 Construction of the Johannesburg International Transport Interchange
The construction of the Johannesburg International Transport Interchange (JITI), located in

the central business district of Johannesburg, is nearing completion. The Johannesburg
Development Agency (JDA), on behalf of the City’s Transport Department, has undertaken
the construction of the JITI that was officially unveiled as Africa’s largest intermodal transport
hub on October 12, 2021. (https://www.engineeringnews.co.za/article/city-of-joburg-unveils-
africas-largest-intermodal-transport-hub-2021-10-13)
The JITI is the largest public transport facility for long-distance travellers in Africa,
accommodating around 1 500 travellers a day, arriving or departing to destinations in the
SADC. (https://www.engineeringnews.co.za/article/johannesburg-international-transport-
interchange-to-launch-at-the-end-of-june-2021-06-03)
This premier transport hub provides easy access to transport routes, like the Nelson Mandela
bridge and the M2 double-decker freeway, and has amenities to make departure and arrival
easier for long-distance travellers. To reduce the waiting times of long-distance travellers for
buses and taxis in the inner city, the facility’s 50 000 square meter floor area, includes a bus
terminal for cross-border buses, as well as holding space for 800 taxis, ranking space for 158
taxis and ranking for 20 buses.
Another feature of this transport hub is its excellent safety /security features that include
closed-circuit television (CCTV) cameras throughout the facility, good lighting and wide
corridors that ensure safe transfer. The security of the facility is managed from a control room
equipped with a building management system. Only vehicles that have the correct operating
licences (e.g. cross-border permits) and vehicle fitness certificates can operate in this facility.
Another distinguishing factor is the facility’s advanced access control that features dual-
authentication, including licence plate recognition to ensure safe cross-border operations.
Green building designs, including solar power, have also been incorporated throughout the
facility.
While the JITI represents a break-through that will change the landscape of cross-border
passenger operations in the region, it is imperative that SADC MS follow suit and develop
similar facilities in their territories. Since this reform is capital-intensive, it is imperative that the
private sector / business be engaged from the outset, not only be assist with financing (in the
form of PPPs), but also in providing technical support in developing projects for bankability.
31
2.2.6 Adherence to Fixed Bus Timetables
Cross-border bus operators conduct business according to timetables. When applying for
permits, bus operators state the points along the corridor where they will stop. The number of
stops is considered when regulatory authorities in the respective MS determine what time a
bus should arrive at its final stop in the destination country. Late arrival results in penalties for
non-compliance.
A complaint frequently raised by cross-border bus operators is that clearance processes at

border posts is very slow and that excessive time delays at borders often result in the late
arrival of cross-border buses in the destination country. This problem is exacerbated at the
Beitbridge border post. The status quo calls for intervention by relevant role-players to
intervene and adopt interim measures (e.g. allow grace period for late arrival) until border post
delays are addressed.
2.2.7 Conveyance of Undocumented Immigrants by Cross-Border Operators

Reported incidents exist of people travelling across national borders without the required
documents (passports). This is especially true for Zimbabwean nationals where the extended
economic and political crisis in the country led to a major increase in mixed migration flows to
South Africa.
Although human trafficking is common in different continents of the world, it is endemic in

Africa where human trafficking is a booming industry. Armed conflict throughout the continent
makes children vulnerable to be trafficked and to becoming child soldiers. In SADC, a great
percentage of undocumented immigrants are school children. The cross-border transport of
undocumented migrants is also more noticeable during school holidays. The governments of
SADC MS are responsible to cover the costs associated with the deportation of undocumented
immigrants.
2.2.8 Issuance of Organised Party Permits

Organised party permits are permits issued by regulatory authorities in SADC MS for special
and /or unforeseen events (e.g. funerals and weddings) that take place outside their countries
and which requires the transportation of people in public transport vehicles (e.g. minibus taxis).
Regulatory authorities issue organised party permits on condition that the applicant provides
proof of the special event taking place (e.g. death certificate for funerals and wedding invitation
for weddings). Furthermore, the applicant must submit a list with the names of people that will
attend the once-off event, including their biographical details (passport numbers and contact
numbers).
If supporting documents look doubtful, the regulator should verify the authenticity of
documents. Failure to do so, will result in documents not being verified. Applicants of
organised party permits must return expired permit(s) and passenger lists after the special
event has taken place.
Cross-border taxi operators often voice their concern at national and regional stakeholder
forums that organised party permits are often not limited to the special event, but also used to
convey passengers for reward over highly trafficked cross-border routes, thereby taking away
business (market share) from existing operators. This matter undermines the integrity of the
permit issuing process in MS and calls for improvements to existing permit issuing system(s)
to better control the way organised party permits are issued.
32
2.2.9 Lack of Detailed Route Descriptions on Cross-Border Passenger Permits
SADC countries are guided by domestic legislation when decisions are made regarding the
issuing of permits for the conveyance of passengers across national boundaries. Although a
few countries in the region issue electronic permits, not all electronic permits display detailed
route descriptions.
For some countries such as South Africa, all cross-border bus and taxi permits issued by the
C-BRTA stipulate the pick- up points (in the country of origin) and drop-off points (in the
destination country). Since ranking facilities are managed by local metros (municipalities), the
C-BRTA liaises closely with relevant metros when identifying suitable pick-up points in South
Africa. In most cases, formal ranking facilities are assigned.
Although cross-border taxi permits issued by Mozambique specify pick-up and drop off points
in Johannesburg (China point and Hotel Oribi) these informal locations do not have suitable
ranking facilities, neither has the City of Johannesburg granted permission to use these
facilities for the transfer of cross-border passengers.
Since not all regulatory authorities in the region issue permits with detailed route descriptions,
the status quo enables some foreign operators (those who are not bounded to specified pick-
up and drop-off points) to capture a greater portion of the market. The unlevel playing field
causes conflict amongst cross-border operators in the region.
2.2.10 Return of Passenger Lists, Consignment Notes and Expired Permits

According to section 28 of the Cross-Border Road Transport Act, No. 4 of 1998, as amended,
cross-border road passenger and freight operators must return completed passenger lists,
consignment notes and expired permits to the C- BRTA. Failure to do so result in penalties
and may lead to refusal by the Regulatory Committee to re-issue permits to non-compliant
operators.
In the absence of cross-border legislation in other SADC countries, cross-border permits

issued by MS do not stipulate that expired permits and associated materials be returned to
regulatory authorities. Since additional requirements are imposed on South African operators,
the request is often made by South African operators that the C-BRTA align itself to the global
trend that present a shift towards a paperless environment. Before this requirement can be
met, the C-BRTA must amend existing regulations.
2.2.11 Unharmonised Regulatory Requirements

Regulatory requirements pertaining to rules, standards and procedures that must be followed
by cross-border road transport operators in conducting cross-border operations are not
harmonised across the SADC. Differences This trend is noted in the following examples:
• Different third-party motor vehicle insurance schemes at used by SADC MS;

• Cross-border road transport permits are either issued in the country of operator registration
(except in the case of cabotage permits), or in some instances at the border of the
destination country; and
• Different cross-border charges apply in the region.
33
The variation is a matter of concern, because these it no harmonisation of operating
conditions, implying that road transport operators are subjected to different conditions in
different countries in the region.
2.2.12 Erratic Power Supply at Strategic Border Posts

Power shortages at inland borders contribute to delays at land borders. Although most border
posts are equipped with generators, they are often poorly maintained and too small to service
all electricity needs. The automation of customs processes is dependent on reliable power
supplies. Since all customs entries are done electronically, no entries can be processed when
power supply is cut during which the entire process comes to a standstill.
2.2.13 Cross-Border Charges

Currently, SADC MS levy different cross-border charges on cross-border road transport
operators in line with national policy frameworks. Such charges are collected in pursuit of
funding for road construction projects, as well as for improving road safety and law
enforcement operations.
Cross-border charges are levied on foreign cross-border road transport operators (freight, bus
and taxi vehicles). While most countries in the SADC region have implemented cross-border
charges, a few have not, of which South Africa is an example The status quo (un-harmonised
road transport environment) creates an unlevel playing field whereby additional costs are
imposed on some cross-border operators, creating conflict.
2.2.14 Funding Shortages

The infrastructure financing requirements of the SADC is set out in the SADC RIDMP that lays
out infrastructure projects for the transport sector. A recent review of the implementation of
the Short-Term Action Plan (STAP) of the SADC RIDMP reveals that MS are lagging as far
as the implementation of identified projects are concerned and struggle to raise adequate
levels of funding for prioritised projects.
According to recent research conducted by the Trade Law Centre (TRALAC), the costs
associated with implementing the STAP accounts to approximately USD 67 billion, including
additional transport projects that have been added to the list
(https://www.tralac.org/discussions/article/5329-operationalising-the-sadc-regional-
infrastructure-development-master-plan.html).
Cross-border infrastructure projects are large scale and long-term in nature and successful
implementation requires the participation of several countries. Given the heavy cost burden of
developing, maintaining and operating infrastructure, the SADC has adopted the subsidiary
principle that demarcates certain activities to be undertaken at the regional level, while other
activities will be left to MS.
Due to the disparity in levels of economic development in the SADC, some countries are better
equipped to fund infrastructure programmes. The struggle to raise adequate levels of funding
for prioritised projects often result in the stagnation of regional infrastructure projects. Against
this background the importance of developing funding frameworks at MS level, that set out
rules and conditions to safeguard domestic and international investors, becomes apparent.
34
2.2.15 Capacity of Public Sector Institutions and Skills Shortages
Although many people are employed in public sector agencies in the region, the availability of
skilled human resources are limited. This tendency is partly blame for the slow pace of
implementation of regional transport programmes. To accelerate the implementation of key
regional programmes (those set out in the RIDMP), it is imperative that MS governments
upskill resources, especially in key areas, such as project management and finance.
A shortage of skilled technical resources is widely acknowledged as a contributing factor

towards failure of MS to prepare projects for bankability This problem is worsened by the long-
term tendency to award public infrastructure contracts to non-African companies, limiting skills
and technology transfer. As a result, project costs escalate, local talent is not developed, and
immigrant talent is imported to fill the gaps. Moving forward, public sector institutions should
adopt and support a culture of learning, sharing and innovation. It is therefore important that
formal and informal education and training programmes promote innovation and creativity.
2.2.16 Corrupt Practices along Transport Corridors

Corrupt practices along regional transport corridors in the SADC is widespread. Several
checkpoints are found along regional road transport networks and while many of them or legal,
some of them are not. Cross-border road transport operators are subjected to harassment,
corruption and extortion at informal checkpoints.
Identified by their number plates, the thinking goes that South African transport and logistics
companies carry more money onboard than their SADC counterparts, therefore South African
vehicles are frequently targeted by criminals.
Corrupt activities do not only take place at law enforcement checkpoints along corridors, but
also at border posts where various actors, including customs officials, border guards and
immigration officials, with different powers and bureaucratic mandates, uses the opportunity
to extract bribes. This practice reveals that while law enforcement inspections are supposed
to increase compliance levels, it often increases the probability of non-compliance.
Corrupt activities are particularly acute at the Beitbridge border post that handles the largest
volume of traffic in the SADC region. Although this border is notorious for long delays, the
situation has worsened since the outbreak of the Covid-19 pandemic since travellers must be
screened for the Covid-19 virus. According to the Road Freight Association (RFA) in South
Africa, this association often receives hourly complaints about incidents where money is
demanded from truck drivers to enable them to move forward in the queue. While the average
waiting time at Beitbridge is around 24 hours, truck drivers sometimes wait up to four days
before they get permission to move through the border post.
(https://www.news24.com/citypress/news/tempers-flare-as-bribes-block-border-crossing-
resulting-in-long-queues-and-truckers-waiting-up-to-four-days-20200801).
Corruption is also acute at the Kasumbalesa border that is characterised by a build-up of

trucks on both sides of the border, awaiting customs clearance. Trucks moving to and from
the mines in Katanga provinces pass through this border, which is the main road link between
the DRC and Southern Africa. In 2019 around 500 trucks crossed into the DRC each day.
(https://www.theeastafrican.co.ke/tea/news/rest-of-africa/zambia-drc-border-post-set-for-
facelift-1417844).
35
Unfortunately, congestion at the Kasumbalesa border has created a breeding ground for
criminality, with reported incidents of truck drivers who carry USD to pay clearing fees, being
held at gunpoint by soldiers who robbed them of their cash. (Goddard. 2018). Corrupt activities
do not only increase the cost of transportation, but also contribute to burgeoning poverty
among a major part of the population in the region. This contribution aims to identify illegal
practices that can impact the efficiency of the main West African corridors suffering from the
increased distances they induce.
2.2.17 Truck Stops

SADC, like all other African Regional Economic Communities (RECs) has a poor safety
record, compared to world standards. The poor safety record can be attributed to several
factors, including the uneven spread of formal truck stops along road transport corridors. An
example of this tendency is found along the NSC. As a rule of thumb, the further North from
South Africa cross-border road transport operators travel, the less developed truck stop
facilities become, and the greater the danger of robberies at these facilities.
The findings of previous ASCBOR’s propose that Corridor Management Institutions (CMIs) in
the SADC take the lead in establishing truck stops along road transport corridors that they
manage. To date, the Trans Kalahari Corridor Secretariat (TKCS) has taken the lead in the
region with the completion of a feasibility study into the establishment of truck stops along the
TKC. Suitable locations for truck stop developments have been identified and engagements
with local authorities and relevant Ministries are on-going towards availing suitable land for
truck stop development.
2.2.18 Xenophobic Attacks on Foreign Operators / Driver Conflict

Xenophobic attacks on foreign truck drivers in South Africa is not a new challenge but has
been building up over years and a solution to this alarming tendency still to be found. This
criminal act has two important dimensions:
• Labour issues – deals with tendencies by some employers displacing South African truck
drivers with foreign nationals and subsequent sporadic actions of torching of trucks by
those affected to get government to take actions against foreign truck drivers;
• Business issues - ownership of trucks, tenders and contracts and competition between
companies for lucrative routes are emerging as challenges that are introducing new set of
dynamics.
As far as labour issues are concerned is it worth mentioning that foreign drivers are not
represented by Unions. Transport companies are therefore inclined to employ foreign
nationals without proper documentation or paying them unfair wages while also imposing strict
conditions of service (e.g. longer working hours) on them. The employment of foreign drivers
intensifies xenophobic attacks and is witnessed in an increase in the hijacking and burning of
vehicles on South African highways, especially on the N3 highway that connects between
Durban and Johannesburg. Between April and November 2020, 84 incidents of xenophobic
attacks have been recorded in South Africa (http://www.labour.gov.za/government-moves-to-
deal-decisively-with-attacks-on-trucks).
In retaliation, foreign truck drivers have threatened to block South African truck drivers from
crossing land borders into other neighbouring countries, if they are forced to leave their jobs
in South Africa. Any such attempts may lead to unrest at cross-border points resulting in
36
congestion or delays for freight trucks and customs processing time, which is already
significantly impeded by COVID-19 restriction.
National law prescribes that transport companies adhere to a quota system regarding the
employment of national and foreign truck drivers. Despite stipulations, South African
companies often deviate from prescribe regulations. A request made by selected South
African companies who engage in cross-border operations, is that the legal frameworks
dealing with the quota system (e.g. percentage split foreign vs. national drivers) be amended.
To solve this problem, the C-BRTA is engaging with other sector role-players (e.g. Department
of Home Affairs, Department of Labour) to seek a long-lasting resolution to this matter.
Engagements with South African companies who engage in cross-border operations reveal
another perspective, namely that South Africans citizens are often not willing to travel to many
African countries (e.g. Mozambique and the DRC). Reported incidents exist where South
African truck drivers abandoned trucks in some MS (e.g. Mozambique). Furthermore, local
citizens are inclined to disobey labour laws.
2.3 Impact of COVID-19 on Cross-Border Operations
The effects of the COVID-19 pandemic have not spared the SADC and like in all other parts
of the world, MS economies have suffered from the various measures that are being imposed
to try and contain the spread of the virus. COVID-19 lockdowns, particularly, the closure and/or
restrictions of ports of entry have been limiting the movement of goods and/or types of goods
being allowed across into other regional markets. Not all borders were open during the
lockdown periods. In addition, regional countries added more COVID-19 induced controls,
which are blamed for delaying road and air cargo movements at regional ports of entry
notwithstanding existing cargo movement facilitation policies.
Firstly, the mandatory health checks for cross border truck drivers and crews and compulsory
disinfection of trucks before and after crossing, resulted in delays at most border posts,
especially at the following inland borders:
• Nakonde (between Zambia and Tanzania);

• Chirundu (between Zambia and Zimbabwe),
• Forbes (between Zimbabwe and Mozambique),
• Beitbridge (between Zimbabwe and South Africa),
• Lebombo (between South Africa and Mozambique) and;
• Kopfontein (between South Africa and Botswana).
Further to the health checks and disinfection of cross-border vehicles, some MS also insisted
on the physical inspection of cargo despite the COVID-19 induced reduction in staff levels.
Not all MS embrace risk management protocols. This is mainly due to the continued use of
manual processes to process import and export documents by border agencies at the
Botswana, Zambia and Zimbabwe ports of entry. This practice causes delays in the movement
of cargo across national territories since truck drivers and clearing agents still need to submit
hard copies of documents to customs authorities for, inter alia, verification, stamping and filing,
a process that greatly slows down the movement of goods.
37
Border delays are more acute at the Beitbridge and Chirundu border posts. According to
information sources at hand, between 4 August 2020 to early September of the same year,
commercial vehicles crossing between Zimbabwe and South Africa experienced 7 prolonged
delays. The average clearance time had initially been fixed at 24 hours, but later extended to
96 hours. The delays have been attributed to screenings for COVID-19, plus further delays
linked to travel restrictions in force in Zimbabwe and South Africa and increased police
roadblocks on the highways. In August 2020 it was reported that the queue to reach the border
post in South Africa was 15-kilometre long. (Mataba, K & Ismail, F. 2021:7).
At the Chirundu OSBP, Zambian clearance procedures created severe congestion, resulting
in trucks queuing on the Zimbabwe side of the border northbound. On 2 April 2020, the queue
was around 9-kilometre long. Drivers slept in their trucks for an average of two nights with no
ablution facilities. No preferential treatment was given to trucks that carry essential goods (e.g.
medical supplies). As a result, Zambian border processes have been accused of creating a
bottleneck in the movement of transiting cargo in its efforts to protect national health interests.
(Mataba, K & Ismail, F. 2021:7).
Further to prolonged delays at border posts, the COVID-19 pandemic caused other disruptions
that impacted negatively on trade facilitation. Examples include:
• Increased smuggling activities on prohibited goods – notably on cigarettes and liquor into
South Africa;
• Increase in human trafficking - through illegal crossing points and by commercial truck
drivers;
• Prohibition on the Importation of certain products - In South Africa and Botswana
restrictions on the public consumption of beer and cigarettes have affected trade in these
two products;
• Prohibition on the exportation of certain products - most SADC MS have introduced
measures that restrict the exportation of several goods, including face masks, ventilators,
sanitisers, to ensure there are no shortages in their countries.
2.3.1 Impact of COVID-19 on SADC Economies

The impact of COVID-19 was first felt in China due to the role this country plays in global
manufacturing. China is a major consumer of agricultural products and disruptions to
manufacturing in China rippled through global supply chains. Cargo was backlogged at
China’s major container ports, while travel restrictions led to a shortage of truck drivers to pick
up containers, and ocean carriers cancelled (or blanked) sailings. The resulting shortage of
components from China impacted manufacturing operations overseas. Although
manufacturing processes has picked up in China a return to full production capacity is unlikely
in the short-term because of the spread of the pandemic to China’s trading partners.
The COVID-19 pandemic has brought multiple challenges to the SADC as a region and to its
member countries. Some of these challenges include the unavailability of medicines and
health equipment and food insecurity. Declining growth prospects in the major export markets
of China, the United States and the European Union due to the virus has led to lower
commodity prices and hence lower export revenues for the SADC that is characterised as a
highly commodity dependent region. The fall in commodity prices is acknowledged as the main
contributor to the contraction of SADC economies, many of which are still anchored on the
agriculture and mining sectors.
38
However, the pandemic hit when SADC economies was already experiencing flaccid growth
rates. For example, South Africa’s Gross Domestic Product (GDP) for quarter 4 of 2019
decreased by a further 1.4 percent, after contracting by 0,8 percent in the third quarter,
plunging the economy into a technical recession. Since then, further hurdles have emerged,
including load shedding and the coronavirus pandemic which has created havoc on regional
and global markets. Angola, Botswana, Zambia and Zimbabwe all face dim growth prospects,
in main due to lower commodity prices, drought and power shortages. (United Nations
Economic Commission for Africa. 2020).
According to predictions, the SADC economy was expected to contract by around 3.3 percent
in 2020, while debt levels was likely to rise to 90 percent of regional Gross Domestic Product
(GDP). Budget deficits is expected to rise to around 9 percent of GDP due to the increase in
health spending, as well as the provision of stimulus packages to sustain economies. (United
Nations Economic Commission for Africa 2020).
The slow opening of SADC border posts has had a severe impact on intra-SADC trade
facilitation. A rise in active COVID-19 during the early months of 2021 compelled several
SADC MS to reintroduce restrictions that reduce regional economic prospects against the
backdrop of projected regional real GDP growth contraction of 4.8% in 2020.
(https://www.accord.org.za/analysis/covid-19-stresses-intra-sadc-trade/)
Against this background COVID-19 has greatly undermined intra-SADC trade. However, the
severity of economic underperformance varies across MS since some countries have been
avoiding the early withdrawal of stimulus packages and safety nets thereby reversing the
progress that has been made to revive the economies. Also, closure of border posts forced
informal cross border traders to smuggle goods through undesignated points thereby evading
all sanitary and phytosanitary controls, payment of import duties and flooding local markets
with smuggled goods. (https://www.accord.org.za/analysis/covid-19-stresses-intra-sadc-
trade).
Zimbabwe informal traders continue entering South Africa through undesignated points
notwithstanding the risk of crossing the crocodile-infested Limpopo river, an electric fence,
and patrolling armed soldiers. The South African Police Services (SAPS) apprehended
several cases of cigarette smuggling syndicates and increases in cigarette smuggling cases
from Zimbabwe, and liquor smuggling from Lesotho during the hard lockdown period when
the importation and consumption of alcohol was banned in South Africa.
(https://www.accord.org.za/analysis/covid-19-stresses-intra-sadc-trade).
In South Africa the introduction of level-5 COVID-19 lockdown in March 2020 by the South
African government costed local importers R1,4 billion rand in storage and demurrage cost,
while more than 20,000 containers were left in storage facilities.
(https://www.everstream.ai/risk-center/special-reports/xenophobic-attacks-on-foreign-drivers-
in-south-africa/).
In June 2021, more than a year after the release of the United Nations study, the COVID-19
pandemic continues to disrupt trade, logistics and tourism. The slow global recovery continues
to decrease commodity prices, including raw materials, oil and minerals, the main exports from
the SADC region. According to projections of the World Health Organization (WHO), the virus
will be around for long. This leaves SADC countries with little choice but to shift their focus to
intra-regional trade and investment to reboot their economies and prepare for a post-pandemic
order.
39
2.4 Transport and Logistics Performance
Previous sections of this chapter (section 2.2) alluded to the existence of several infrastructure
impediments, faced by cross-border operators along regional road transport corridors. These
constraints materialise in time delays and increase the cost of doing business in all African
Regional Economic Communities (RECs). Infrastructure constraints are also a main cause of
the low levels of trade amongst MS that accounted to only 15% of Africa’s total trade in 2019.
Most African exports are shipped to foreign markets, notably China, the United States and the
European Union (EU).
The cost of transport is extremely high in Africa and is brought on by hard and soft
infrastructure inefficiencies. Poorly maintained road sections, missing links along regional road
transport corridors and soft issues such as costly and lengthy customs procedures and lack
of ICT systems integration continue to undermine the growth of the cross-border road transport
industry.
The World Bank Group conducts a Logistics Performance Index (LPI) study on a regular basis.
Essentially, the LPI is an interactive benchmarking tool created to assist countries in identifying
the challenges and opportunities they face in their performance on trade logistics and what
they can do to improve their performance. The LPI study analyses countries through the
following six indicators:
• The efficiency of customs and border management clearance;

• The quality of trade- and transport-related infrastructure;
• The ease of arranging competitively priced international shipments;
• The competence and quality of logistics services;
• The ability to track and trace consignments; and
• The frequency with which shipments reach consignees within the scheduled or expected
delivery time
The latest LPI (2018 edition) allows for comparisons across 160 countries. The index ranges
from 1 to 5, with a higher score representing better performance. Figure 1 illustrates the LPI
for selected global RECs, based on the findings of the 2018 World Bank study.
40
Figure 1: Comparison of Logistics Performance
Source: The European House - Ambrosetti on World Bank Data. 2018
Figure 1 reveals that Sub-Saharan Africa (SSA) ranks as the worst-performer region in terms
of logistics, behind the world average of 2,88 and far from the best performers. A key finding
of the 2018 study is that SSA displays the highest possible variability in terms of logistics
performance. This trend is visible in figure 1. While SSA came out bottom of the list in terms
of logistics performance, South Africa (that forms part of SSA) came out on top with a score
of 3,78.
Figure 2: Logistics Performance Index across Selected SADC Countries.
41
Figure 2 shows that South Africa (indicated in the blue line) outperforms all other regional
peers. Even at country level, differences are noted with unbalanced outcomes between
different areas. This may point to the existence in bottlenecks in overall logistics performance.
For example, Botswana performs well in timeliness, but has rather poor tracking and tracing
services. Tanzania is also good in timeliness, but customs hinder logistics performance in the
country.
The findings of the 2018 LPI study also point to the heterogeneity of SADC economies.
Zimbabwe, with an overall score of 2.12, ranks in 152th position (out of 160 candidates) and
lies in the bottom of the 10 least performing LPI economies. South Africa, on the other hand
with an overall score of 3.38 ranks amongst the top performing upper-middle income
economies for 2018. (World Bank Group 2018:12). Due to different levels of economic
development, SADC countries are characterised by acute economic imbalances and
inequalities.
According to literature sources, the poor state of transport infrastructure in SADC (and the rest
of Africa) can be attributed to several factors, including prolonged under-investment in
transport infrastructure, poor and unintegrated planning at intra-national and intra-regional
level, lack of technical expertise, poor political will amongst public sector bodies and a
shortage of cross-country projects.
Although investment in transport infrastructure is regarded as one of the key levers to

overcome high transport and trading costs in the SADC, it is important to acknowledge that
high logistics costs are not necessarily the result of hard infrastructure inefficiencies. Rising
logistics costs can also be attributed to soft infrastructure elements, such as poor governance,
low skills levels (especially in the ICT and digital technology fields) and operational
inefficiencies.
High costs associated with crossing borders also serve as a major obstacle for intra-regional
and international trade. Figure 3 here-under illustrates that the cost of trading across borders
in the SADC region displays values higher than other benchmarking candidates, considering
border and documentary compliance costs. In major SADC economies (e.g. South Africa and
Mozambique) the cost of trading is much higher than in other countries (e.g. India, Marocco
and Indonesia).
42
Figure 3: Trading Across Borders – Selected Countries and Regions
Figures 1,2 and 3 illustrates the inter-relationship that exist between transport and economic
growth. While efficient transport infrastructure/ systems support trade and travel that in turn
stimulates economic growth and development, the latter is also true. Inadequate transport
infrastructure and systems drive transport and logistics costs upwards and increase the cost
of doing business. To bring about improvement, the SADC must implement measures that
address hard and soft infrastructure inefficiencies in a similar fashion.
2.5 Conclusion
The discussions of this chapter indicated that the existence of multiple hard and soft
infrastructure inefficiencies impede the seamless movement of cross-border traffic in the
SADC. Infrastructure challenges raise trade and logistics costs and is partly to blame for the
region (SADC) and continent’s poor performance in the international arena. The current state
of transport infrastructure in the SADC constitutes a serious handicap to the region’s
production and competitiveness.
In response to the infrastructure challenges, several transport reforms have been approved
for implementation at Continental, Tripartite and Regional level to bring about improvement.
Chapter 3 sheds light on the status of on-going reforms.
43
3. TRACKING DEVELOPMENTS AIMED AT IMPROVING THE CROSS-BORDER
ROAD TRANSPORT ENVIRONMENT
3.1 Introduction
Several projects have been approved for implementation by various structures at Continental,
Tripartite and regional (SADC) level to address infrastructure and operational constraints
faced by cross-border operators who conduct business for reward in Africa.
Given the vast number of reforms that has been approved for implementation and
acknowledging the fact that information on the implementation status and impact of reforms is
not readily available, this section does not dwell on all reforms. Instead, the discussions of this
chapter are limited to strategic initiatives unfolding along regional transport corridors across
the continent that have the potential to stimulate trade and transport movements on the
continent through eliminating infrastructure gaps.
3.2 Developments unfolding at Continental Level

Several initiatives are currently being implemented at continental level to address
infrastructure inefficiencies. For the purposes of this study, the following programmes are
noteworthy:
• Programme for Infrastructure Development Africa (PIDA);

• Presidential Infrastructure Champion Initiative (PICI);
• Move Africa Initiative; and
• Linking Africa Plan (LAP).
3.2.1 Programme for Infrastructure Development Africa
PIDA is a continent-wide infrastructure programme for the development of priority regional and
continental infrastructure in transport, energy, trans-boundary water resources and ICT.
Agenda 2063, which is the African Union’s (AU) strategic framework for the socio-economic
transformation of the continent over the next decades, identifies PIDA as the key strategic
framework for the development of regional infrastructure. As such, 5 of the 12 flagship
programmes of Agenda 2063 are infrastructure programmes.
Although PIDA underscores Africa’s infrastructure development all the way until 2040, the
programme’s Priority Action Plans (PAP) is structured in a phased manner to rectify
infrastructure gaps by 2040:
• Short-term (2012-2020);
• Medium-term (2021-2030); and
• Long-term (2031-40).
The first PIDA Priority Action Plan (PIDA-PAP 1), which was set out for implementation until
2020, embodied 51 cross-border programmes decomposed into over 400 individual projects
in the energy, transport, ICT, and trans-boundary water sectors.
The development of PIDA PAP 2 has commenced and will be executed over the next decade
(between 2021-2030). PAP II is premised on an Integrated Corridor Approach, which ensures
that all related corridor infrastructure, link to and complement each other. Emphasis is placed
44
on inter-modal transport to enable a gradual shift in traffic from road to rail. Figure 4 illustrates
infrastructure projects for the infrastructure sub-sectors under PAP 2.
Figure 4: PIPA PAP 2: Projects for the Infrastructure Sub-Sectors
11
28
18
12
Transport Water Energy ICT
Source: Figure created for study. Information extracted from www.au-pida.org
PAP 2 projects consist of 69 projects. Most projects are directed to transport (28), while the
remained are allocated to energy (18), water (12) and ICT (11).
➢ Status of PIDA
The Virtual PIDA Information Centre (VPIC), an online knowledge portal facilitates the sharing
of PIDA-PAP information and enables the tracking and reporting of progress in PIDA-PAP
implementation.
PAP 1: 2012-2020
During October 2019 only 175 of the 408 PIDA PAP 1 projects that were tracked, reached the
construction or operation stage. At its close in 2020, around 50 percent of those were in some
stage of operation, construction, tendering, or financial close. The implementation of PAP 1
projects has been limited. Several reasons are cited for poor implementation, including:
• Too many projects added an element of complexity, which hindered the implementation of
PIDA PAP I; and
• Lack of an implementation strategy. While the institutional architecture for infrastructure
development in Africa is clear on the roles that various institutions should play in planning
and developing projects, the implementation of PIDA programmes lies with MS and RECs,
who often do not coordinate amongst each other for the timely execution of large
infrastructure projects.
45
PAP 2: 2021-2030
The priority list of projects for PIDA-PAP 2 (there are 69 regional infrastructure projects) has
been approved by the Assembly of the African Union Heads of State and Government during
an Africa Union (AU) summit in February 2021.
3.2.2 Presidential Infrastructure Champion Initiative
PICI was born out of a proposal by South Africa to accelerate regional infrastructure
development through the political championing of projects. The main purpose of political
championing is to bring visibility and awareness to the selected trans-boundary projects,
unblock bottlenecks, co-ordinate resource mobilisation and ensure project implementation. As
such it presents an opportunity for African Heads of State and Government to be actively
involved in the development and implementation of projects.
South Africa, under the leadership of the reigning president, President Cyril Ramaphosa,
chairs the PICI. The projects cover various transboundary infrastructure sectors, including
transport, energy, information and communication technology (ICT), and transboundary water.
The PICI was jointly conceptualised, developed and implemented by the African Union
Development Agency (AUDA), NEPAD Agency and the South African Presidency.
Initially eight projects were identified to be championed by seven selected Heads of State and
Government. Most of these projects were endorsed by the 16th AU Assembly in January 2011
in Addis Ababa, Ethiopia. In recent years, new projects were added to the list, making the
number of projects 11. The names of the PICI projects are listed below:
• Missing links on the Trans-Sahara Highway;

• Kinshasa-Brazzaville Bridge Road/Rail Project;
• The Abidjan-Lagos highway project;
• The Lake Victoria - Mediterranean Sea Navigational Line;
• The Lamu Port-Southern Sudan-Ethiopia Transport (LAPSSET) Corridor Project;
• The Namibian - International Logistics Hub;
• The Trans-Sahara Gas Pipeline;
• Unblocking Political Bottlenecks for ICT Broadband and Optic Fibre Projects Linking
Neighbouring States;
• The Dakar-Bamaka Road/Rail Project;
• The North-South Road, Rail and related Infrastructure Corridor; and
• The Sawakin-Port Sudan Project.
➢ Status of PICI
The NEPAD Agency, acts as the Secretariat and Executing Agency of the PICI. Regular
Technical Task Team (TTT) workshops are conducted to monitor the progress of the projects
and to provide a platform to share experiences on project implementation.
PICI projects are projects are being implemented across the countries involved and are in
different stages of development. Some projects (e.g. Sawakin-Port Sudan and Dakar-Bamaka
Road/Rail Project) are still in the early phases of the life-cycle and awaits funding to move
forward.
46
For other projects (e.g. unblocking political bottlenecks for ICT broadband) more progress is
noted. The ICT broadband and optic fibre project was completed for all East African Countries
(EAC) and were linked to the submarine optic fibre cables from Mombasa to Dar es Salaam.
South Africa also approved the legal framework regarding roaming and international
communications within the initiative. The purpose is to define a harmonised legal and tariff
framework for roaming and international calls on fixed and mobile communication networks
open to the public.
Constructing missing links on the Trans-Sahara highway is another example where progress
is noted. This project will be implemented in 2 phases. In 2020, 64% of phase 1 (covering 125
km) was completed and 74% of phase 2 (covering 100 kilometre) was finalised. (NEPAD &
The Presidency Republic of South Africa. 2020: 18).
The North-South Road, Rail and related Infrastructure Corridor project is driven by South
Africa. This project incorporates several transboundary projects, including the establishment
of the Beitbridge OSBP, the Inga III hydropower project and the Lesotho Highlands Water
project. The construction of OSBP facilities (on the Zimbabwean side of the border) has
commenced, while negotiations on the Inga II hydropower project is on-going.
3.2.3 Move Africa

NEPAD has launched the Move Africa Initiative in May 2016 in Kigali, Rwanda. This
continental initiative seeks to address policy hurdles to trade across the continent to enhance
intra-Africa trade through comprehensive corridor development.
Comprehensive corridor development entails providing adequate “hard” infrastructure (e.g.

roads, railway lines and bridges) and “soft” infrastructure such as cross-border transport laws
and regulations related to border crossings (e.g. customs clearance, quarantine) and
organisational systems and resources to ensure the smooth operation of hard infrastructure
across all transport modes. Both “hard” and “soft” infrastructure is critical to unlocking the
continent’s economic potential.
Corridor development across Africa is inhibited by several complex factors and it is impossible
to fully improve the entire cross-border transport system by focusing on either the hard or soft
side of infrastructure in isolation. For this reason, a holistic approach is required when planning
is undertaken for corridor development.
While PIDA articulates prioritised programmes for hard infrastructure, the Move Africa
Initiative, which fits squarely within the PICI objectives, aims to package soft infrastructure
issues to reduce transport costs along corridors. The Move Africa initiative also entails the
development of a Traffic Light System (TLS) to unlock some of the transport challenges along
This initiative will also result in the establishment of a “traffic light” system to assess the
performance of cross-border logistics. Logistics diagnostic surveys are conducted from time
to time of functioning OSBPs to identify bottlenecks. Pilot studies conducted to date focused
on OSBP’s and assessments were based on the following parameters:
• Traffic flows and volumes on key corridors;

• Policy and regulations concerning OSBPs;
• Existing procedures at OSBPs; and
• Current operational flows at OSBPs.
47
The TLS seeks to address the following key issues:
• Risks and rewards, as well as the appropriate strategic and operational decisions to
support private sector players;
• Certainty of the timeline cost factors and return on investment based on potential that
these corridors offer; and
• The handling of stakeholder priorities by governments and conditions along selected
corridors that hinder growth of economic activities.
The belief exists that the TLS will lead to informed and accelerated corridor development that
will result in greater synergies between private-sector partners, the NEPAD Agency and its
development partners. Ultimately, it will be expected of African RECs to monitor and report on
the performance of OSBPs on key corridors. Over time, the NEPAD Agency plans to expand
the “traffic light” system from assessing OSBP logistics performance to monitoring the
performance of the entire corridor. This provides an opportunity to attract broader private-
sector participation in the initiative.
➢ Status of Move Africa

Since the launch of Move Africa, the NEPAD Agency convened several high-level dialogue
sessions at continental and international level to attract the development community and
private sector support for the implementation of prioritised projects. NEPAD has also partnered
with the Japan International Cooperation Agency (JICA) to reduce processing inefficiencies
and delays at inland borders through the implementation of OSBPs, which will be monitored
in its TLS.
The SADC Committee of Ministers of Transport has endorsed four OSBPs to pilot the Light
Traffic System. These borders that will also act as roadmap for implementation of the TLS,
are:
• Beitbridge,
• Kazungula,
• Kasumbalesa; and
• Chirundu.
The TLC has been piloted at all the above border posts. Furthermore, the AUDA- NEPAD has
extended the TLS tool to the following border posts, located along the Abidjan-Lagos Corridor:
• Seme-Krake border post between Nigeria and Benin; and

• Noepe border post between Ghana and Togo.
3.2.4 Linking Africa Plan

Road transport corridors in Africa are plagued by several hard and soft infrastructure
inefficiencies that materialise in excessive time delays, increased transaction costs, poor and
poor connectivity. To change the status quo, the C-BRTA, upon request of the Department of
Transport (DOT) in South Africa, and in consultation with various regional and continental
stakeholders embarked on the development of a Linking Africa Plan (LAP) in 2017.
48
The LAP is developed as a transport and trade integration campaign that seeks to connect
the economies of the African continent through the creation of seamless, integrated transport
infrastructure /systems, while also transforming and diversifying African economies by
creating new markets within Africa itself.
The LAP builds on the momentum of regional integration initiatives, enshrined in various
African Union programmes (e.g. Africa 2063 Agenda: The Africa we want) and Tripartite
programmes (e.g. Tripartite Transport and Transit Facilitations Programme). Therefore, the
LAP therefore does not seek to replace programmes being implemented, but rather
compliments them and seeks to attend to, and address the soft issues which, historically have
been neglected.
The LAP answers questions beyond the physical barriers that are constraining the linking of
the continent. The Plan is therefore essentially focused on trade and transport regulatory
issues and seeks to give effect to the task of harmonising cross-border trade and transport
governance matters. Furthermore, it is concerned with partnering with, and working with
private sector players to improve predictability for cross-border road transport operators, cargo
owners, traders of cross-border goods and services, freight forwarders and many other players
in the cross-border trade and transport value chain.
➢ Status of Linking Africa Plan

From the outset, the C-BRTA has worked closely with selected national, regional and
continental stakeholders in developing the LAP. The draft plan was presented to corridor role-
players at the OR Tambo Road Transport Indaba, hosted by the C-BRTA in partnership with
the DOT and with support of the SADC Secretariat, in October 2017 in Pretoria, South Africa.
The Indaba was attended by various government and regulatory stakeholders from various
MS in the East and Southern African region, cross border road transport operators, donor and
development partners, and academia and industry experts.
Inputs received from delegates were incorporated into the LAP and assisted with the
identification of key implementation reforms. As already mentioned, the LAP focus mainly on
addressing soft issues facing the transport, trade and industrial sectors. The reason for
prioritising soft issues is that the mandate of public sector role-players (including the C-BRTA)
enables relevant parties to work together in developing and implementing reforms to address
soft infrastructure constraints. Furthermore, solutions to soft issues are less costly to
implement and their benefits are visible over a shorter period.
Since the LAP compliments existing continental and regional initiatives, the importance of
adopting a coordinated and collaborative approach to align the LAP with continental and
regional programmes / initiatives cannot be over-emphasised.
3.3 Developments unfolding at Tripartite Level

Further to continental initiatives, several strategic trade and transport facilitation reforms have
been approved and are currently being implemented by the EAC-COMESA-SADC Tripartite.
More information is presented in sub-sections 3.3.1 and 3.3.2 below.
49
3.3.1 Tripartite Transport Transit Facilitation Programme
The Tripartite initiative is currently developing a flagship programme under the Tripartite Free
Trade Area Agreement that is titled, the Tripartite Transport Transit Facilitations Programme
(TTTFP). The purpose of the TTTFP is to develop and implement harmonised road transport
policies, laws, regulations and standards for efficient cross border road transport.
The TTTFP combines a series of initiatives of all three REC into a single trade facilitation
programme that provides for:
• A mechanism for reporting, monitoring and eliminating NTBs;
• Border and customs procedures for OSPBs, coordinated border management, regional
customs bonds and transit information management systems;
• Immigration procedures; and
• Transport procedures (regional third-party insurance, vehicle standards and regulation,
self-regulation of transporters, overload control, harmonised road user charges and
regional corridor management systems).
Key results are expected in the following four areas (Bingandadi, L. 2018):
Result 1: Implementation of Tripartite Vehicle Load Management Strategy;

Result 2: Implementation of harmonised vehicle regulations and standards;
Result 3: Implementation of Transport Register Information Platform System (TRIPS);
and
Result 4: Improved efficiency of regional transport corridors.
The Tripartite Vehicle Load Management Strategy identifies optimal weighbridge locations in
the Tripartite and sets out the methodology for calculating overload fees. It also provides the
basis for cooperation between Tripartite MS regarding vehicle load management, law
enforcement, information sharing, as well as mechanisms for dispute resolution.
On the other hand, the implementation of harmonised vehicle regulations and standards
intends to address cross-border transport and trade challenges (e.g. high transport costs and
delays). This programme, which is funded by the European Union (EU), focuses on the
establishment of minimum standards, instruments, enabling regulation and systems for 11 key
elements of road transport activities set out in Table 6.
Although the implementation of the TTTFP was originally set for 2022, the implementation of
the TTTFP has been extended to May 2023, due to extended negotiations on the VLMA and
MCBRTA, as well as the COVID-19 pandemic.
50
Table 6: Harmonisation Elements
Key Elements of Road Output

Transport Activities
1. Vehicle Overload Control Development of harmonised regulations and
standards and uniform management & control
systems to support weighbridge developments and
permit inter-state coordination.
2. National Transport Operator Development of a uniform and harmonised system of

Registration operator registration, backed by a uniform national
transport information system.
3. National Transport Information Establishment of TRIPS to permit harmonisation,

System coordination and joint control of cross-border road
transport in the region and the sharing of information
on drivers, vehicles and operators involved in cross-
border road transport operations and services.
4. Vehicle Dimensions Development of harmonised regulations and

standards.
5. Vehicle Testing Stations and Development of harmonised regulations, standards

Inspection and procedures.
6. Training, Testing and Licensing Development of harmonised regulations, standards

of Drivers and procedures.
7. Transportation of Abnormal Development of harmonised regulations, standard

Loads procedures and support systems.
8. Transportation of Dangerous Development of harmonised classifications and

Goods training standards, regulations and procedures.
9. Third Party Motor Vehicle Development of harmonised cross-border third party

Insurance Schemes motor vehicle insurance schemes.
10. Vehicle Load Management MoU Signing /ratification of Tripartite Vehicle Load
Management MoU
11. Multilateral Cross-Border Road Development and implementation of the Multilateral

Transport Agreement Cross-Border Road Transport Agreement.
Source: MCLI Newsletter. 29 March 2018.
The successful implementation of the TTTFP depends on Tripartite MS signing and

implementing the:
• Vehicle Load Management Memorandum of Understanding (VLM MoU); and

• Multilateral Cross-Border Road Transport Agreement (MCBRTA).
51
The above instruments serve as the primary legal instruments to drive the harmonisation of
related regulations, standards and systems. Harmonisation can however not be introduced in
the absence of a supporting statutory framework in the form of enabling legislation. For this
reason, the TTTFP will develop Model Laws and a framework for common systems and
exchange of information among MS. The following model laws has been developed under the
TTTFP:
• Vehicle Load Management Model Law;

• Vehicle and Driver Quality Model Law;
• Cross-Border Road Transport Model Law;
• Dangerous Goods Model Law; and
• Model Law on Decriminalisation of Road Traffic and Transport Offences and Demerit
Points System.
The following support will be provided to the selected MS, corridor institutions and other
stakeholders:
• Training of experts;
• Institutional capacity building in preparation for implementation;
• Implementation of harmonised legislation, regulation, systems and procedures;
• Development, implementation and commissioning of transport information management
systems; and
• Evaluation of lessons learnt on selected corridors and making of recommendations for roll-
out to other corridors.
To date, Angola, Ethiopia, Kenya, Lesotho, Namibia, Rwanda, Tanzania and Uganda have
made significant progress with harmonising transport rules and standards. These eight MS
are at different stages of changing existing laws based on the model laws.
(https://www.sadc.int/news-events/news/tttfp-harmonise-road-transport-policies-laws-
regulations-affecting-drivers-loads-vehicles-and-road-infrastructure-eastern-and-so/)
3.3.2 Status of the Tripartite Transport and Transit Facilitations Programme

The Tripartite Sectoral Committee of Ministers of Infrastructure at their inaugural meeting on
26 October 2017, in Dar es Salaam, Tanzania officially launched the TTTFP. Since islands
such as the Republic of Madagascar and the Union of the Comoros do not have active cross
border road transport operators on the continent, they are not included in the TTTFP.
The Tripartite Free Trade Area (TFTA) will be officially formed once the TTTFP has been
ratified by the national parliaments of all MS. Table 7 outlines progress towards implementing
the TTTFP. Information was extracted from the TTTFP website on 28 June 2021 and verified
during February 2022. (https://tttfp.org/current-status/).
52
Table 7: Update on TTTFP
Key Area Competed Work Work in Progress Planned Future Work

1 Implement the o The following specifications and o
Identifying optimal weighbridge o Review the financial
Tripartite Vehicle standards documents have been locations throughout the region. sanctions for overload
Load compiled: o Training and implementation of control
Management ➢ Weigh Station Standard Design Vehicle Load Management
Strategy; Specification; within the Tripartite.
➢ Weigh Station Module Functional o Benchmarking weighbridge
Requirements Specification; management systems within the
➢ Standard for Static Scale Tripartite.
Calibration; o Signing of the Vehicle Load
o Standard for Weigh-In-Motion Management Agreement (VLMA)
Calibration. by all countries.
o Approval of VLMA by the Tripartite
Sectoral Committee of Ministers of
Infrastructure
2 Implement o Drafting of agreements, model laws o Drafting of conversion provisions o Improving motor vehicle
harmonised and regulations. for driving licence categories and system compliancy with
vehicle o Country Sensitisation Workshops design of compliant driving licence TTTFP baseline
regulations and conducted to introduce TTTFP cards and PrDP’s. requirements within
standards Agreements and model laws. o Motor vehicle roadworthiness and Tripartite MS
o Standard specification for an ISO /IEC vehicle inspection stations. o Document institutional
18013 compliant driving licence and ➢ Vehicle inspection and requirements for establishing
Professional Driving Permit (PrDP). driving testing centre inspectorates within the
o Conversion of domestic driving specifications. Tripartite and preparation of
categories to categories compliant with ➢ Processes for privatisation quality requirement manual
the MCBRTA categories for of motor vehicle and training of inspectorate
Mozambique, Ethiopia, Eswatini, Inspection.
Uganda and Zanzibar.
o Design of ISO compliant driving licence
and PrDPcard for Angola and Ethiopia.
o Approval of road transport model laws,
model regulations and standards by the
53
Key Area Competed Work Work in Progress Planned Future Work
Tripartite Sectoral Committee of
Ministers of Infrastructure.
3 Implement o Functional requirements for the o Functional and non-functional o Study visits by
TRIPS modules of the National Transport requirements for the cross-cutting representatives from MS to
Information System: functionality and interfaces of the experience the model
➢ Driving licence module; National Transport System. computerised systems
➢ Vehicle and vehicle testing o Update functional requirements (Malawi) and weighbridges
module; for the modules of the national (South Africa) for knowledge
➢ Accident module; transport information System. sharing.
➢ Operator module; o Development and
➢ Transgression module; implementation of TRIPS.
➢ Weigh-station module; o Implementation of compliant
o Updating system specifications for National Transport and
TRIPS. Vehicle Load Management
Systems and integration with
TRIPS.
4 Improve the o Facilitating meetings between Cross o Implementing Yellow Card o Implementing Yellow Card
efficiency of Border Road Transport Regulators. Scheme in the relevant Tripartite Scheme in the relevant
regional o Governance Instruments for Lobito and Member States. Tripartite Member States
transport Maputo Development Corridors has o Facilitating meetings between o Feasibility study on
corridors been developed. Tripartite Member States. proposed establishment of
Traffic Control Centres
o Investigating the feasibility of
a Region-Wide Corridor
Management Institution
Source: https://tttfp.org/current-status/ & https://www.sadc.int/news-events/news/tttfp-harmonise-road-transport-policies-laws-regulations-affecting-drivers-loads-vehicles-and-road-

infrastructure-eastern-and-so
54
3.3.2 Multilateral Cross-Border Road Transport Agreement
Regulatory instruments in the Tripartite (e.g. Protocols, Treaties, Bilateral agreements) are still
based on the assumptions of quantity regulation and “supply-side” control of the movement of
freight and passenger transport vehicles, while international best practice has shifted from
quantity to quality control to enhance corridor efficiency. In line with this development, the
Tripartite has adopted the MCBRTA which will require signatory states to introduce quality
regulation in their respective territories.
Essentially quality regulation implies that the bilateral issuing of cross-border road transport
permits between 2 MS will be abolished in favour of the adoption of a MCBRTA that supports
the creation of a single regional road freight market in which cross-border road transport
vehicles will move freely in the Tripartite region.
The MCBRTA will act as a primary legal instrument towards implementing the TTTFP. As such
it provides for the establishment of TRIPS that will capture information on cross-border
operators, drivers and fleet. It is envisaged that the TRIPS will allow regulators to improve their
monitoring and enforcement functions via accessing real-time information on registered
operators and vehicles. Operator misconduct will be identified through operator profiling and
audits and random inspections and will be registered against the operator’s profile.
3.3.2.1 Status of the Multilateral Cross-Border Road Transport Agreement

The adoption of the MCBRTA is a requirement towards introducing a harmonised regulatory
framework in the Tripartite. Progress towards implementing quality regulation in the Region is
witnessed in the following accomplishments:
• Development of the draft MCBRTA;

• Conceptualisation and development of guidelines for TRIPS;
• Kick-start of validation workshops with signatory states to validate draft standards;
• Signing of the MCBRTA by the Council of Ministers of Transport;
• Operationalisation of TRIPS along selected transport corridors, with a common tracking
system containing mandatory health information;
• Implementation of a corridor trip monitoring system to enable the tracking of vehicles and
drivers, as well as for sharing of information on the health status across borders, including
COVID-19 related information.
Outstanding actions include:
• Domestication of the MCBRTA at MS level;

• Establishment of structures to coordinate the implementation of the MCBRTA;
• Full development and implementation of TRIPS; and
• Implementation of the MCBRTA.
According to the original planning estimates, the MCBRTA was scheduled for implementation
between 2017 and 2022. Given the disruptions caused by the Covid-19 pandemic, the
implementation timelines have been extended to 2023 when signatory states must migrate to
quality regulation.
55
3.3 Developments unfolding at Regional Level
3.3.1 SADC Regional Infrastructure Development Master Plan

Infrastructure development in SADC is guided by the SADC Regional Infrastructure
Development Master Plan (RIDMP) that was finalised in August 2012. The Master Plan
outlines strategic projects in six priority sectors, including transport. According to planning
estimates, the RIDMP will be implemented in a phased approach, as indicated below:
• Short Term Action Plan - 2012 –2017;

• Medium Term Action Plan – 2018 – 2022;
• Long-term Action Plan – 2023-2027.
The Short-Term Action Plan (STAP) was developed to guide the implementation of Phase 1
of the infrastructure projects under the RIDMP. The Directorate of Infrastructure at the SADC
Secretariat has the responsibility to lead and coordinate, while MS and subsidiary
organisations remain responsible for implementation.
3.3.1.1 Status of Short-term Action Plan Projects
The SADC Secretariat, with the support of the Austrian Development Agency (ADA) and the
Development Bank of Southern Africa (DBSA) has engaged the Southern African Research
and Documentation Centre (SARDC) to carry out an independent assessment of results
achieved by the RIDMP Short Term Action Plan.
Although the STAP identified 98 projects, other projects that were not originally designed as
STAP or RIDMP, but are considered important by MS, were added to the list increasing the
number of projects to 134. Table 8 provides a summary of the overall status of prioritised
SADC projects in all six priority sectors.
Table 8: Overall Status of SADC Projects: Six Priority Sectors
Sector Pre- Feasibility Project Financial Project Project Total

feasibility Design Closure Implementation Completion
Transport 7 27 7 1 9 1 52
Energy 3 20 3 1 2 1 30
Water 6 3 9 0 1 0 19
ICT 1 0 0 0 14 2 17
Meteorology 0 0 0 0 5 2 7
Tourism 0 1 0 0 7 1 9
TOTAL 17 51 19 2 38 7 134
Percentage 13 38 14 2 28 5 100
Source: SADC Secretariat 2019
Table 8 clearly illustrates that most of the infrastructure projects are experiencing high levels
of stagnation. Of the total, only 7 projects have reached the project completion phase, while
most projects were still in the planning (pre-feasibility and feasibility) phases in 2019.
56
Table 9 provides summary of the project phase for all transport projects.
Table 9: Project Phase of Transport Projects
Project Status Number Percentage

Pre-feasibility 7 13
Feasibility 27 52
Project Design 7 13
Financial Closure 1 2
Project Implementation 9 18
Project Completion 1 2
TOTAL 52 100
Source: SADC 2019
The above table shows how regional projects have fallen behind schedule, with only one
project reaching financial close. In 2019 most projects (65 percent) were at the feasibility or
pre-feasibility stages. The picture presented by these findings typifies the state of
infrastructure projects within the region. It also underpins the need for the region to prioritise
the implementation of agreed projects (those outlined in the SADC RIDMP) within specified
time-frames. Failure to implement projects would imply that SADC’s development goals will
continue to look good on paper but fail to materialise in practice.
Table 10 outlines the status of the 52 transport sector projects as they are captured in the
SADC Short Term Action Plan Assessment 2019 document (SADC.2019:30-36).
57
Table 10: Status of SADC Transport Sector Projects
Project Name Countries Private Sector Status Progress to Date

involved involvement
1 Construction of Standard Gauge Railway Tanzania Yes - Consideration Feasibility ➢ Procurement of transactional advisor to review the feasibility study for PPP investment is at the final
from Mtwara-Mbamba railway with given to PPP stage towards signing of contract.
spurs to Liganga and Mchuchuma arrangement
2 Construction of standard gauge railway Tanzania, Rwanda No Implementation ➢ Construction for Lot I started on February 2017 and was scheduled for completion in November 2019.
from Isaka-Keza-Kigali-Musongati and Burundi ➢ Lot II (422km) started March 2018 and was due for completion by April 2021.
railway line
3 Kisarawe Freight Station Tanzania / Central No Feasibility ➢ Procurement of Consultants to undertake consultancy services for the feasibility study including land-
Corridors use plan, implementation plan, preliminary design, detailed engineering designs and preparation of
tender documents for development of dry ports at several locations.
➢ Project design will commence upon completion of feasibility study.
4 Upgrading of Zambia Railways Network Zambia No Feasibility ➢ Lot I stretches until 2019 and Lot II until 2021.
from Chingola to Livingstone ➢ Funding sources identified for detailed feasibility and design.
5 Luano - Chililabombwe Railway Zambia, DRC Yes – intention is that a Pre-feasibility ➢ Project proposal prepared and submitted to the government by a private developer.
private developer will ➢ Project Proposal approved by the Ministry of Transport and Communications, Zambia.
implement the project ➢ Identification of funding sources for pre-feasibility study and detailed design.
6 National Railways of Zimbabwe Zimbabwe Yes - intention is that a Pre-feasibility ➢ Discussions initiated with potential finance partners and investors.
Recapitalization and Rehabilitation private developer will ➢ Feasibility study should be revised.
implement the project
7 Establishment of Regional Locomotive & SADC No Pre-feasibility ➢ The project is yet to gain traction.
Wagon Pool Leasing ➢ Feasibility studies are required and should be conducted.
8 Regional Rolling Stock Manufacture Hub South Africa Yes - intention is that a Pre-feasibility ➢ Two South African State-Owned Enterprises (SOEs) have been assigned to develop a concept
private developer will document.
implement the project ➢ Feasibility studies are required.
9 Francistown – Nata Road (190kms) Botswana No Feasibility ➢ Feasibility study and detailed design for Sebina-Nata portion (140km) completed.
➢ Feasibility study and detailed design for the remaining 50km are required.
10 Kazungula (Kasane) to Pandamatenga Botswana No Project Design ➢ This is a fully prepared project with funding for implementation being mobilised 100 percent from the
to Nata Road Government of Botswana.
11 Kazungula Bridge and OSBP Botswana, Zambia & No Implementation The Kazungula bridge and OSBP was officially commissioned during May 2021.is work in progress
Zimbabwe ➢
12 Bulawayo-Beitbridge Road (321km) Zimbabwe No Project Design ➢ Feasibility study completed by COMESA.
➢ The Draft Final Report and Draft Bidding Documents submitted in July 2018.
➢ Funding sources for construction should be identified.
13 Upgrading of Zambia Railways Network Zimbabwe No Feasibility ➢ Feasibility study being commissioned.
from Chingola to Livingstone ➢ Identification of additional funding sources required.
14 Harare-Nyamapanda Road (238km) Zimbabwe No Pre-feasibility ➢ Identification of funding sources and widening of the actual road required.
15 North-South Dry Port in Lusaka, Zambia No Pre-feasibility ➢ Not much progress, project is still at the concept stage.
Copperbelt or Central Provinces ➢ Identification of funding sources for pre-feasibility and detailed design required.
16 Durban dig-out Port (Durban Port South Africa No Feasibility ➢ Pre-feasibility study completed.
Expansion) ➢ Review of the feasibility study and funding required for the Port.
17 Plumtree/ Ramokgwebane OSBP Botswana, No Feasibility ➢ Situational Analysis completed.
Zimbabwe ➢ Feasibility study, detailed design and identification of funding sources required.
18 Pioneer Gate Skilpadhek OSBP Botswana, South No Implementation ➢ South African side completed.
Africa ➢ Identification of funding sources for detailed design and construction required.
19 Nakonde/Tunduma OSBP Zambia. Tanzania No Implementation ➢ The Nakonde/ Tunduma OSBP was officially opened during October 2019 and functions as an OSBP
20 Beitbridge OSBP Zimbabwe, South No Project Design ➢ Mutual Administrative Assistance Agreement signed between the two Customs Units of South Africa
Africa and Zimbabwe.
➢ A Beitbridge Border Efficiency Management Systems Inter-Ministerial Committee has been set up to
come up with an OSBP Draft Agreement.
➢ Feasibility study, design and infrastructure master plan completed.
➢ Master Plan completed on the RSA side, and needs to be harmonised with Zimbabwe.
➢ Construction of OSBP facilities already started on the Zimbabwean side of the border.
21 Kasumbalesa OSBP DRC, Zambia No Implementation ➢ The building on the Zambia side is constructed and hardware setup completed.
➢ Similar work is set to commence on the DRC side of the border.
58
22 Martins Drift Bridge expansion Botswana, South No Feasibility ➢ Project yet to commence.
Africa ➢ Feasibility and detailed design required.
23 Martins Drift Bridge expansion Botswana, South No Pre-feasibility ➢ Project yet to commence.
24 Beira-Machipanda Railway Upgrade Botswana, South No Project Design ➢ Project yet to commence.
25 Inland Cargo Dry Port at Dondo Mozambique No Project Design ➢ Feasibility study completed by Mozambique Regional Gateway programme.
including an Inland cargo terminal at
Inchope
26 TAH9 Beira-Lobito Corridor: Lobito Angola, DRC, No Implementation ➢ Feasibility and assessment studies completed in August 2012.
Roads Zambia ➢ Angola and Zambia are progressively rehabilitating and constructing the road networks to SADC
standards.
➢ There is no clear time-based programme regarding the rehabilitation of the road networks in DRC.
27 Rehabilitation of Makambako- Songea Tanzania, Malawi No Project Design ➢ Feasibility study and detailed designs completed in August 2014.
Road (295 km) ➢ Funds should still be secured for civil works.
28 Dar es Salaam-Chalinze Toll Road (99.7 Tanzania No – despite efforts this Feasibility ➢ Private sector partners have not yet been secured.
km) project is yet to attract ➢ A PPP model toll road transaction structure is being considered.
private sector support ➢ The Transaction Advisor (TA) is reviewing/ updating the Feasibility Study & Detailed Designs.
29 Port of Walvis Bay-Container Terminal in Namibia No Implementation ➢ Construction of the new container terminal at the port completed.
Namibia
30 Road rehabilitation RN 13: Tolanaro- Madagascar No Feasibility ➢ Preparatory studies conducted and tender ready.
Ambovombe
31 Road rehabilitation RN 6: Antsiranana- Madagascar No Feasibility ➢ Preparatory studies conducted and tender ready.
Ambanja
32 Port Victoria Seychelles No Feasibility ➢ Preparatory studies conducted and tender ready.
33 Cargo and Freeport Development at the Mauritius No Project Design ➢ Project study has been completed.
Airport
34 Kisantu-Ndidinga-Kindopolo Road (117 DRC No Feasibility ➢ Concept note to undertake the feasibility study has been completed and should be evaluated to raise
km) funds for this project.
35 Lubumbashi-Bukavu Road (1,402 km) DRC No Feasibility ➢ Project is yet to be implemented.
36 Tshikapa-Kananga-Kisangani Road DRC No Feasibility ➢ Project is yet to be implemented.
(1,524 km)
37 Port Kalemie Rehabilitation DRC No Feasibility ➢ Project is yet to be implemented.
38 Rehabilitation of Kolwezi-Dilolo Railways DRC/ Angola No Feasibility ➢ Project is yet to be implemented.
39 Sakania and Tenke Railway DRC No Feasibility ➢ Project is yet to be implemented.
Rehabilitation
40 Bunker Jetty at Fort George Mauritius No Feasibility ➢ Only pre-feasibility study completed as part of the port master planning exercise.
41 Lusaka to Luangwa bridge road Zambia No Feasibility ➢ Feasibility study completed.
rehabilitation
42 Kafue-Lions Den Feasibility Studies and Zambia No Feasibility ➢ Project is yet to be implemented.
Engineering Designs
43 Livingstone-Sesheke Railway Spur Zambia No Pre-feasibility ➢ Feasibility study completed.
44 Livingstone-Kazungula-Sesheke Road Zambia No Feasibility ➢ Project is yet to be implemented.
45 Modernisation of Mpulungu Port Zambia No Feasibility ➢ Project is yet to be implemented.
46 Mwami/Mchinji OSBP Zambia No Feasibility ➢ Project is yet to be implemented.
47 Nseluka-Mpulungu railway spur (175 Zambia No Feasibility ➢ Project is yet to be implemented.
km)
48 Chipata-Petauke-Serenje Greenfield Zambia No Feasibility ➢ Project is yet to be implemented.
Railway Spur
49 Rehabilitation of T1 from Kafue Zambia No Feasibility ➢ Project is yet to be implemented.
(Turnpark) to Mazabuka Road
50 Serenje Mpika Road Zambia No Financial ➢ Feasibility studies completed.
Closure ➢ Alternative contacts can be replaced
51 Plumtree-Bulawayo-Gweru-Harare- Zimbabwe No Implementation ➢ Re-surfacing of the road and implementation of tolling system has been completed.
Mutare road: rehabilitation
59
52 Manyoni-Tabora-Kigoma Road Tanzania No Implementation ➢ Project is being implemented. The Nyahua-Chaya section is 26 percent complete.
➢ The Urambo-Kaliua leg is 35 percent complete.
Source: SADC Secretariat. 2019, updated with the latest information sources at hand
As seen in table 10, most projects are still in the pre-feasibility and feasibility phases, awaiting funding to move towards implementation. Several OSBP projects are prioritised for implementation in the region. This emphasises
the priority that corridor role-players attach to OSBPs in addressing/ minimising corridor constraints. To date, only a few borders (e.g. Chirundu, Nakonde/ Tanduma and Kazungula) have been commissioned at OSBPs, while
infrastructure works commenced on the Zimbabwean side of the Beitbridge border post. Infrastructure works at the Lebombo Ressano Garcia border post has been completed, but this border will only be transformed into a
functioning OSBP once legal frameworks have been finalised by the governments of Mozambique and South Africa.
60
3.3.2 Launch of a SADC Infrastructure Web Portal
The SADC Secretariat has taken the lead in implementing an infrastructure web portal during
the early months of 2020 that displays project information on strategic regional infrastructure
projects in all infrastructure sub-fields. The online platform is linked to the SADC website and
display dashboards for all SADC infrastructure projects. It also allows the filtering and
visualisation of regional infrastructure projects by sector, countries, current stage and
reference plan. Table 11 illustrates the breakdown per infrastructure sub-field:
Table 11: Breakdown per Infrastructure Sub-Field
Infrastructure Sub-Field Projects by Sector

Energy 23
ICT 18
Transport 40
Water 3
TOTAL 84
Source: https://www.sadc.int/information-services/sadc-infrastructure-dashboard/
Project profiles of infrastructure projects can be assessed at https://www.sadc.int/information-

services/sadc-infrastructure-dashboard/. This website offers an interactive Geographic
Information System (GPS) for infrastructure projects. The following steps are recommended
to view relevant project information:
• Click on charts to narrow the list of selected projects;

• Alternatively, projects can be selected from the list at the bottom by clicking on the project
rows and then clicking the filter link in the projects tab;
• Use the download link above each chart and project list tab to export the charts and the
list of selected projects.
Table 12 summarises the project stage of road transport and border post projects. Information
was obtained from the interactive project dashboard in February 2022
61
Table 12: SADC Dashboard – Road Transport and Border Post Projects
No Project Name Type Sub-Sector Location Stage Year Data
12 Colomue/Dedza OSBP Upgrade Border Post Malawi, Mozambique Tendering 2019 35%
13 Forbes/Machipanda OSBP Upgrade Border Post Mozambique, Zimbabwe Project definition 2019 26%
16 Nyamapanda/Cuchimano Upgrade Border Post Mozambique, Zimbabwe Project definition 2013 26%
OSBP
21 Huambo-Kuito road Upgrade Road Angola Operation 2019 22%
22 Kinshasa-Luanda road (Angola Upgrade Road Angola Construction 2013 13%

section)
23 Kinshasa-Luanda road (DRC Upgrade Road DRC Data not 2013 13%
section) available
24 Kioto-Luena Upgrade Road Angola Data not 2013 17%

available
25 Luena-Luau-Dilolo road Upgrade Road Angola Data not 2013 17%

available
54 Beitbridge OSBP Upgrade Border Post South Africa, Zimbabwe Construction 2019 43%
55 Bulawayo-Gwanda road Upgrade Road Zimbabwe Project 2017 43%

structuring
57 Gwanda-Beitbridge road Upgrade Road Zimbabwe Transaction 2019 65%

support &
financial close
58 Harare-Nyamapanda-road Upgrade Road Zimbabwe Feasibility 2019 52%

project
59 Joint standards for modern road Upgrade Road Data not 2013 9%
corridor design on the NSC available
62
60 Kamuza International Airport Upgrade Road Malawi Sub-feasibility 2018 70%
Turn-Off to Mzimba turn-off
section of the M1 in Malawi
61 Kitwe-Chingola Road Upgrade Road Zambia Construction 2019 35%
62 Martin’s Drift OSBP Upgrade Border Post Botswana, South Africa Project definition 2013 26%
64 Teta Toll Bridge New Bridge Mozambique Project definition 2013 35%
91 TAH8: Lagos to Mombasa – Upgrade Road DRC Data not 2013 17%
missing road links in the DRC available
92 Zobue/Mwanza OSBP Upgrade Border Post Malawi, Mozambique Project Definition 2013 26%
Source: https://www.sadc.int/information-services/sadc-infrastructure-dashboard/
The launch of an online data portal that outlines project dashboards for strategic SADC infrastructure projects represents a step in the right direction.
Although project sheets (templates) have been designed for all infrastructure projects, many of them still lack essential information pertaining to project
risk, project financing and project cost calculations.
It is imperative that affected role-players intensify their efforts in continuously submitting relevant information that will serve as input data into updating
project sheets. The availability of accurate project information data poses several benefits. Not only will it enable monitoring and evaluation bodies to
identify problems as and when they occur, it may also entice foreign investors to fund strategic infrastructure programmes in the SADC to move such
programmes to completion.
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3.3.3 Corridor Trip Monitoring System
The TTTFP identified the need for Corridor Trip Monitoring System (CTMS) to facilitate the
continuation of cross-border trade of essential goods during the on-going crisis occasioned by
the outbreak of the COVID-19 pandemic. The European Union (EU) provided additional
funding to develop a computer-based corridor trip monitoring system (CTMS) to record and
share information on the driver’s health and observe the movement of drivers and their
vehicles.
The CTMS facilitates a regulatory framework that ensures cross border transport operations
is performed by healthy drivers that are constantly monitored and tracked to minimise the
spread of COVID-19 and to reduce extended travel and transit times during the pandemic.
The primary purpose of the CTMS in the immediate and longer term is to:
• Maintain a record of driver & crew compliance to medical requirements;

• Monitor trip progression by tracking vehicle(s) & driver(s);
• Facilitate management of safe transit in cross border road transport operations;
• Perform corridor performance management;
• Monitor trip progression by tracking vehicle(s)/ cargo;
• Avail information to all CMIs; and
• Serve as tool towards establishing SMART corridors.
3.4 Conclusion
Several infrastructure programmes have been approved for implementation across the African
continent to address infrastructure inefficiencies that impede cross-border road traffic flows,
and which are partly to blame for the low levels of intra-African trade. An assessment of
strategic Continental, Tripartite and regional (SADC) projects reveals that many projects have
not yet moved beyond the planning phases (e.g. feasibility phase) and are awaiting funding to
move forward towards implementation.
Limited progress is mainly due to inadequate funds and a shortage of technical skills to
prepare projects for bankability. Financiers are hesitant to support the earliest project stages
owing to high risk that projects will not reach financial close. One area where significant
progress is noted is the development of the TTTFP that will introduce quality regulation in the
Tripartite by the year 2023. To date, the following milestones have been reached:
• Development of a vehicle load management strategy;

• Implementation of common load management strategy and regulations across the Eastern
and Southern African regions;
• Drafting of agreements, model laws and regulations in favour of harmonising vehicle
regulations and standards; and
• Operationalisation of TRIPS along selected road transport corridors.
The above accomplishments show what can be accomplished when adequate funding is
secured, and technical assistance is provided to MS to work jointly towards creating efficient
64
4. ASSESSING THE COST OF DOING BUSINESS IN THE SADC: ROAD FREIGHT
PERSPECTIVE
4.1 Introduction
Previous discussions of this report alluded to the existence of infrastructure inefficiencies
along regional road transport corridors which result in high transportation costs for cross-
border operators and poor regional competitiveness. Although cross-border operations are
subjected to several hard and soft infrastructure inefficiencies, most impediments are caused
by “soft issues” that directly impacts on service delivery, including regulatory red-tape, over
regulation, duplicated processes (especially at inland borders) and corrupt practices. On the
road, cross-border drivers are liable for various kinds of formal and informal payments at
roadblocks and checkpoints.
Cross-border trade and transport challenges are not limited to SADC only but are experienced
by all African Regional Economic Communities (RECs). Studies show that, on average, the
costs of transport in African countries are 63 percent higher compared to the average in
developed economies and 135 percent higher than in Europe. The average cost of freight as
a percentage of the total value of imports is approximately 11.4 percent for Africa compared
to 6.8 percent for developed countries (African Export-Import Bank, 2020).
In response to on-going infrastructure and regulatory challenges facing commercial cross-

border road transport operators in the region, the C-BRTA embarked on a study during FY
2020/21 to develop a cost estimation model that assess and quantify the factors that contribute
to the high cost of doing business in the region. The objectives of this study were three-fold,
namely to:
• Assess the key determinants of high cross-border road freight costs within Southern
African corridors;
• Estimate the cost of doing business for cross-border road freight operators along the NSC
(between Johannesburg and Lusaka, Zambia); and
• Derive key findings that will be considered in formulating study recommendations.
4.2 Data Collection and Analysis

Section 4.2 below gives more information on the data collection methods and analysis
4.2.1 Methodology
The initial strategy was to conduct on-truck data collection during cross-border road freight
journeys from point of origin to the destination, as well as on the reverse cross-border
journeys. The outbreak of the COVID-19 pandemic during the early months of 2020, left SADC
MS with no choice but to introduce several lockdown measures and travel restrictions to fight
the spread of COVID-19. Border posts introduced stringent measures to contain the spread of
the virus while customs administrations activated risk management systems.
Due to the introduction and enforcement of COVID-19 measures / restrictions, the on-truck
data collection was cancelled. The research team introduced remote surveys as an alternative
data collection method. Data used for the study included cross-border operators’ data for 2020
and the early months of 2021 when the COVID-19 lockdown level 5 commenced on 27th March
2020.
65
Data collection and analysis was complemented with telephonic interviews whereby cross-
border road freight operators had to answer questions relating to all costs incurred during
individual road freight journeys. Interviews were successful insofar cross-border freight
operators habitually kept journey records of every cross-border freight trip per truck.
Among other variables of importance were time spent to complete each cross-border freight
journey, counting the number of regulatory stoppages and time spent at roadblocks,
weighbridges, checkpoints, toll plazas and at border posts. The analyses comprised of tables,
pictorial graphs, and charts to enable the reader to easily comprehend.
4.2.2 Model Description

The model below depicts the three-variable unit cost model of allocating operating expenses
incurred by cross-border commercial trucks systems. This model assigns actual operating
costs experienced by a system to each sub-service (truck, route, service area, etc.) based on
the following three service variables:
• Truck hours,
• Truck mileages (kilometres); and
• Trucks.
The underlying assumption behind the allocation model is that the cost of operating a cross-
border commercial truck system is directly related to the number of truck hours of service
provided, the number of kilometres travelled, and the number of trucks required to provide the
service. Therefore, the expense of providing a service (in a specific service sector) can be
determined by apportioning total expenses of the business in proportion to the number of truck
hours, miles, and trucks required to provide the service.
The model developed is described as follows:
Note:
VHCF : Vehicle Hour Cost Factor

TVH : Total Vehicle Hours
VMCF : Vehicle Mileage Cost Factor
TVM : Total Vehicle Mileages
VCF : Vehicle Cost Factor
TV : Total Vehicles
Source: C-BRTA. Cost of Doing Business by Cross-Border Road Freight Operators along the NSC. 2021
66
This cost expression can be used to represent the entire cross-border commercial operation
for an entire year, or it can be used to calculate the operating expenses for a sub-service
and/or for a shorter period. Table 13 depicts an expense assignment for the three-variable
cost model
Table 13: Expense Assignment for Three-Variable Cost Model

COST MODEL VARIABLES
Cost Components Truck Hours Truck Mileage Truck
FIXED COSTS
Truck repayment ✓
Trailer repayment ✓
Licenses ✓
Permits ✓
Driver(s) Income and benefits ✓
Crew Income ✓
Administrative Costs ✓
VARIABLE COSTS
Fuel ✓
Tyres ✓ 
Maintenance ✓
Repair, Spares and Lubrication ✓
Truck Wash ✓

Loading/Unloading Fees ✓
Lodging/Rent ✓
Meals ✓
Cross-border fees and tolls ✓
Fines ✓
Miscellaneous Expenses ✓
The above table shows that both fixed and variables costs are incurred in the daily running of
a business. Fixed costs are not subject to frequent change and are not generally affected by
the amount that a truck is used. Examples of fixed cost include: truck and trailer repayment,
licenses, permits, driver and crew income (salaries) and administrative costs.
Variable costs are those cost elements that vary according the actual use of the vehicle (truck).
Examples include the cost of fuel, tyres, maintenance, lubricants and repairs, to name a few.
Fixed and variable costs make up Operational Costs.
Section 4.3 gives a brief overview of the focus area (NSC), inclusive of strategic border posts
along the NSC.
67
4.3 Data Analysis and Interpretation
Section 4.3 describes the quantification and calculation of cross-border road freight transport
cost components for commercial cross-border trucks that conduct cross-border journeys on
the NSC between Johannesburg and Zambia, Lusaka. The three-variable unit cost model
engaged the following three steps:
• Assembly of the data;

• Assign each expense line item to one of the unit cost variables; and
• Calculate the average unit costs.
4.3.1 Data Analysis
After collecting all necessary data for cross-border journeys along the NSC between
Johannesburg (South Africa) and Zambia (Lusaka) a systematic data analysis was carried out
to come up with the results to achieve the intended objectives of this study. Microsoft Excel
(MS Excel) was used for basic analysis.
4.3.2 Flexibility of the Model

The model was designed for ease of use and to quickly provide results for different
configurations. The decision-maker can choose any of the cost components (e.g. price of
tyres, insurance costs) and change such components to compensate for different bus/ truck
and trip characteristics. It is thus easy to update the model since all parts of the model can
easily be changed /amended to specific applications.
4.3.3 Model Validation

Cost models should be validated to ensure they produce results that are as accurate and
reliable as possible. Depending on the model’s architecture, supporting software and uses,
the specific validation procedures may vary. However, at a minimum, model validation
included the total of all costs input into the model and reconciled them against the total of all
costs output from the model to ensure that all costs have been included in the output.
4.3.4 Cross-Border Freight Journeys between Johannesburg and Zambia

Table 14 illustrates the cost components of fixed and variable costs along with cost model
variables.
Table 14: Fixed and Variable Costs for Cross-Border Trucks (Johannesburg –
Zambia)

Cost Components Truck Hours Truck Mileage Truck Percentage
FIXED COSTS
Truck repayment R 679 633,00 11%
Trailer repayment R 114 884,00 2%
Insurance R 329 354,00 5%
Licenses R 58 100,17 1%
Permits R 184 727,00 3%
Driver(s) Income R 378 344,00 6%
Driver bonuses and benefits R 212 080,00 3%
Administrative Income R 481 294,83 8%
68
Cost Components Truck Hours Truck Mileage Truck Percentage
VARIABLE COSTS
Fuel R 1 843 673,83 30%
Tyres R 282 117,00 5%
Maintenance R 325 537,67 5%
Repair, Spares and Lubrication R 341 841,50 6%
Truck Wash R 94 165,50 2%
Loading/Unloading Fees R 87 498,33 1%
Lodging/Rent R 46 233,00 1%
Meals R 58 315,33 1%
Cross-border fees and Tolls R 295 509,00 5%
Fines R 46 622,50 1%
Miscellaneous Expenses R 322 543,83 5%
TOTAL TRUCK OPERATING R1 071 718,83 R2 974 833,83 R2 135 921,83 R6 182 474,50
COST
Percentages 17% 48% 35% 100%
The three steps used to complete unit cost model are discussed in greater detail below.
4.3.4.1 Assembly of the data

Data collection and an analysis of actual truck operating costs were conducted to 10 cross-
border freight operators. Each operator operates at least 4 trucks, all with a minimum payload
of 34 tons of different dimensions and conveying different types of goods. The cross-border
trucks (vehicles) of interest were those conveying goods to Zambia, Lusaka, from South Africa
in Johannesburg.
The average distance of the study between Johannesburg and Lusaka was approximately
1,645 km per cross-border trip or per one-way route and the average kilometres travelled by
each cross-border truck was 150,455 kilometres per annum.
The cross-border truck driving hours was 176 hours (7 days) on average on the northbound
leg from Johannesburg to Lusaka and they are said to be the same on the southbound journey.
Truck driving hours include standing times along the NSC. Truck drivers confirmed that
depending on the efficiency of clearance processes at borders, trucks sometimes take a
minimum of 3 days to move between Johannesburg and Lusaka. For this study, the maximum
truck driving hours of 7 hours per single trip have been used to analyse the cost of doing
business.
The most important factor concerning step 1 is that the expense and operating data must
represent the same service and for the same period. That is, the operating expense listing
should include all the costs associated with operating the 10 cross-border trucks for the
kilometres travelled and service hours recorded along the NSC.
69
4.3.4.2 Assigning each expense line item to one of the unit cost variables
The line items are assigned to the unit cost variables (vehicle hours, vehicle miles and number
of vehicles) based upon the service variable that most closely determines the expenses for
the line item. For example, drivers’ salaries are most closely related to the number of vehicle
hours of service provided. Likewise, fuel, maintenance, and tyre expenses are most closely
linked to the number of kilometres operated. Finally, many costs, including most administrative
expenses, are fixed, and are therefore arbitrarily allocated based on the number of vehicles
associated with a service.
4.3.4.3 Calculation of the average unit costs

This is the calculation of the average unit costs and application of the model to cost
components estimations. Unit costs are calculated by summing the expense items assigned
to each of the three cost variables and then dividing the total expenses for each category by
the service variable.
4.3.5 Cross-Border Truck Hours

Truck hours are the amount of time that a truck is in operation. Since it represents the average
amount of time that trucks are to be paid, it is an appropriate basis for allocating driver related
costs and administration costs to the truck operations.
Table 15 illustrates a cross-border trucks cost model used to analyse the cost of doing cross-
border road freight business between Johannesburg and Zambia.
Table 15: Cross-Border Truck model between Johannesburg and Lusaka
COST MODEL VARIABLE

Truck Hours Truck Mileage Truck
Total Vehicles (trucks) (TV) 10
Total Vehicle (truck) Mileages (TVM) 150,455
Total Vehicle (truck) Hours (TVH) 6,360
Truck Cost Factor (VCF) R213,592.18
Truck Mileage Cost Factor (VMCF) R86.24
Truck Hour Cost Factor (VHCF) R168,51
TOTAL TRUCK OPERATING R1 071 718,83 R2 974 833,83 R2 135 921,83
COST
Percentages 17% 48% 35%
= (VHCF* TVH) + (VMCF* TVM) + (VCF* TV)

Cross-border
Truck Annual = (R168.51*6,360) + (R86.24*150,455) + (R213,592.18*10)
Operating Cost
= (R1 071 718,83) + (R2 974 833,83) + (R2 135 921,83)
= R6 182 474,50
70
According to Table 15, the total average annual hours a cross-border truck spends in
operation/service is 6,360 hours over 265 days per annum, costing the cross-border operator
around R1 071 718,83 which is 17% of the cross-border truck annual operating costs (R6 182
474,50). The cross-border truck hour related cost is R168,51 (R1 071 718,83/6,360). This is
the amount of money the cross-border truck consumes per hour while it is in operation.
4.3.5.1 Driver Income
Truck drivers can be paid in many ways. The two most common methods of payment are:
• According to a percentage of the freight bill; or

• On a per mile basis.
Other payment methods include payment per trip, per period, per kilometre or simply “dividing
up what is left over after expenses. Driver wages vary considerably across the country in terms
of vehicle size, task complexity and remuneration packages. All assumptions include an
allowance for company contributions but exclude overtime and bonuses.
In this study, most of the truck drivers are paid a fixed amount per month, or per year.
Therefore, their income is included as a fixed cost because the same cost is incurred
regardless of the number of kilometres driven during cross-border trips. One driver is assigned
to a cross-border truck, conveying goods between Johannesburg and Zambia. The truck driver
is said to earn an average income of R590 424,00 per annum, inclusive of bonuses and
benefits, which amounts to 10% of the cross-border truck annual operating costs equating to
R6 182 474,50 (refer to table 15).
4.3.5.2 Administrative Overhead Costs

Administrative costs are costs spent to keep the business running efficiently. These costs
include the annual cost of management and administrative help. Other relevant costs are
sales, front line managers, bookkeeping/accounting, payroll and year around management.
Most of these costs are the result of expenditures on wages or salaries. Administrative
overhead costs therefore become an annual cost for businesses.
On an annual basis, administrative costs of a cross-border truck, conducting cross-border road

transport operations between Johannesburg and Zambia amount to approximately 8% of the
cross-border truck annual operating costs (R6 182 474,50), thus R481 294,83.
4.3.6 Cross-Border Truck Mileage

The typical average distance for cross-border trucks, conducting business for reward between
South Africa and Zambia, range between 11,000 km and 15,000 km per month, or between
146,700 km and 170,000 km per annum. The trucks are operated to the end of their economic
life, which is typically more than 1,500,000 km, or up to 12 years total service.
According to the data collected from the cross-border truck operators, on average the cross-
border trucks travelling between Johannesburg and Zambia recorded about 150,455 km per
year, with relative mileage costs of R2 974 833,83 constituting 48% of the cross-border truck
annual operating costs. (refer to Table 15).
71
4.3.6.1 Fuel Costs
Fuel consumption by cross-border trucks varies slightly between loaded and unloaded
movements. Any differences are manifested in a weighted kilometre per litre experienced by
the cross-border trucks in the business. The fuel price per litre is then multiplied times the
kilometres per litre to yield an estimated per kilometre cost. In the study, fuel costs assumed
that cross-border trucks were operating on a level terrain and incorporated all fuel-efficiency
measures. It did not account for vehicle speed and different road conditions.
Fuel cost is a major cost in cross-border truck operating costs and for cross-border trucks that
conducted business in the study between South Africa and Zambia. On average each cross-
border truck consumed about R1 843 673,83 of fuel which is 30% of the cross-border truck
annual operating costs of R6 182 474,50.
4.3.6.2 Tyre Costs

Tyre performance varies in accordance with the quality of road networks. The typical average
life of a truck tyre on roads is estimated at 160,934 km (100 000 miles), and for a trailer tyre it
is estimated at 329,111 km (204 500 miles). The tyre life is a function of safety considerations,
driver behaviour, load conditions and speed as well as roughness of the road surface.
Tyre costs on different road qualities have not yet been quantified definitively as there is a
magnitude of factors that contribute to tyre wear, for instance tyre pressure, rubber
composition, load, and tread pattern.
The study did not assign the type of cross-border truck, its age, how the truck is used and
route characteristics in the model and the tyre costs of the cross-border truck contributed R282
117,00 which is 5% of total cross-border truck annual operating costs (R6 182 474,50).
4.3.6.3 Maintenance and Repair, Spares and Lubrication Costs

It is quite difficult to obtain reliable and consistent maintenance and repair estimates from
cross-border freight operators. Estimates of engine lifetime, overall cost and other repairs must
be combined to generate a maintenance and repair cost. Generally, the maintenance and
repair costs include lubricants, tune-ups, engine overhauls, and general repairs.
In the study, the contribution to maintenance and repair, spares, and lubrication costs were
not collected separately as trucks and trailers, but they were aggregated as one vehicle. This
cost category comprises of maintenance and repair, spares, and lubrication of the engine,
other mechanical components, and parts costs. These costs for a cross-border truck
translated into approximately 11% of the total cross-border truck annual operating costs (R6
182 474,50), namely R667 379,17.
The high costs associated with maintenance and repair motivates why vehicle maintenance
deserves continuous improvement. The aim should not only be to lower maintenance costs,
but also be keep the vehicles in a good condition.
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4.3.6.4 Truck- Tractor and Trailer Vehicles
a) Truck and Trailer Repayment
Vehicle financing is by far the biggest fixed-cost factor and is directly related to the purchase
price of the truck (vehicle). For this reason, it is critical that businesses undertake a detailed
study prior to purchasing vehicles to ensure they choose a vehicle that is right for the job and
that will keep fixed operating costs as low as possible.
The truck and trailer repayments are determined by the interest rate on the loan and the years
that the loan must be paid in, is converted to months. On an annual basis, the average cross-
border truck and trailer repayments constitute R794 517,00, which equates to 13% of the
cross-border truck annual operating costs of R6 182 474,50.
b) Insurance, License and Permit Costs

Most cross-border freight operators carry full coverage insurance on their truck-tractor and
trailer equipment. Such coverage includes liability, physical damage, and cargo insurance.
License fees, permits and insurance are other costs that commercial cross-border trucks incur.
It has been recorded that on average a cross-border truck spends about R572 181,17 on
insurance, license, and permit costs. This equates to around 9% of total operating costs.
c) Meals and Lodging

Transportation expenses are any costs related to business travel by company employees. An
employee who travels for a business trip is generally able to claim the cost of travel, hotel,
food, and any other related expense as a transportation expense. These costs may also
include those associated with traveling to a temporary workplace from home, under some
circumstances. For instance, an employee whose travel area is not limited to their tax home
can generally claim that travel as a transportation expense.
The costs of lodging and meals only relates to the average annual expenditure of the specific
cross-border truck driver and recorded R104 548,33 per annum registering 2% of the cross-
border truck annual operating cost of R6 182 474,50.
d) Cross Border Fees and Tolls

The common denominator of existing user charge theory and practice is the idea that the user
should pay for the use of roads. A large fraction of the expenditure on roads has been incurred
only because of the existence of cars and trucks. Therefore, the owners of these vehicles,
rather than the general taxpayer, should foot most of the bill for the use of roads.
Cross-border charges and toll fees are a user‐pay principle that represent a fair and precise
way of paying for the use of transport facilities. At border crossings along the NSC there is
unfair practice of imposing cross-border road-user charges. For example, when a South
African cross-border truck or South African registered truck crosses from South Africa to
Zimbabwe, there are multiple charges that the South African registered truck is subjected to,
whereas when the Zimbabwean registered truck crosses from South Africa to Zimbabwe, the
Zimbabwean registered truck is immune from those cross-border road-user charges. This
practice results in unfair competition between cross-border road transport operators in the
region (SADC).
73
According to this study, on a journey from Johannesburg to Lusaka, a South African registered
truck devotes approximately 11% of cross-border truck annual operating costs, which equates
to R295 509,00 per annum.
e) Fines
The consequences for not obeying traffic laws may result in a traffic fine. Traffic ticket cost
also increases with driving speed. Thus, the traffic fine costs may be completely unpredictable
and the best way for the operator to assess it is to calculate the total money spent on fines
per year.
For a trip between Johannesburg and Lusaka, the fines paid by cross-border truck operations
are significant and record R46 622,50 per annum, which equates to 1% of cross-border truck
annual operating costs.
f) Miscellaneous Costs
Miscellaneous expenses include an array of small transactions that do not fit within the
ledgers’ specified accounts. They must, therefore, be recorded and accounted for in the
general ledger account of businesses. If these expenses increase in size and usage, then the
miscellaneous expense should be given its own account.
Deductible miscellaneous expense examples include costs that could cover such things as
clothing or job uniforms, advertising, subscription services for work, accounting and legal fees,
interest and bank charges, tools, office supplies and theft losses. They also cover any number
of unexpected and unforeseen expenses such as insurance excess and the cost of
unrecoverable incidents.
The study has recorded that on average the cross-border operator incurs around R322 543,83
of miscellaneous expenses per annum. This equates to 5% of the cross-border truck annual
operating costs.
g) Bribes
Bribery costs increases the cost of doing business and in this study the operators did not
furnish them. Reported incidents exists of cross-border drivers being exposed to multiple
informal payments (bribes) along the NSC. Drivers who were interviewed, revealed that
bribery is not limited to border posts only, but that it happens at other fixed delay points along
regional transport corridors, notably weighbridges, and roadblock/ checkpoints.
4.4. Fixed and Variable Costs of Cross-border trucks along the North-South
Corridor
4.4.1 Fixed Costs

Fixed vehicle operating costs (also referred to as standing costs) are fixed costs that are
assigned to the cost model of cross-border trucks that operate between Johannesburg and
Lusaka. As already stated in earlier discussions, fixed costs should be paid irrespective of
whether the cross-border truck is transporting traffic, or not. For this reason, proper control
should be exercised over all the factors that could bring cross-border vehicles to a standstill.
74
On average, cross-border operators that took part in the study expends about R16,21 per
kilometre on cross-border truck total fixed costs that amounts to R2 438 417,00 with the
average annual traveling distance of the cross-border truck amounting to 150,455 km per
annum.
Table 16 depicts the contribution of fixed costs, assigned to the model, to estimate the cost of
doing business by cross-border freight operators between South Africa and Lusaka.
Table 16: Contribution of Fixed Costs to Cross-Border Truck Operating Costs
Vehicle cost components Costs Contribution Cost per Km
Truck-tractor and trailer repayment R794 517,00 33% R5,28

Insurance, licenses, and permits R572 181,17 23% R3,92
Driver income, bonuses, and benefits R590 424,00 24% R3,80
Administrative Expenses R481 294,83 20% R3,20
Fixed Costs R2 438 417,00 100% R16,21
Table 16 illustrates that truck-tractor and trailer repayment are the most significant fixed cost
component, comprising around In33% (R794 517,00) out of total fixed costs (R2 438 417,00).
With the average annual traveling distance of the cross-border truck of 150,455 km per annum,
the cross-border operator spends around R5,28 per kilometre in truck-tractor and trailer
repayment (table 17).
Another component of fixed costs is insurance, licenses, and permits that contributes around
R572 181,17 per annum. This equates to 23% of total fixed costs (R572 181,17). On average,
the cross-border operator bestows approximately R3,92 per kilometre on insurance, licenses,
and permits with an average annual traveling distance of 150,455 km per annum.
Other fixed cost element includes driver income, bonuses, and benefits with that amount to
R590 424,00. On average, the cross-border operator devotes around R3,80 per kilometre on
driver income, bonuses, and benefits with the average annual traveling distance of the cross-
border truck estimated at 150,455 km per annum.
The actual number of hours the truck driver works is in practice often more than the actual
driving time. The truck driver may be involved in loading and unloading the truck, waiting in
line, maintaining the vehicle, or performing other duties. To take this into account, the number
of hours can be expanded beyond the actual driving time. For example, if the truck driver
spends a third of his/her time loading and unloading a vehicle and only two-thirds of the time
driving, the driving time should be expanded by a factor of 1.5 to account for the loading and
unloading time.
Drivers are the key factor in operating vehicles in a professional manner and in reducing the
overall fixed and variable costs of operating the vehicle. Therefore, driver selection and
continuous training are paramount.
75
Administrative expenses are the last fixed cost element in the study and amounts to R481
294,83, registering 20% of total fixed costs. On average, the cross-border operator confers
around R3,20 per kilometre on aadministrative expenses with an average annual traveling
distance of 150,455 km per annum.
In conclusion it is worth mentioning that the fixed costs of operational overheads should be
managed and carefully controlled to ensure that costs remain within budget limits.
4.4.2 Variable Costs

Variable costs are the money that the cross-border truck operator spends in operating his/her
vehicle between Johannesburg and Lusaka. These costs include, but are not limited to fuel,
maintenance, repairs, meals, lodging, and other expenses incurred while undertaking cross-
border road freight journeys along the NSC.
On average, cross-border operators expend about R24,88 per kilometre on cross-border truck
total variable costs that amount to R3 744 057,50 with the average annual traveling distance
estimated at 150,455 km per annum.
Table 17 portrays the contribution of components of variable costs that have been assigned
to the model of estimating the cost of doing business for cross-border road freight operators
between Johannesburg (South Africa) and Lusaka (Zambia).
Table 17: Contribution of variable costs in the cross-border truck operating

costs
Vehicle cost components Costs Contribution Cost per Km

Fuel R1 843 673,83 49% R12,25
Tyres R282 117,00 8% R1,89
Maintenance and Repair, Spares, and R667 379,17 18% R4,44
Lubrication
Vehicle Wash R94 165,50 3% R0,63
Loading/Unloading Fees R87 498,33 2% R0,58
Lodging/Rent and Meals R104 548,33 3% R0,69
Cross-border fees and Tolls R295 509,00 8% R1,96
Traffic Fines R46 622,50 1% R0,31
Miscellaneous Expenses R322 543,83 9% R2,14
Variable Costs R3 744 057,50 100% R24,88
Table 17 discloses that fuel costs rank consistently as one of the biggest cost centres for
cross-border truck operators. Fuel costs amount to an average of R1 843 673,83 per annum,
contributing to 49% of the variable costs (R3 744 057,50). With the average annual traveling
distance of a cross-border truck of 150,455 km per annum, the cross-border operator
approximately R12,25 per kilometre in fuel costs.
Maintenance and Repair, Spares, and Lubrication costs registered the second highest
variable costs, amounting to R667 379,17. On average, cross-border operators disburse
around R4,44 per kilometre per truck with the average annual traveling distance estimated at
150,455 km per annum.
76
Miscellaneous expenses recorded the third components of variable costs with an average
contribution of R322 543,83 per annum, constituting 9% of total variable costs. On average,
cross-border operators bestow around R2,14 per kilometre miscellaneous expenses with the
average traveling distance captured at 150,455 km per annum.
Cross-border fees, tolls and tyre costs are another variable cost item that cross-border truck
operators incur with a contribution of 8% of total variable cost, recording R295 509,00. On
average, a cross-border operator spends around R1,96 per kilometre per truck on cross-
border fees and tolls while the cross-border operator expends R1,89 per kilometre per truck
on tyre costs, considering the average traveling distance captured at 150,455 km per annum.
When a cross-border truck exits South Africa and enters Zimbabwe, all foreign registered
trucks pay road user charges based on the gross vehicle mass, irrespective of the weight
carried whereas domestic trucking companies are not charged a road user fee since they pay
for road maintenance when purchasing licenses.
The remaining variable costs (vehicle wash, loading /unloading fees, lodging /rent and meals,
and traffic fines) vary from 1% to 3%, with the cost per kilometre being less than R1,00 per
kilometre per truck.
Variable costing allows cross-border truck operators to analyse data based on the actual cost
of production. Hence, understanding the actual cost of each unit allows operators to reduce
variances between actual and budgeted amounts, which often results in higher revenues for
the business.
In conclusion, the cross-border truck operator confers about R40,10 per kilometre with the
average annual traveling distance of the cross-border truck capped at 150,455 km per annum.
This means out of the total cross-border truck operating costs (R6 182 474,50), the cross-
border truck consumes approximately R40,10 in average annual traveling distance of 150,455
km per annum along the NSC between Johannesburg and Lusaka.
4.4.3 Standing Time along the North South Corridor

In the road transport industry, the standing cost is based on the term “standing time”, which is
used to describe the time a truck is not moving. This cost is often described as induced costs
(also referred to as opportunity costs) for the logistics or transport provider. Standing time is
often caused by compulsory government controls along strategic transport corridors in the
SADC region. At these check-points, public-sector officials exercise their powers in enforcing
their respective mandates. Government controls result in excessive time delays for cross-
border operators
The indicators used in the cost model include time spent along the routes (road transport
corridors) associated with multiple regulatory stoppages at:
• Traffic Control Centers/ Weighbridges;

• Road blocks / check-points, and
• Border posts.
Due to the type of interviews undertaken when secondary data was collected from cross-
border truck operators, no differentiation was made between time spent during peak and off-
peak periods.
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4.4.3.1 Standing Time at Traffic Control Centers /Weighbridges
Traffic control centres or weighbridges are used to weigh road vehicles and their contents. By
weighing a vehicle (both empty and fully loaded) the load carried by a vehicle is calculated
and overloading trucks are fined. One of the advantages of this practice is that it minimises
overloading along regional road corridors, as well as the level of unrecorded trade.
In the SADC, weighbridges are not linked and do not have the same calibration. In a linked
corridor system, weighbridges communicate with one another. As a result, interactions are not
only limited to engagements between the truck and the weighbridge, but also between
weighbridge stations in different SADC MS.
In this study, cross-border truck operators furnished their estimated waiting times, including
processing times at traffic control centres, along the NSC. Waiting times confirmed the truck
arrival and departure time at different weighbridge stations. The difference in processing rates
is only due to rate of truck arrivals or traffic volumes. Table 18 depicts the average waiting
times at weighbridge stations between Johannesburg and Zamiba.
Table 18: Average Standing Time of Cross-Border Trucks at Weighbridges
Standing Times (minutes)

Route Northbound Southbound
Johannesburg – Beitbridge border post, Musina 90 47% 60 46%

Beitbridge, Zimbabwe – Chirundu border post, Zimbabwe 60 32% 40 31%
Chirundu border post, Zambia – Lusaka 40 21% 30 23%
Total standing time Johannesburg – Lusaka 190 100% 130 100%
a) Johannesburg – Beitbridge border post - Musina

The principle of the Cross-Border Overload Control System (CBOCS) is that the truck driver
of a cross-border vehicle must produce documentary evidence (e.g. a weighbridge clearance
certificate) to customs showing that the vehicle is not overloaded. The clearance process only
commence after the weighbridge clearance certificate has been given to Customs.
From Johannesburg to the Beitbridge border post in Musina, a single cross-border truck spent
an average of 90 minutes at South African weighbridges on the north-bound route to Zambia,
whereas on the south-bound route, a single cross-border truck spend around 60 minutes at
all traffic control centres on the South African side of the Beitbridge border, on-route to
Johannesburg.
b) Beitbridge border post – Zimbabwe – Chirundu border post - Zimbabwe

On the cross-border trip between Johannesburg, Zimbabwe and Zambia, the cross-border
truck spent an average of 60 minutes at Zimbabwean weighbridges on the north-bound route
to Zambia, while approximately 40 minutes is spent at weighbridge stops on the south-bound
route.
78
c) Chirundu border post, Zambia – Lusaka, Zambia
On the final leg from Chirundu border post in Zambia to Lusaka along the T2 highway, the
estimated waiting times at the weighbridges was around 40 minutes on the northbound trip,
while on the return trip from Lusaka to Chirundu border post, it took approximately 30 minutes
for the cross-border truck to be weighed /cleared at the weighbridges.
In conclusion, table 18 shows that the time spent at weighbridges along the NSC on the north-
bound route totalled 190 minutes, whereas on the south-bound route, standing time at
weighbridges totalled 130 minutes. This table implies that 59% of standing time by cross-
border trucks at weighbridges was recorded on the north-bound route while 41% was time
spent by the cross-border trucks at weighbridges along the south-bound route.
4.4.3.2 Standing Time at Roadblocks /Checkpoints

Law enforcement officials in the SADC are mandated to use roadblocks and checkpoints for
specific purposes. In the SADC region, the primary purpose of roadblocks and checkpoints
are to ensure road safety; for instance; to check the validity of drivers’ licenses, vehicle
roadworthiness and vehicle registrations. Furthermore, road blocks are also used to search
vehicles for illegal drugs and consignments.
Law enforcement operations along all strategic transport corridors in the region are performed
by various stakeholders, who seldom coordinate operations. It is thus not surprising to find
that operations are being conducted near each other by different stakeholders. Currently,
cross-border vehicles are stopped at various inter and intra country roadblocks even where
there is no proof that traffic being transported is of a suspicious nature. While most law
enforcement operations and checkpoints along transport corridors are legal, some of them are
not. Quick passage through inspection points is often facilitated by informal payments, which
are far less than what would be payable for the offence committed.
Table 19 depicts the average standing times by cross-border truck at all roadblock
/checkpoints between Johannesburg and Lusaka, as well as for the return trip to
Johannesburg.
Table 19: Average Standing Times of Cross-border Trucks at Roadblocks /

Checkpoints

Route Northbound Southbound
Johannesburg – Beitbridge border post, Musina 25 24% 17 21%

Beitbridge, Zimbabwe – Chirundu border post, Zimbabwe 65 62% 52 64%
Chirundu border post, Zambia – Lusaka 15 14% 12 15%
Total standing time Johannesburg - Lusaka 105 100% 81 100%
The discussion below gives a break-down of average time spent at roadblocks between
Johannesburg and Lusaka.
79
a) Johannesburg – Beitbridge border post - Musina
From Johannesburg to Musina along the N1 highway on an outbound journey, cross-border
truck operators reported that their vehicles were stopped 4 times with an average 25 minutes
combined. On the return trip the average time spent at the three roadblocks was 17 minutes.
b) Beitbridge border post – Zimbabwe – Chirundu border post- Zimbabwe

On the transiting northbound trip from Zimbabwe to Chirundu border post, the truck was
stopped 6 times with an average standing time of 65 minutes in aggregate. On the reverse
route, the truck was stopped 5 times spending on average 52 minutes at all 5 checkpoints.
c) Chirundu border post, Zambia – Lusaka, Zambia

From Chirundu border to Lusaka, the truck was stopped twice spending 15 minutes on the
northbound trip, while on the southbound trip from Lusaka to Chirundu border post, the truck
spent about 12 minutes collective at 2 roadblocks.
4.4.3.3 Standing Time at Border Processes

Several government agencies exercise document and goods controls at inland border posts.
For the purposes of this study, only time that cross-border freight vehicles spent at immigration
and customs was taken into consideration.
a) Standing Time at Immigration

Table 20 depicts standing times experienced by cross-border truck operators at Immigration
at the Beitbridge and Chirundu border posts for north-bound and south-bound movements.
Table 20: Average Standing Time of Cross-border Drivers at Immigration
Border post Northbound Southbound
Beitbridge border post, South Africa 45 45% 38 45%

Beitbridge border post, Zimbabwe 30 30% 24 29%
Chirundu border post, Zimbabwe - - 22 26%
Chirundu border post, Zambia 26 26% - -
Total standing time at Immigrations 101 100% 84 100%
❖ Beitbridge Border Post – South Africa

At the Beitbridge border post on the South Africa’s side of the border, a cross-border truck
driver on average, spent around 45 minutes while queuing and processing his/her passport
on the northbound leg of the NSC. On the southbound leg of the return trip, a cross-border
truck driver spent around 38 minutes to stamp his/her passport at Immigrations. Based on this
information, South Africa recorded the highest immigration standing times of 45% each, on
the northbound leg (out of total 101 minutes of standing times at these border posts). On the
South-bound leg, 84 minutes of total standing time was recorded.
80
❖ Beitbridge Border Post – Zimbabwe
On the Zimbabwean side, immigration processes were faster than on the South African side.
The standing time per driver was 30 minutes on the north-bound leg, whereas a driver spent
around 24 minutes to stamp his/her passport on the south-bound leg of the NSC.
❖ Chirundu Border Post - Zimbabwe

The Chirundu border post operates as a OSBP, meaning that on the north-bound stretch, all
border post services are offered on the Zambian side, while on the south-bound leg, all
services are on the Zimbabwean side. On the northbound journey, a single truck driver spent
on average, 26 minutes to stamp his/her passport, entering Zambia from the Zimbabwean
side.
❖ Chirundu Border Post - Zambia
On the southbound leg, it took a cross-border truck driver around 22 minutes to stamp his/her
passport when entering Zimbabwe from Zambia. In conclusion, table 21 shows that the total
time spent by a cross-border truck driver at Immigration services (for all 4 border posts) is 101
minutes on the north-bound side, entering Zambia. On the southbound leg, the total time spent
by a cross-border driver to conclude immigration processes is 84 minutes.
b) Standing Time at Customs

Customs agents in the border post environment is mainly responsible for enforcing customs
regulations and facilitating trade through ensuring the speedy movement of goods through
borders posts. The standing time at customs at inland borders depends on the type of freight
this is transported. For the study, average standing time does not consider the type of cargo
transported.
Table 21 demonstrates the standing time experienced by cross-border truck operators at

Customs at the Beitbridge and Chirundu border posts for north-bound and south-bound
movements.
Table 21: Average Standing Time of Cross-Border Drivers at Customs
Standing Times (hours)
Border post Northbound Southbound
Beitbridge border post, South Africa 32 23.5% 28 30%

Beitbridge border post, Zimbabwe 65 47.8% 48 53%
Chirundu border post, Zimbabwe - - 16 17%
Chirundu border post, Zambia 39 28.7% - -
Total standing time at border posts 136 100% 92 100%
Source: C-BRTA. Cost of Doing Business by Cross-Border Road Freight Operators along the North South Corridor.
2021
81
❖ Beitbridge Border Post – South Africa
At the Beitbridge border post (on the South Africa’s side), a cross-border truck spent on
average around 32 hours to clear cargo on the north-bound leg of the corridor. On the south-
bound leg (return trip), cross-border trucks spent around 28 hours to clear consignments.
It is worth mentioning that it can take a cross-border truck on average 2 to 4 hours to clear a
truck at the South African side of the Beitbridge border on a normal day. The average transit
times on a normal day range between 2 to 5 hours to cross the border.
❖ Beitbridge Border Post - Zimbabwe

On the Zimbabwean side, a cross-border truck takes on average 65 hours from arrival time,
until it is cleared and departs the border on the north-bound side. This is the highest standing
times with around 48% of the total standing times at all 4 border posts. On the southbound,
customs processes registered the highest percentage (53%) of the 92 hours of total standing
times at the 4 border posts.
It must be noted that it can take on average 3 to 5 hours to clear a cross-border truck at the
Zimbabwean side on a normal day. The average transit times on the Zimbabwe side range
between 3 hours to 12 hours to cross the border on a normal day.
❖ Chirundu Border Post - Zambia

The average standing time to clear a cross-border truck at the Chirundu border post on the
northbound leg on the Zambian side, is measured around 39 hours. Cross-border truck
operators indicated that cargo is often cleared faster when documents are in order. They also
said that in extreme cases, cross-border trucks could idle up to 7 days at the border post.
❖ Chirundu Border Post - Zimbabwe

On average, it took 16 hours for a cross-border truck to clear cargo and transit through
Chirundu on the Zimbabwean side of the border post.
The total time spent by cross-border trucks clearing goods at all 4 border posts 136 hours
(about 5,7 days) on the northbound leg. On the southbound leg, the total time spent by the
cross-border driver is 92 hours (3,8 days).
In conclusion, the total standing time at Immigration services reveals that it was faster to clear
goods on the south-bound leg of the NSC. It is worth mentioning again, that the interviews
conducted with truck drivers did not differentiate when clearing processes took place (e.g.
peak or off-peak). Furthermore, it did not reveal crossing days or the time of crossings.
Lastly, it is worth mentioning that the SARS systems in South Africa are fully automated and
can therefore process more trucks per day, than what customs authorities in Zimbabwean can
do. The customs systems in Zimbabwe are still largely manual and are thus limited to
processing 20 trucks per hour, at most 30 at peak performance. This deters performance,
since South African cannot send more trucks to the other side of the border than what
Zimbabwe can handle.
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4.5 Costing of Time Sent at Regulatory Stoppages
Cross-border road transport in SADC region faces a plethora of challenges. The major sources
of the challenges are fragmentation of regulatory regimes within and between MS, inefficient
corridor and border management systems and non-implementation of regional transport
agreements. Regulatory authorities also face numerous challenges, including funding
constraints, outdated ICT systems and skills shortages to implement high impact fit-for-
purpose interventions. These impediments manifest in excessive delays along regional
transport corridors, longer journey times, fewer return trips and reduced reliability and
dependability of services.
The calculation below shows costing of the time spent by cross-border trucks at regulatory
stoppages along the NSC between South Africa, Johannesburg and Zambia, Lusaka on the
Northbound and Southbound legs during 2019/20.
Table 22 illustrates the total standing time of cross-border trucks along the Northbound and
Southbound legs of the NSC, while tables 23 and 24 depict total standing costs on the
Northbound (table 24) and Southbound (table 25) legs of the NSC.
4.5.1 Average Truck Speed and Standing Costs

➢ The cost estimation study showed that on average each cross-border truck travelled about
1,645 km per single trip for 176 hours either on the northbound and southbound. This
signifies that each cross-border truck travelled at an average operating speed of 9.35
kilometres per hour (1,645 km/176 hours) between Johannesburg and Lusaka per single
cross-border trip.
➢ The total average annual hours the cross-border truck spent in operation/service was
6,360 over 265 days per annum, costing the cross-border operator around R1 071 718,83
which was 17% of the cross-border truck annual operating costs (R6 182 474,50).
➢ The cross-border truck hour related cost is R1 071 718,83/6,360 hours = R168,51 which
is the amount of money the cross-border truck consumes per hour while it is in operation.
➢ If the cross-border truck spent R168,51 per hour when conducting business between
Johannesburg and Lusaka, then, it means that for every single cross-border trip between
the said two nodes (176 hours) on the northbound, the cross-border truck expended about
R168,51 x 176 hours = R29,657.76.
83
Table 22: Total standing times of cross-border trucks along the North-South
corridor
Standing Times (hours)

Standing Times Northbound Southbound
RSA Traffic control centres 1.00 (60min) 0.71% 0.67 (40min) 0.69%
Roadblocks in South Africa 0.42 (25min) 0.30% 0.28 (17min) 0.29%
Beitbridge border post, South Africa 32.75 (1,965min) 23.10% 28.63 (1,718min) 29.66%
i. Immigration 0.75 (45min) 0.53% 0.63 (38min) 0.65%
ii. Customs 32.00 (1,920min) 22.57% 28.00 (1,680min) 29.01%
Total standing time in South Africa 34.17 (2,050min) 24,10% 29.58 (1,775min) 30.68%
Beitbridge border post, Zimbabwe 65,50 (3,930min) 46,20% 48,40 (2,904min) 0,96%
i. Immigration 0.50 (30min) 0.35% 0.40 (24min) 0.41%
ii. Customs 65.00 (3,900min) 45.85% 48.00 (2,880min) 49.78%
Zimbabwe Weighbridges 0.67 (40min) 0.47% 0.50 (30min) 0.52%
Roadblocks in Zimbabwe 1.08 (65min) 2.68% 0.87 (52min) 0.90%
Chirundu border post, Zimbabwe - - 16.37 (982min) 16.97%
i. Immigration - - 0.37 (22min) 0.38%
ii. Customs - - 16.00 (960min) 16.59%
Total standing time in Zimbabwe 67,25 (4,035min) 47,43% 66,14 (3,968min) 68.60%
Chirundu border post, Zambia 39.43 (2,366min) 27.81% - -
i. Immigration 0.43 (26min) 0.30% - -
ii. Customs 39.00 (2,340min) 27.51% - -
Zambia Weighbridges 0.25 (15min) 0.18% 0.20 (12min) 0.21%
Roadblocks in Zambia 0.67 (40min) 0.47% 0.50 (30min) 0.52%
Total standing time in Zambia 40,35 (2,421min) 28.46% 0.70 (42min) 0.73%
Total standing time 141.77 (2,421min) 100% 96.42 (5,785min) 100%
2021
84
Table 23: Total standing costs on the Northbound leg along the North-South
corridor
Standing Times Hours % Per trip Per annum

RSA Traffic control centres 1,00 0,71% R169,62 R3 652,43
Roadblocks in South Africa 0,42 0,30% R71,67 R1 543,28
Beitbridge border post, South Africa 32,75 23,10% R5 518,51 R118 832,71
i. Immigration 0,75 0,53% R126,62 R2 726,46
ii. Customs 32,00 22,57% R5 391,90 R116 106,25
Total standing time in South Africa 34.17 24,10% R5 757,41 R123 976,99
Beitbridge border post, Zimbabwe 65,50 46,20% R11 037,02 R237 665,43
i. Immigration 0,50 0,35% R83,61 R1 800,50
ii. Customs 65,00 45,85% R10 953,41 R235 864,93
Zimbabwe Weighbridges 0,67 0,47% R112,28 R2 417,81
Roadblocks in Zimbabwe 1,08 2,68% R640,24 R13 786,65
Chirundu border post, Zimbabwe - - - -
i. Immigration - - - -
ii. Customs - - - -
Total standing time in Zimbabwe 67.25 47,43% R11 330,87 R243 992,88
Chirundu border post, Zambia 39,43 27,81% R6 643,72 R143 062,24
i. Immigration 0,43 0,30% R71,67 R1 543,28
ii. Customs 39,00 27,51% R6 572,05 R141 518,96
Zambia Weighbridges 0,25 0,18% R43,00 R925,97
Roadblocks in Zambia 0,67 0,47% R112,28 R2 417,81
Total standing time in Zambia 40,35 28,46% R6 799,00 R146 406,02
Total standing time 141,77 100,00% R23 889,66 R514 427,33
Source: C-BRTA. Cost of Doing Business by Cross Border Road Freight Operators along the North South Corridor.
2021
85
Table 24: Total standing costs on the Southbound along North-South corridor
Standing Times Per trip Percentage Per trip Per Annum

RSA Traffic control centres 0,67 0,69% R112,90 R2,366.37
Roadblocks in South Africa 0,28 0,29% R47,18 R994.56
Beitbridge border post, South Africa 28,63 29,66% R4 824,44 R101,719.43
i. Immigration 0,63 0,65% R106,16 R2,229.19
ii. Customs 28,00 29,01% R4 718,28 R99,490.25
Total standing time in South Africa 29,58 30,68% R4 984,53 R105,217.54
Beitbridge border post, Zimbabwe 48.40 50.19% R8,155.88 R172,127.38
i. Immigration 0.40 0.41% R67.40 R1,406.10
ii. Customs 48.00 49.78% R8,088.48 R170,721.28
Zimbabwe Weighbridges 0.50 0.52% R84.26 R1,783.35
Roadblocks in Zimbabwe 0.87 0.90% R146.60 R3,086.56
Chirundu border post, Zimbabwe 16.37 16.97% R2,758.51 R58,198.88
i. Immigration 0.37 0.38% R62.35 R1,303.22
ii. Customs 16.00 16.59% R2,696.16 R56,895.66
Total standing time in Zimbabwe 66,14 68,60% R11 145,25 R235 264,76
Chirundu border post, Zambia 0,00 0,00% R0,00 R0,00
i. Immigration 0,00 0,00% R0,00 R0,00
ii. Customs 0,00 0,00% R0,00 R0,00
Zambia Weighbridges 0.20 0.21% R33.70 R720.20
Roadblocks in Zambia 0.50 0.52% R84.26 R1,783.35
Total standing time in Zambia 0.70 0.73% R117.96 R2,503.55
Total standing time 96,42 100,00% R16 247,73 R433 900,60
2021
4.5.2 Total Standing Time

Table 22 shows that:
• The total standing time of the cross-border truck journey between Johannesburg and
Lusaka was 141.77 hours on the northbound leg. Thus, for every single cross-border truck
trip on the northbound, the same truck consumed R168,51 x 141,77 = R23,889.66 idling
(standing time) which is 80% of the total truck mileage costs of R29,657.76 per cross-
border trip (see table 23).
• The analysis on the southbound confirmed that the total standing time of the cross-border
truck journey from Lusaka to Johannesburg was 96.42 hours and the same truck disbursed
R168,51 x 96.42 = R16 247,73 of standing time per cross-border single trip (see table 24).
86
4.5.3 Total Standing Costs
4.5.3.1 Standing Costs on the South African Side
Cross-Border Northbound trip at the Beitbridge Border Post
• The total standing time of the cross-border truck on the northbound was 34,17 hours in the
South African side of the border. This standing time recorded about 24% of the total
standing time of 141,77 hours per cross-border trip on the northbound along the NSC;
• From Johannesburg to the Beitbridge border post (Musina), the cross-border truck
expended about R5 757,41 idling per cross-border truck trip. When annualising the
standing costs, the cross-border truck consumed R123 976,99 idling on the South African
side of which 95,85% (R5 518,51 per trip and R118 832,71 per annum) is the time that
was spent at the Beitbridge border post stamping passport and clearing cargo;
• On the northbound, the standing time of SARS Customs for clearing cargo was
approximately 32 hours, recording 22.57% the total standing time of R23 889,66 per cross-
border northbound trip along the NSC. On the South African side, SARS customs
clearance processes contributed about 94% of the waiting time per cross-border
northbound trip. This waiting time costed the cross-border operator about R5,391,90 per
cross-border northbound trip along the NSC, and approximately R116 106,25 per annum
on the northbound leg of the NSC.
• The total standing time of the cross-border truck in the South African side from
Johannesburg to Beitbridge border post, Musina on the northbound was R123 976,99
which was 24% of the total waiting time of the cross-border truck per annum (R514 427,33)
along the NSC.
Cross-border Southbound trip at the Beitbridge border post
Tables 22 and 24 reveals that:

• The total standing time of a cross-border truck on the southbound leg was 29,58 hours in
the South African side. This standing time in the South African side recorded about 30,7%
of the total standing time of 96,42 hours per cross-border trip on the southbound leg along
the NSC from Lusaka to Johannesburg.
• From Beitbridge border post at Musina to Johannesburg, the cross-border truck expended
about R4 984,53 idling (at border post, weighbridges, and roadblocks) per single cross-
border truck trip. When annualising the standing costs, the cross-border truck consumed
R105,217.54 idling on the South African side, which was 31% of total standing costs
(R433,900.60) per annum along the NSC.
• On the southbound leg, the standing time of SARS Customs for clearing cargo was 28
hours and R4 718,28 of the standing costs, recording 29% of the total standing time of
R16 247,73 per cross-border southbound trip along the NSC.
• On the South African side, SARS customs clearance processes contributed about 94% of
the waiting time at the border precinct per cross-border southbound trip (R4 718,28 out of
R4 984,53) and R101,719.43 of standing costs at SARS out of R105,217.54 per annum
(table 24).
87
4.5.3.2 Standing costs on the Zimbabwean side
a) Cross-border Northbound trip at Beitbridge border post

• Total standing time of a cross-border truck in the Zimbabwean side (from Chirundu border
post to Beitbridge border post) on the South bound leg was 66,14 hours counting waiting
times at border posts, at roadblocks and at weighbridges. The total percentage waiting
time of the cross-border truck in the Zimbabwean side was 68,6% (R11 145,25) out of the
total standing time of 96,42 hours per cross-border truck trip on the southbound along the
NSC (R16 247,73).
• The total standing time of the cross-border truck at Beitbridge border post on the
northbound was 65,50 hours in the Zimbabwean side. This standing time recorded about
46,2% of the total standing time of 141,77 hours per cross-border trip on the northbound
along the NSC.
• When the cross-border truck was in operation on the northbound leg, it expended R168,51
x 65,50 = R11 037,41 which was 46,2% of the total standing time of R23 889,66 per cross-
border trip along the NSC.
• On the northbound leg, the standing time of Zimbabwe Revenue Authority (ZIMRA) for
clearing cargo at Beitbridge border post was 65 hours, recording 45,9% the total standing
time of R23 889,66 per cross-border northbound trip along the NSC. On the Zimbabwean
side, ZIMRA’s clearance processes contributed about 99% of the waiting time per cross-
border northbound trip with expense of R10 953,41 out of R11 037,41.
• The total standing time of the cross-border truck in the Zimbabwean side at Beitbridge
border post, on the northbound was R237 665,43, which was 46.2% of the total waiting
time of the cross-border truck per annum (R514 427,33) along the NSC.
b) Cross-border southbound trip at the Chirundu border post
Tables 24 portrays that:
• When the cross-border truck was in operation on the southbound leg, it exhausted about
R168,51 x 16,37 = R2,758.51 (Immigration and Customs) which was 17,0% of the total
standing cost of R16 247,73 per cross-border trip along the NSC.
• On the southbound leg, the standing time for clearing cargo at Chirundu border post in the
Zimbabwean side was 16 hours, recording 16,6% of the total standing time of 96,42 hours
per cross-border southbound trip along the NSC. Within the border precinct at Beitbridge
border post on the southbound in the Zimbabwean side, ZIMRA’s clearance processes
contributed about 99,2% of the waiting time per cross-border southbound trip with expense
of R8,080.48 out of R8,155.88.
border post, on the southbound leg was 48,4 hours per trip and costed the freight operator
about R170,721.28 out of 172,721.38 per annum.
88
c) Cross-border Southbound trip at the Beitbridge border post
Table 24 illustrates that:

• The total standing time of the cross-border truck on the Zimbabwean side (from Chirundu
border post to Beitbridge border post) on the southbound was 66,14 hours counting waiting
times at border posts, at roadblocks and at weighbridges. The total percentage waiting
time of the cross-border truck in the Zimbabwean side was 68,6% (R11 145,25) out of the
total standing time of 96,42 hours per cross-border truck trip on the southbound along the
NSC (R16 247,73).
• The total standing time of the cross-border truck at Beitbridge border post on the
southbound was 48,40 hours in the Zimbabwean side. This standing time recorded about
50,2% of the total standing time of 96,42 hours per cross-border trip on the southbound
along the NSC.
• When the cross-border truck was in operation on the southbound leg, it exhausted about
R168,51 x 48,40 = R8,155.88 which was 46,2% of the total standing cost of R16 247,73
per cross-border trip along the NSC.
• On the southbound leg, the standing time of Zimbabwe Revenue Authority (ZIMRA) for
clearing cargo at Beitbridge border post was 48 hours, recording 49,8% of the total
standing time of 96,42 hours per cross-border southbound trip along the NSC. Within the
border precinct at the Beitbridge border post on the southbound (Zimbabwean side),
ZIMRA’s clearance processes contributed about 99,2% of the waiting time per cross-
border southbound trip with expense of R8,080.48 out of R8,155.88.
border post, on the southbound leg was 48,4 hours per trip and costed the freight operator
around R170,721.28 out of 172,721.38 per annum.
4.5.3.3 Standing costs on the Zambian side
a) Cross-border northbound trip at the Chirundu border post
Table 23 depicts that:
• The total standing time of a cross-border truck in the Zambian side from Chirundu border
post to the destination in Lusaka on the northbound was 40,4 hours including waiting times
at border post, at roadblocks and at weighbridges. The total percentage waiting time of the
cross-border truck in the Zambian side was 28,5% out of the total standing time of 141,77
hours per cross-border truck trip on the northbound along the NSC.
• The total standing time of the cross-border truck at Chirundu border post precinct on the
northbound was 39,43 hours (together with immigration and customs combined) on the
Zambian side. This standing time recorded about 27,8% of the total standing time of
141,77 hours per cross-border trip on the northbound along the NSC.
• When the cross-border truck was in operation on the northbound, it expended R168,51 x
39,43 = R6 643,72 at Chirundu border precinct out of the total standing cost of R23 889,66
per cross-border trip along the NSC.
• On the northbound leg, the standing time for the cross-border truck to clear consignment
(Customs) at Chirundu border post in the Zambian side was 39 hours, recording 27,5%
the total standing cost of R23 889,66 per cross-border northbound trip along the NSC. On
the Zambian side, customs clearance processes contributed about 97% of the waiting time
from the border precinct to the destination in Lusaka, per cross-border northbound truck
trip with expense of R6 572,05 out of R6 799,00.
89
• The total standing time of the cross-border truck in the Zambian side from Chirundu border
post to the destination in Lusaka, on the northbound was 40,4 hours and costed the freight
operator about R143 062,24 per annum constituting 28,5% of the total waiting costs of the
cross-border truck per annum (R514 427,33) along the NSC.
4.7 Conclusion
The C-BRTA developed a cost estimation model to assess and quantify the key factors that
contribute to the high cost of road freight operations along the NSC between Johannesburg
and Lusaka. The findings of the cost model reveal that the total average annual hours a cross-
border trucks spend in operation is 6,360 hours over 265 days per annum, costing the operator
around R1 071 718,83, which is 17% of the cross-border truck annual operating costs of R6
182 474,50.
Truck life expectancies correlate with annual mileage totals meaning that the higher the annual
mileage total, the shorter the lifespan of the truck. According to the findings of the study, the
costs of truck mileage registered the highest with the cross-border truck recording between
48% (R2 974 833,83) of the cross-border truck annual operating costs (R6 182 474,50).
A major cost item in cross-border road transport operations is fuel that comprises around 30%
(R1 843 673,83) of the cross-border truck annual operating costs. (R6 182 474,50). Fuel costs
are followed by the cost of repaying a truck-tractor and trailer (R 794,517.00 per annum)
constituting 13% of the cross-border truck annual operating costs.
Time delays at strategic border posts (Beitbridge and Chirundu) along the NSC contribute to
the high cost of doing business for cross-border truck operators. The total travel time for a
cross-border truck from Johannesburg to Lusaka on the northbound leg of the NSC was 176
hours of which 81% (141,77 hours) of the journey time was spent at government regulatory
stoppages (border posts, weighbridges, and at roadblocks). Customs processes took lion’s
share of 77% (136 hours) of total standing time.
On the southbound leg of the NSC, the total travel time for a truck moving from Lusaka to
Johannesburg was 176 hours of which 55% (96,42 hours) of the journey time was spent at
government regulatory stoppages per single cross-border truck trip. Customs processes
appropriated the clear majority of 93% (92 hours) of total standing time per cross-border truck
single trip.
The length processes associated with clearing goods at border posts emphasises that border
inefficiencies are the greatest detractor of logistics performance along regional transport
corridors. The status quo calls for the adoption and implementation of trade and transport
interventions (e.g. single-window systems, OSBPs) to improve border processes and reduce
time losses at inland borders. Eliminating, or reducing regulatory/ administrative bottlenecks
will enhance export competitiveness and boost intra-regional trade.
90
5. CROSS-BORDER TRADE VOLUMES AND VALUES PASSING THROUGH
SOUTH AFRICAN COMMERCIAL BORDER POSTS
5.1 Introduction
Most cross-border movements in the SADC, takes place in road vehicles. Currently, South
Africa has more than fifty official border posts of which nineteen are used for commercial
purposes. Most trade between countries in the region takes place across the nineteen
commercial border posts.
Trade between SADC countries has increased significantly in recent years. In some cases,
traffic has doubled, particularly at the Beitbridge and Lebombo border posts. Due to the
unavailability of data on cross-border road transport movements, the C-BRTA was not
equipped in the past to generate updated data that relates and reflects cross-border growth.
This has resulted in the following challenges:
• Inability of the C-BRTA to provide updated information to the Minister of Transport, road
transport operators, and industry role players on trade and traffic movements moving
through commercial borders into, and out of South Africa;
• Restrict the participation of the C-BRTA in infrastructure planning and development to
better respond to the needs of the road transport industry; and
• Failure of the C-BRTA to plan appropriately for activities relating to border operations (law
enforcement inspection and traffic counts).
To address the above-mentioned challenges, the C-BRTA has recently initiated a trade
volumes study that provides consolidated information pertaining to trade volumes (in different
units of measurement) and values (in South African Rand) of cross-border road traffic passing
through commercial border posts that link South Africa with the following countries:
• Botswana;
• eSwatini;
• Lesotho;
• Mozambique;
• Namibia and
• Zimbabwe.
Data for the trade volumes study is obtained from SARS and complemented with secondary
sources (e.g. journals and trade statistics released by MS). Results of the analysis are
presented in descriptive statistics, in the form of tables, figures and histograms. The
discussions of this chapter provide a bird’s eye view of trade volumes moving through the
above-mentioned border posts, and is structured as follows:
• Country Overview; and

• Trade analysis / statistics of identified border posts.
91
5.2 Country Analysis
Section 5.2 provides a synopsis of trade volumes and values that moved between South Africa
and neighbouring countries in commercial road transport vehicles for the period 2019 – 2020.
The discussion does not give a breakdown of trade volumes per different units of
measurement, nor does it give a monthly breakdown of trade volumes and values. For more
information, the reader is advised to access the following report “Statistics on Trade Volumes
and Values Flowing through South African commercial border posts and destination countries
2020/21 that is available on the C-BRTA website.
5.2.1 South Africa’s Trade with Botswana

5.2.1.1 Overview
Botswana is a small land-locked country in the SADC region that has several border posts
that link this land-locked country with South Africa. Table 25 displays information on Botswana
/ South African border posts and their operating hours.
Table 25: South Africa / Botwana Border Posts and Operating Hours
South Africa / Botswana Operating Hours

Pont Drift / Mashatu 08:00 – 16:00
Platjan 08:00 – 16:00
Zanzibar 08:00 – 16:00
Groblers Bridge / Martin’s Drift 06:00 – 22:00
Stockpoort / Parr’s Halt 08:00 – 18:00
Derdepoort / Sikwane 06:00 – 19:00
Kopfontein / Tjokweng Gate 06:00 – 24:00
Swartkoppie / Ramotswa 08:00 – 22:00
Skilpadshek / Pioneer Gate 06:00 – 24:00
Twee Rivieren – Two Rivers 07:30 – 16:00
Gemsbok – Bokspits 08:00 – 16:30
Ramatlabama 06:00 – 22:00
Makgobistad / Phitshane Molopo 07:00 – 16:00
Bray 07:00 – 16:00
Makopong 08:00 – 16:00
McCarthy’s Rest 08:00 – 16:00
Middleputs 07:30 – 16:30
Source: C-BRTA. Statistics on Trade Volumes and Value flowing through South African Commercial Border Posts
and Destination Countries. 2021
5.2.1.2 Trade Volumes through Botswana Commercial Border Posts
Botswana has 4 commercial border posts, and these borders are known as:
• Groblers Bridge / Martins Drift border post;

• Kopfontein / Tlokweng border post;
• Pioneer Gate /Skilpadshek border post; and
• Ramatlabama border post.
92
a) Groblers Bridge/ Martins Drift Border Post
Table 26 depicts South Africa’s total export and import values in monetary terms that passed
through Grobler’s Bridge Border post between 2019 and 2020.
Table 26: South African exports and imports (Rand value) to Botswana via the
Groblers Bridge Border Post
EXPORTS IMPORTS
2019 2020 2019 2020
21,599,970,197 15,849,766,811 2,962,182,965 1,906,242,740
South Africa’s total exports processed at Gorbler’s Bridge border post documented around
R21,6 billion in 2019, while in 2020, exports valued almost R15,9 billion, which is a reduction
of 36%. Goods imported from Botswana through Groblers Bridge registered almost R3,0 billion
in 2019, while imports dropped by 36% in 2020 to R1,9 billion.
b) Kopfontein/ Tlokweng Border Post
Table 27 show’s South Africa’s total export and import values in monetary terms that passed
through the Kopfontein border post to South Africa during 2019 and 2020.
Kopfontein Border Post
EXPORTS IMPORTS
2019 2020 2019 2020
26,812,180,556 24,895,729,531 3,108,242,016 2,242,656,618
South Africa’s exports handled at Kopfontein border post registered around R26,8 billion in
2019, whereas exports dropped by 7% in 2020 to almost R24, 9 billion. Imports followed a
similar trend and reduced by 28% from R3,1 billion worth of goods in 2019 to around R2,2
billion in 2020.
c) Pioneer Gate /Skildpadshek Border Post

Table 28 shows South Africa’s total export and import values in monetary terms that passed
through the Pioneer Gate / Skilpadshek border post between 2019 and 2020.
93
Pioneer Gate / Skildpadshek Border Post
EXPORTS IMPORTS
2019 2020 2019 2020
39,423,367,307 26,290,652,565 3,795,494,874 1,859,151,068
South Africa’s exports administered at the Pioneer Gate border post documented around
R39,4 billion in 2019. Exports reduced drastically in 2020 (by 33%) to around R26,3 billion.
Imports also reduced by 51% from R3,8 billion in 2019 to around R1, 9 billion in 2020.
d) Ramatlabama Border Post
Table 29 portrays South Africa’s total export and import values in monetary terms that passed
through the Ramatlabama border post between 2019 and 2020.
Ramatlabama Border Post
EXPORTS IMPORTS
2019 2020 2019 2020
7,483,284,710 6,918,649,352 1,288,560,654 1,297,423,623
South Africa’s total exports handled at Ramablabama border post amounted to almost R7,5
billion in 2019. Exports reflected a decrease of 8% in the following year, reaching R6,9 billion
in 2020. Goods imported from Botswana via the Ramatlabana border post remained almost
the same for the period under review (R1,3 billion).
5.2.1.3 South African Exports to Botswana

Table 30 depicts South Africa’s total exports through all 4 commercial border posts that link
South Africa with Botswana. This table also reflects total volumes recorded at the commercial
border posts between 2019 and 2020.
94
Table 30: South African Exports (value and volume) to Botswana
Year Value Volume
2019 95,318,800,751 9,800,993,286
2020 73,954,796,239 6,492,891,673
The total value of South African exports registered at all 4 commercial borders, totalled around
R95,3 billion in 2019, while exports decreased by 22% in 2020 to approximately R74 billion.
South Africa’s total volumes exported to Botswana through the 4 commercial border posts
documented around 9,8 billion pieces of goods in 2019 and in 2020, exports documented
around 6,5 billion pieces, reflecting a decline of 34%
5.2.1.4 South African Imports from Botswana

Table 31 shows South Africa’s total imports (monetary values) and volumes through all 4
commercial border posts for the years 2019 and 2020.
Table 31: South African Imports (value and volume) from Botswana
Year Value Volume
2019 11,154,480,509 1,061,532,963
2020 7,304,474,049 998,670,032
South Africa’s total imports processed at the 4 commercial border posts documented around
R11,2 billion in 2019. In 2020, South African imports declined by 35% to approximately R7,3
billion. South Africa’s total volumes imported from Botswana through the same commercial
border posts documented about 1,1 billion pieces of goods in 2019 and in 2020 imports
registered around 999 million pieces, reflecting a decline of 6%.
Based on the statistics presented in tables 30 and 31 South Africa has an exceptionally healthy
trade balance with Botswana. In 2020, South Africa exported goods to the value of just below
R74 billion to Botswana, while the country only imported goods to the value of R7,3 billion
from its neighbour, resulting in a trade surplus of around R66,7 billion. The decline in trade
between South Africa and Botswana in 2020 was driven by restrictions imposed by both MS
(e.g. prohibition on the transportation of non-essential commodities) to curb the spread of the
COVID-19 pandemic.
95
5.2.2 South Africa’s Trade with eSwatini
5.2.2.1 Overview
eSwatini is a small land-locked country in the SADC. Several border posts provide access to
its neighbours (South Africa and Mozambique). Table 32 provides more detail on the South
African/ eSwatini border posts and their operating hours.
Table 32: South Africa/eSwatini Border Posts and Operating Hours
Countries Border Posts Operating Hours

South Africa
Ngwenya (Oshoek) 07:00 – 00:00
Bulembu (Joseffsdal) 08:00 – 16:00
Matsamo (Jeppes Reef) 07:00 – 20:00
Golela (Lavumisa) 07:00 – 22:00
Sicunusa (Houtkop-Emahlathini) 08:00 – 18:00
Mananga 07:00 – 18:00
Gege (Bothashoop) 08:00 – 16:00
Lundzi (Waverly) 08:00 – 16:00
Mahamba 07:00 – 22:00
Salitjie (Overwacht) 08:00 – 16:00
Sadlane (Nerston) 08:00 – 18:00
Mozambique
Lomashasha (Namaacha) 07:00 – 20:00
Mhlumeni (Goba) 24 hours
5.2.2.2 Trade Volumes through eSwatini Commercial Border Posts

Listed below are the commercial border posts that link South Africa and eSwatini:
• Golela/ Lavumisa border post;

• Jeppes Reef /Matsomo border post;
• Mahamba border post;
• Mananga border post;
• Nerston /Sandlane border post; and
• Oshoek /Ngwenya border post
a) Golela/ Lavumisa Border Post

Table 33 reveals South Africa’s total export and import values in monetary terms that passed
through Golela/ Lavumisa border post between 2019 and 2020.
96
Table 33: South African exports and imports (Rand value) to eSwatini via the
Golela Border Post
EXPORTS IMPORTS
2019 2020 2019 2020
6,276,153,719 5,837,963,368 4,931,138,275 4,521,819,604
South Africa’s total exports processed at Golela border post in 2019 documents around R6,3
billion, while in 2020, exports decreased by 7% to around R5,8 billion. In 2019 South Africa
imported goods of around R4,9 billion from eSwatini, whereas, in 2020, imports registered
around R4,5 billion, reflecting a decline of 8%.
b) Jeppes Reef/ Matsomo Border Post

Table 34 divulges South Africa’s total export and import values in monetary terms that was
processed at Jeppes Reef /Matsomo border post between 2019 and 2020.
Jeppe’s Reef border post
EXPORTS IMPORTS
2019 2020 2019 2020
413,668,058 403,950,426 187,254,697 162,986,504
As illustrated in the table above, South Africa’s total exports handled at Jeppe’s Reef border
post in 2019 recorded around R414 million, and in 2020, exports reduced slightly by 2% to
around R404 million. South Africa’s imports from eSwatini through Jeppes Reef border post
valued around R187 million in 2019, while imports through the same border reduced by 13%
to almost R163 million in 2020.
c) Mahamba Border Post

Table 35 illustrates South Africa’s total export and import values in monetary terms that was
processed at Mahamba border post during 2019 and 2020.
97
Mahamba border post
EXPORTS IMPORTS
2019 2020 2019 2020
933,254,105 993,298,870 669,690,665 666,153,681
Source: C-BRT gA. Statistics on Trade Volumes and Value flowing through South African Commercial Border Posts
South African exports processed at Mahamba border post recorded around R933 million in
2019, while exports increased by 6% to R993 million in 2020. Regarding goods imported from
eSwatini to South Africa through the Mahamba border, South Africa imported around R670
million worth of goods in 2019, whereas in 2020, imported reduced by 1% to R666 million.
d) Mananga Border Post

Table 36 illustrates South Africa’s total export and import values in monetary terms that was
processed at Mananga border post between 2019 and 2020.
Mananga border post
EXPORTS IMPORTS
2019 2020 2019 2020
699,727,131 584,997,371 673,333,078 808,797,387
South Africa’s total exports handled at Mananga border post registered around R700 million
in 2019. In 2020, exports decreased by 16% to approximately R585 million. South Africa’s
imports from eSwatini that passed through Mananga border in 2019 valued at R673 million. In
2020 imports increased by 20% in to R809 million.
e) Nerston Border Post

Table 37 unveils South Africa’s total export and import values in monetary terms that was
processed at Nerston border post between 2019 and 2020.
98
Nerston border post
EXPORTS IMPORTS
2019 2020 2019 2020
140,766,685 39,841,098 163,248,497 28,835,319
South Africa’s total exports that passed through Nerston border post documented around
R141 million in 2019, while in 2020, exports valued to almost R40 million. Nerston was one of
the border posts that the President of South Africa instructed to be closed during the lockdown
period in 2020. As a result, this border only operated for 3 months (January – March). This is
in main, the reason for the sharp decline in exports (72%) between 2019 – 2020.
Likewise, goods imported from eSwatini to South Africa through the Nerston border valued
around R163 million in 2019. In 2020, this border only operated for three months and only
registered about R29 million, which reflects a reduction of 82%.
f) Oshoek Border Post

Table 38 below unveils South Africa’s total export and import value in monetary terms that
passed through Oshoek /Ngwenya border post between 2019 and 2020.
Oshoek border post
EXPORTS IMPORTS
2019 2020 2019 2020
11 342,206, 434 11 244,520,255 12 532,613,136 12 190,200,198
South Africa’s total exports processed at the Oshoek border post in 2019 valued around R11,3
billion in 2019, while exports declined marginally (by 1%) in 2020 to R11,2 billion. South Africa
imported goods to the value of around R12,5 billion through the Oshoek border post in 2019,
while imports reduced by 3% to around R12,2 billion in 2020.
When comparing the data projected in tables 33-38 it is apparent that Oshoek border post
recorded the highest export volumes of all 6 commercial border posts that link eSwatini with
South Africa. In 2020, 52% of all export volumes (R11,2 billion) were recorded at Oshoek. This
border also recorded the highest import values of around R12,2 billion in 2020, contributing to
around 66% of eSwatini’s total imports to South Africa.
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5.2.2.3 South African Exports to eSwatini
Table 39 summarises South Africa’s total exports through all 6 commercial border posts that
link South Africa with eSwatini for 2019 and 2020. This table also reflects total volumes
recorded at the 6 border posts over the same period.
Table 39: South African Exports (value and volume) to eSwatini
Year Value Volume
2019 19 805,776,132 1 661,406,525
2020 19 104,571,388 1 872, 923, 695
From table 39 it is clear that South Africa’s total value of exports that passed through all six
commercial border posts recorded approximately R19,8 billion in 2019, whereas, in 2020,
exports valued at around R19,1 blllion, representing a decrease of 4%. South Africa’s total
volumes exported to eSwatini through the same border posts registered around 1,7 billion
pieces of goods in 2019. In 2020, exports increased by 13% to approximately 1,9 billion
pieces.
5.2.2.4 South African Imports from eSwatini

Table 40 summarises South Africa’s total imports through all 6 commercial border posts that
link South Africa with eSwatini for 2019 and 2020. Also reflected in the table is the total
volumes recorded at the 6 commercial border posts.
Table 40: South African Imports (value and volume) to eSwatini
Year Value Volume
2019 19,157,278,348 1,618,320,275
2020 18,378,792,693 1,398,955,135
South Africa’s imports processed at the 6 commercial border posts documented around R19,2
billion in 2019 while in 2020, imports valued at approximately R18,4 billion, representing a
decrease of 4%. South Africa’s total volumes imported from eSwatini through the same border
posts documented about 1,6 billion pieces of goods in 2019, while in 2020, imports registered
approximately 1,4 billion pieces of goods, resulting in a decline of 14%.
The data depicted in tables 39 and 40 depicts that South Africa has an exceptionally healthy
trade balance with eSwatini. In 2020, South Africa exported good to the value of R19,1 billion
to eSwatini, while the country only imported goods to the value of R18,4 billion. Consequently,
South Africa enjoyed a trade surplus of R700 million.
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The decline in trade between South Africa and eSwatini in 2020 were mainly driven by
measures imposed by SADC MS to contain the spread of the COVID-19 pandemic that
restricted the movement of people and certain goods across strategic borders in the region.
5.2.3 South Africa’s Trade with Lesotho

5.2.3.1 Overview
The Kingdom of Lesotho, also known as the Mountain Kingdom, is a small land-locked country
surrounded by South Africa. Lesotho has several border posts that allow the country to link up
with South Africa. (see table 41 below).
Table 41: South Africa/Lesotho Commercial Border Posts and Operating Hours
Lesotho South Africa Operating Hours Contact number
Maseru Bridge Maseru Bridge 24 hours +27(0) 51 924 4300
Peka Bridge Peka Bridge 08:00 – 16:00 +27(0) 51 933 3951
Maputsoe Ficksburg Bridge 24 hours +27(0) 51 933 2760
Caledonspoort Caledonspoort 06:00 – 22:00 +27(0) 58 223 8400
Monontsha Pass Monontsha Pass 08:00 – 16:00 +27(0) 58 713 1600
Sani Pass Sani Pass 08:00 – 16:00 +27(0) 33 702 1169
Ramats’ilitso Ramats’ilitso 08:00 – 16:00 +27(0) 39 256 4443
Quacha’s Nek Quacha’s Nek 08:00 – 10:00 +27(0) 39 256 4391
Ongeluksnek Ongeluksnek 08:00 – 16:00 +27(0) 39 256 7001
Tele Bridge Tele bridge 06:00 – 22:00 +27(0) 39 256 7001
Makhaleng Bridge Makhaleng Bridge 08:00 – 16:00 +27(0) 51 673 1484
Sepapus Gate Sepapus Gate 08:00 – 16:00 +27(0) 52 332 ask for 190
Van Rooyens Gate Van Rooyens Gate 06:00 – 22:00 +27(0) 51 583 1525
5.2.3.2 Trade Volumes through Lesotho Commercial Border Posts

The following commercial border posts link South Africa and Lesotho:
• Caledonspoort border post;

• Ficksburg border post
• Maseru Bridge border post;
• Quacha’s Nek border post; and
• Van Rooyen’s Gate border post.
a) Caledonspoort Border Post

Table 42 discloses South Africa’ total exports and imports in monetary terms that passed
through the Caledonspoort border post between 2019 and 2020.
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Table 42: South African exports and imports (value) to Lesotho through
Caledonspoort Border Post
EXPORTS IMPORTS
2019 2020 2019 2020
2,204,969,188 1,930,403,282 245,436,789 162,779,464
South Africa’s total exports processed at Caledonspoort border post recorded around R2,2
billion in 2019, and in 2020, exports valued at around R1,9 billion resulting in a decrease of
12%. South Africa imported around R245 million worth of goods in 2019, whereas imports
reduced by 34% in 2020 to approximately R163 million pieces of goods.
b) Ficksburg Border Post

Table 43 discloses South Africa’ total exports and imports in monetary terms that passed
through Ficksburg border post between 2019 and 2020.
Table 43: South African exports and imports (value) to Lesotho through the
Ficksburg Border Post
EXPORTS IMPORTS
2019 2020 2019 2020
3,303,379,113 3,088,210,077 2,256,700,382 2,017,283,564
Table 43 shows that South African total exports through the Ficksburg border post recorded
around R3,3 billion in 2019. Exports through the same border reduced by approximately 7%
in 2020 to R3,1 billion. South Africa imported around R2,3 billion worth of goods in 2019,
whereas in 2020, imports declined by 11% to just over R2,0 billion.
c) Maseru Bridge Border Post

Table 44 discloses South Africa’s total exports and imports in monetary terms that passed
through the Maseru Bridge border post between 2019 and 2020.
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Table 44: South African exports and imports (value) to Lesotho through Maseru
Bridge Border Post
EXPORTS IMPORTS
2019 2020 2019 2020
12,209,420,187 11,122,945,732 1,935,952,644 2,150,503,258
South African total export and import values in monetary terms that crossed through Maseru
bridge border post between 2019 and 2020 recorded just over R12 billion in 2019, while total
exports decreased by 9% in 2020 to R11,1 billion. South African imports handled at the same
border valued around R1,9 billion worth of goods in 2019, while in 2020, imports increased by
11% to approximately R2,2 billion.
d) Qacha’s Nek Border Post

Table 45 illustrates South Africa’ total exports and imports in monetary terms that passed
through Qacha’s Nek border between 2019 and 2020.
Table 45: South African exports and imports (value) to Lesotho through Qacha’s
Nek Border Post
EXPORTS IMPORTS
2019 2020 2019 2020
92,600,031 71,492,521 4,566,271 36,356,594
As reflected in the table above, South Africa’s total exports processed at Qacha’s Nek
documented around R92,6 million in 2019, and in 2020, exports valued at approximately R71,5
million, reflecting a decline of 23%. South African imports moving through the same border
valued around R4,6 million worth of goods in 2019, whereas in 2020, imports recorded a
significant growth of 696% to R36, 4 million.
e) Van Rooyen’s Gate Border Post

Table 46 reflects South Africa’s total exports and imports in monetary terms that passed
through the Van Rooyen’s Gate border post in 2019 and 2020.
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Table 46: South African exports and imports (value) to Lesotho through Van
Rooyen’s Gate Border Post
EXPORTS IMPORTS
2019 2020 2019 2020
749,838,243 745,606,024 4,290,061 55,684,565
Table 46 shows that South Africa’s total exports at Van Rooyen’s Gate totalled just below
R750 million in 2019, while the figures dropped marginally by 1% in 2020 to around R746
million. South African imports that were handled at the same border totalled around R4,2
million worth of goods in 2019, whereas in 2020, imports recorded almost R56 million, which
represents an increase off 1198%.
A comparison of the data provided in tables 43- 47 for the year 2020 shows that Maseru bridge
processed the highest South African export volumes (61%) and value (66%). Ficksburg border
post followed with 23% of volumes of goods cleared, while goods that this border post valued
around R3,1 billion, amounting to 18% of South Africa’s total exports to Lesotho.
Caledonspoort border post came in third position. The total value of goods administered at
Caledonspoort during 2020 amounted to R1,9 billion (11% of South African total exports) and
processing 10% of total South African volumes to Lesotho. The last two borders processed
the smallest volume of South African exports (between 1 – 5%) and the value of goods did not
exceed 4%
5.2.3.3 South African Exports to Lesotho

Table 47 summarises South Africa’s value and volume of total exports through all 5
commercial border posts for 2019 and 2020.
Table 47: South African Exports (value and volume) to Lesotho
Year Value Volume
2019 18,560,206,762 1 475,346,683
2020 16,958,657,636 1,521,203,900
It is evident from the above table that South Africa’s total exports processed at the 5
commercial border posts documented around R18,6 billion in 2019, whereas in 2020, exports
valued at around R17 billion, reflecting a decrease of 9%.
Total volumes exported to Lesotho via the 5 commercial border posts documented nearly 1,5
billion pieces of goods in 2019, and in 2020, exports documented around 1,5 billion pieces of
goods, resulting in an increase of 3%.
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5.2.3.4 South African Imports from Lesotho
Table 48 depicts South African imports from all 5 commercial border posts that link Lesotho
with South Africa for 2019 and 2020.
Table 48: South African Imports (value and volume) from Lesotho
Year Value Volume
2019 4 444, 946,147 193,866,887
2020 4 422,607,445 177,214,744
South Africa’s total imports processed at all 5 commercial border posts documented around
R4,4 billion in 2019, while in 2020, imports reflected a marginal decline of 1%. South Africa’s
total volumes imported from Lesotho through the same border posts documented
approximately 194 million pieces of goods in 2019 an in 2020, imports registered
approximately 177 million pieces of goods, resulting in a decline of 9%.
A comparison of data (tables 42- 46) for the year 2020 shows that Maseru Bridge processed
the highest export volumes constituting about 61% of South Africa’s total exports to Lesotho.
Maseru bridge also recorded the highest value accounting to 66% (R11,1 billion). Ficksburg
border post followed in second place with 23% of volumes of goods cleared. These pieces of
goods valued over R3,1 billion in 2020.
The information presented in section 5.2.3 clearly shows that South Africa has an
exceptionally healthy trade balance with Lesotho since South African exports to Lesotho
outweigh imports by far. In 2020, South African exports amounted to almost R17 billion, while
the country only imported goods to the value of R4,4 billion from Lesotho, leaving South Africa
with a trade surplus of approximately R12,6 billion.
5.2.4 South Africa’s Trade with Mozambique

5.2.4.1 Overview
The Republic of Mozambique is a country in Southeast Africa that shares borders with
Tanzania, Malawi, Zambia, Zimbabwe, eSwatini and South Africa. Mozambique is divided by
the following three (3) development corridors that link seaports to inland countries:
➢ Maputo Development Corridor (in the South)

➢ Beira Corridor (in the Centre); and
➢ Nacala Corridor (in the North).
The above corridors include multiple transport logistics sub-sector industrial developments.
Four border posts are distinguished. Three inland are in the northern segment, while one
border is in the southern segment. Table 49 displays more information on South African /
Mozambique border posts.
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Table 49: South Africa/ Mozambique Border Posts and Operating Hours
Mozambique South Operating Hours Distance
Africa
Pafuri Pafuri 08:00 – 16:00 532 km from Johannesburg
Giriyondo Giriyondo 08:00 – 16:00 595 km from Johannesburg
Only open for 4x4 vehicles, not
open to commercial traffic
Ressano Garcia Lebombo 06:00 – 24:00 (passengers) 461 km from Johannesburg
06:00 – 22:00 – commercial
Ponta do Ouro Kosi Bay 08:00 – 17:00 630 km from Johannesburg
460 km from Durban
The main border crossing is at the Ressano Garcia/ Lebombo border where the Maputo
corridor highway and the railway cross the border. The main road on the South African side is
the N4, a two- to four lane national toll road. In Mozambique, the N4 becomes the EN4 that
leads to Maputo. The EN4 is connected to the port of Maputo by a special access road. The
entire network is built to carry 56-ton trucks and are used by commercial cross-border road
transport operators for the conveyance of heavy commodities, destined for international
markets to the ports of Maputo and Matola.
5.2.4.2 South African Exports to Mozambique

Table 50 below shows the total exports in monetary terms and quantities moving from South
Africa to Mozambique via the Ressano Garcia/ Lebombo border post between 2019 and 2020.
Table 50: South African exports (value and volume) to Mozambique
Year Value Volume
2019 55,590,584,682 16,607,593,231
2020 53,560,101,250 13,604,225,043
South Africa’s total exports administered at the Lebombo border post recorded around R55,6
billion in 2019 and in 2020, exports valued at R53,6 billion, resulting in a decrease of 4%.
South Africa’s total volumes exported through the Lebombo border documented around 16,6
billion pieces of goods in 2019 and in 2020, exports documented approximately 13,6 billion
pieces, resulting in a decline of 16%.
5.2.4.3 South African Imports from Mozambique

Table 51 below shows the value and volume of imports moving from Mozambique to South
Africa via the Ressano Garcia/ Lebombo border post for 2019 and 2020.
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Table 51: South African imports (value and volume) from Mozambique
Year Value Volume
2019 4,279,582,967 618,613,563
2020 4,128,335,826 568,427,925
South Africa’s total imports processed at the border documented around R4,3 billion in 2019,
and decreased to approximately R4,1 billion in 2020, resulting in a decline of 4%. South
Africa’s total volumes imported from Mozambique through the Lebombo border post
documented nearly 619 million pieces of goods in 2019 and in 2020, imports documented
around 568 million pieces of goods, resulting in a decline of 8%.
When comparing the statistics of tables 50 and 51 with each other, it is evident that trade
between South Africa and Mozambique favours South Africa, since South Africa exports more
goods and services to Mozambique than it imports from its neighbour. For example, in 2020,
South Africa exported goods to the value of R53,6 billion to Mozambique, while South Africa
only imported goods to the value of R4,1 from Mozambique. South Africa therefore enjoyed a
trade surplus of approximately R49,5 billion.
The decline in inter-trade between South Africa and Mozambique in 2020 were mainly driven
by border post closures that targeted the movement of people and non-essential goods across
inland borders. Essential supplies and emergency services were allowed under strict
conditions, which included the mandatory testing of truck drivers, sanitisation of trucks and
designated transit resting areas.
5.2.5 South Africa’s Trade with Namibia

5.2.5.1 Overview
The Republic of Namibia is on the south-west coast of Africa. Namibia link to South Africa
through 6 border posts. Table 52 provides more information on these borders.
Table 52: South Africa /Namibia Border Posts and Operating Hours
Namibia South Africa Operating Hours Contact Number
Oranjemund Alexander Bay 06:00 – 22:00 +27(0)831 1662
Sendelingsdrift Sendelingsdrift 08:00 – 17:00 +27(0)831 2203
Noordoewer Vioolsdrift 24 hours +27(0)761 8760
Vellersdrift Onseepkans 08:00 – 17:00 27(0)549 51 0014
Ariamsvlei Nakop 24 hours +27(0) 54571 0008
Klein Menasse Rietfontein 08:00-16:30 +27(0) 54531 0084
The main border crossing is the Vioolsdrift/ Noordoewer border crossing. Noordoewer Border
Control is situated between Namibia (Noordoewer) and South Africa (Vioolsdrift).
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5.2.5.2 South African exports to Namibia
Table 53 depicts total exports in monetary terms and volumes that moved from South Africa
to Namibia via the Vioolsdrift /Noordoewer border post during 2019 and 2020.
Table 53: South African exports (value and volume) to Namibia
Year Value Volume
2019 10 254 019 946 470 261 920
2020 9 666 887 186 377 638 638
South Africa’s total exports administered at Vioolsdrift border post recorded around R10,2
billion in 2019, while exports decreased to approximately R9,7 billion in 2020, representing a
6% decline. South Africa’s total volumes exported to Namibia through the said border
documented nearly 470 million pieces of goods in 2019, while total volumes declined to around
378 million pieces in 2020, representing a decline of 20%.
5.2.5.3 South African Imports from Namibia

Table 54 outlines the value and volume of imports moving from Namibia to South Africa via
the Vioolsdrift/ Noordoewer border post for 2019 and 2020.
Table 54: South African imports (value and volume) from Mozambique
Year Value Volume
2019 1,809,987,490 148,323,911
2020 1,367,141,295 147,774,472
South Africa’s total volumes imported from Namibia through the said border documented
around R1,8 bilion in 2019, while in 2020, imports valued nearly R1,4 billion, resulting in a
decline of 24%. South Africa’s total volumes imported from Namibia through the said border
documented nearly 148 million pieces of goods in 2019, while the number stayed more or less
the same in 2020.
The information displayed in tables 53 and 54 shows that South Africa has an exceptionally
healthy trade balance with Namibia. In 2020, South Africa exported approximately R9,7 billion
to Namibia, while the country imported approximately R1,4 billion, resulting in a trade surplus
of approximately R8,3 billion.
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The decline of inter-trade between South Africa and Namibia in 2020 were mainly driven by
the spread of the corona virus, national lockdowns in MS, disruptions in supply chains and
lower external demand for exports and imports that curtailed economic activity.
5.2.6 South Africa’s Trade with Zimbabwe
5.2.6.1 South Africa’s Trade with Zimbabwe

Zimbabwe, officially known as the Republic of Zimbabwe is a landlocked country in Southern
Africa. Beitbridge border post is the only land crossing from South Africa and operates 24
hours per day. This border is one of the heaviest trafficked border crossings in the region and
as a result, border delays as a common phenomenon.
5.2.6.2 South African exports to Zimbabwe

Table 55 reveals South Africa/s total exports (in monetary terms and volumes) that passed
through Beitbridge border post between 2019 and 2020.
Table 55: South African exports (value and volume) to Zimbabwe
Year Value Volume
2019 55,590,584,682 16,607,593,231
2020 53,560,101,250 13,604,225,043
Table 55 shows that exports recorded around R55,6 billion in 2019, but decreased by 4% to
R53,6 billion in 2020. South Africa’s total volumes exported to Zimbabwe through the
Beitbridge border documented nearly 16,6 billion pieces of goods in 2019 and in 2020, exports
documented approximately 13,6 billion pieces of goods, resulting in a decline of 18%.
5.2.6.3 South African imports from Zimbabwe

Table 56 illustrates South Africa’s imports from Zimbabwe for the period under review.
Table 56: South African Imports (value and volume) from Zimbabwe
Year Value Volume
2019 4,279,582,967 618,613,563
2020 4,138,335,826 568,427,925
Table 56 illustrates that the value of imports processed at the Beitbridge border post amounted
to around R4,3 billion in 2019, while in 2020 total imports decreased slightly (by 4%) to 4,1
billion. The volume of imports followed a similar trend with almost 619 million pieces of goods
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documented in 2019. In the following year (2020) imports dropped by 8% to around 568 million
pieces of goods.
Tables 55 and 56 clearly shows that South Africa has an exceptionally healthy trade balance
with Zimbabwe. In 2020, South Africa exported around R53, 6 billion and imported around
R4,1 billion, resulting in a trade surplus of around R49,5 billion.
The decline in trade between South Africa and Zimbabwe during 2020 were mainly driven by
lockdowns in South Africa and Zimbabwe to contain the spread of the COVID-19 pandemic.
Several restrictions were imposed at all border posts in the region, including the closure of
several inland border posts.
5.4 Conclusion
Cross-border road transport plays an important role of facilitating trade between South Africa
and countries in the SADC region. An analysis of trade volumes and values passing through
commercial border posts linking South Africa with neighbouring countries, i.e. Botswana,
eSwatini, Lesotho, Mozambique, Namibia and Zimbabwe revealed that South Africa has an
exceptionally healthy trade balance with all its neighbours.
In all instances South African exports exceed imports from its neighbours by far. Therefore,
South Africa enjoys a trade surplus with all its neighbours. Botswana was the top export
destination in 2020, with South Africa exports to Botswana totalling R74 billion. During the
same year, South Africa imported more of its goods (R8,4 billion) from eSwatini.
The decline in inter-trade between South Africa and its neighbours during 2020 were mainly
driven by border post closures that targeted the movement of people and non-essential goods
across inland borders. Essential supplies and emergency services were allowed under strict
conditions, which included the mandatory testing of truck drivers, sanitisation of trucks and
designated transit resting areas.
The COVID-19 pandemic has resulted in mass production shutdowns and supply chain
disruptions. The effects of restrictive trade facilitation measures (e.g. closure of border road
transport and trade posts and prohibitions on the transportation on non-essential commodities)
is clearly demonstrated in the decline in traffic volumes and values of imports and exports
between South Africa and its six neighbouring countries.
As a key player in the cross-border road transport environment, the C-BRTA will continue to
work with its partners in the SADC to ensure all role-players harmonise their responses to the
pandemic and reduce disruptions to cross-border road transport operations.
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6. STATE OF CORRIDOR PERFORMANCE MONITORING IN SADC
6.1 Introduction
Previous chapters of this report outlined the existence of several infrastructure constraints that
undermine the unimpeded flow of cross-border road transport movements. The absence of
reliable, real-time data on cross-border road transport movements is regarded as a reason for
the slow pace in which infrastructure inefficiencies in the SADC are attended to.
Corridor impediments can only be addressed if they are correctly measured. In this regard,
the availability of real-time data can assist decision-makers in pinpointing those components
of regional corridors that are not working well to target infrastructure, regulatory and
institutional interventions to addressing higher-order needs.
Corridor data is a key requirement for measuring corridor performance. The absence of
commonly agreed set of Corridor Performance Indicators (CPI) in the SADC is a cause for
concern as the measurement of the performance of regional corridors is a critical part of
facilitating cross-border road transport movements. Existing corridor monitoring systems use
different parameters to monitor performance and they all seem to be nodal based as they give
little or no regard to the end-to-end analysis of corridors.
To bring about improvement in the region, the C-BRTA joined hands with the TKCS in 2019
to develop a set of CPIs for the TKC that measures the performance of the entire corridor,
from the port of Walvis Bay in Namibia to South Africa where this corridor terminates. To date
several milestones have been met, including the development of a corridor performance
measurement framework that was determined and agreed by TKC stakeholders from Namibia
Botswana and South Africa, and agreement on CPI’s that will be used to measure the
performance of the corridor. More information on the project status of this joint initiative is
discussed in later sections of this chapter.
The discussions of this chapter focus on the following key-areas:
• Approaches to Corridor Performance Monitoring;

• Identification of Corridor Categories and CPI’s used to monitor the performance of
transport corridors;
• Status of Corridor Performance Monitoring in the SADC; and
• Progress made towards implementing Corridor-Wide Monitoring in the SADC.
6.2 Approaches to Corridor Performance Monitoring

Corridor performance monitoring can take one of two forms, namely:
• Corridor-wide monitoring; and

• Monitoring at specific locations or choke-points, along transport corridors
Corridor wide monitoring involves data collection and surveys covering the length of a corridor,
while choke-point monitoring on the other hand, comprises data collected at specific locations
(e.g. border crossings) that constraint transit movement. Corridor-wide monitoring in Africa is
conducted regularly on the Northern and Central Corridors in East Africa, while detailed micro-
level monitoring has been carried out in the past at the Beitbridge and Chirundu border posts
along the NSC.
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A corridor performance measurement system must be designed and implemented to suite the
specific needs of corridor role-players. MS may implement manual or automated systems to
collect road transport data (e.g. through surveys or data provided by trucking companies).
However, ultimate success depends on the existence of robust ICT infrastructure, supported
by automated processes.
The technologies available today include real-time monitoring systems, servers capable of
hosting the information exchange and/ or data exchange interface, cloud computing, mobile
technologies, advanced analytics and information management. All these technologies help
to reduce processing time for transit operations, reduce trade and transport costs, improve
revenue collection and stimulate economic growth.
Essentially the main idea behind the automation of processes and setting up of ICT
infrastructure is to achieve uniformity, transparency and predictability of corridor formalities/
processes. When setting up ICT infrastructure, corridor role-players should consider its ability
to save and re-launch processes interrupted by power outages, weak internet connections
and other emergency situations.
6.3 Identification of Corridor Categories and Corridor Performance Indicators

Transport corridors in the SADC have different characteristics and the detailed nature faced
by transporters differ from one corridor to the next. At analytical level, those differences are
likely to result in prioritising different sets of indicators and measurements to understand the
root causes of challenges. According to Hartman (2013:7), corridor performance can be
measured according to 4 categories (also referred to as dimensions), as illustrated in Figure
5 below.
Figure 5: Corridor Categories
1. Prices and Cost
2. Time and Delays
3. Volumes
4. Efficiency of Services
Source: Hartman. 2013, as amended
Essentially, a corridor performance indicator is a summary of various observations that vary

from one shipment to another and from one route to the next. Table 57 presents examples of
CPIs for each of the 4 corridor categories.
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Table 57: Corridor Indicators for the Various Corridor Categories
Category Indicators
Prices / ✓ Port charges;
Cost ✓ Charges by customs and transit agencies;
✓ Cost of road transport;
✓ Road maintenance cost.
Time & ✓ Stoppage time at weighbridges;
Delays ✓ Stoppage time at police checks;
✓ Stoppage time at border posts;
✓ Transit time to destination;
✓ Average number of stops per truck per country.
Volumes ✓ Overall cargo traffic at sea port;
✓ Volume of imports by country;
✓ Volume of exports by country;
✓ Ratio of trucks per country.
Efficiency ✓ Dwell time;
✓ Customs release time;
✓ Ship turnaround time;
✓ Truck turnaround time.
Source: Hartman. 2013, as amended
Table 57 reveals that most sets of corridor indicators include measures of time and costs that
differ from one corridor to the next. Cost for example could be measured by tonnage,
consignment, truck, container or Twenty-foot equivalent unit (TEU). As far as volumes are
concerned, there is an increasing focus globally on pricing services according to the number
of TEUs transported. However, the measure used by many customs administrators, or even
by transporters in Africa is still to price transport services per ton, or per consignment.
While corridor role-players in the SADC should consider the corridor categories and indicators
when designing corridor performance monitoring systems for strategic corridors that traverse
the region, affected parties should remember that CPIs are not only important in measuring
performance, but also in determining the drivers of inefficiencies, which is key in determining
the areas in which interventions are required and the nature of interventions needed.
6.4 Status of Corridor Performance Monitoring in the SADC

6.4.1 Traditional Approach - Choke Monitoring
A formal corridor-wide performance monitoring system has not yet been implemented along
any of the strategic road transport corridors that traverse the SADC. Since inland border posts
continue to act as the greatest impediment to intra-regional trade and travel, several studies
have been conducted at strategic inland border posts (e.g. Beitbridge and Chirundu) to date
to monitor delays at border posts and pinpoint the causes of such delays.
The C-BRTA is one of the players that monitors cross-border road traffic movements along
regional road transport corridors. In line with its mandate that focuses on facilitating the
seamless movement of commercial freight and passenger movements by road, the Research
team of the Agency conducts choke-point monitoring studies on a regular basis to quantify the
cost of time delays at fixed delays point along transport corridors (e.g. border posts and
weighbridges). The findings of completed studies have been presented to regional and
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national stakeholders with the aim to direct infrastructure spending to specific locations /c
hoke-points where most time losses are experienced by cross-border road transport
operators. The next chapter sheds more light on key findings of a study, undertaken by the
Research Division of the C-BRTA in 2020 that quantifies the economic cost of delays along a
section of the TKC.
6.4.2 Movement towards Corridor-Wide Monitoring

Corridor-wide monitoring covers the entire length of the corridor and focuses on solutions that
will optimise corridor efficiency. This method involves the establishment of on-line corridor
platforms (observatories) that continuously measure corridor performance according to pre-
determined corridor categories and indicators. Information is gathered from focal points, such
as customs, weighbridges and through the “trip-sheet” system used by many transport
operators.
Corridor-wide monitoring is yet to be implemented in the SADC. The successful

implementation of this initiative depends on the existence of efficient and financially
sustainable Corridor Management Institutions (CMI) to monitor transport activities along the
entire corridor. This poses a problem for the region as several strategic transport corridors
(e.g. NSC, Lebombo and Beira) do not have functioning CMIs. The TKC is an exception to the
rule, having an efficient CMI, the TKCS that acts as tripartite trans-boundary corridor
management institution.
6.5 Moving towards Corridor-wide Monitoring – The TKC Case Study

Several attributes make the TKC an ideal candidate for developing, piloting and implementing
a corridor-wide performance monitoring system. Key strengths include, but are not limited to:
• Existence of an efficient CMI to oversee the development, piloting and implementation of

a formal corridor-wide monitoring system;
• Well-developed road infrastructure;
• Year-on-year growth in traffic volumes along the corridor;
• Active private sector involvement in stakeholder discussion platforms, as well as in
financing infrastructure programmes along the corridor; and
• Successful implementation of several trade facilitation programmes (e.g. Single
Administrative Document) at selected border posts along the TKC; and
• Infrastructure improvements at the Port of Walvis Bay
The port of Walvis Bay that offers direct access to many shipping routes serving international
trade, has witnessed the completion of several infrastructure improvement projects in recent
years. Programmes ranged from the deepening of berths to expanding capacity through the
building of a new container terminal which boasts a massive coverage area of 40 hectares.
The completion of the container terminal project in 2019 increased container capacity to 750
000 TEUs per annum (https://www.ship-technology.com/projects/port-walvis-bays-new-
container-terminal/). Infrastructure upgrades and expansion at the port of Walvis Bay are being
supplemented with the maintenance of the four Walvis Bay corridors that link the ports of
Walvis Bay and Luderitz to several SADC MS by road and rail networks.
Given the inherent strengths of the TKCS and the C-BRTA entered into a partnership in 2019
to develop a corridor performance monitoring system for the TKC in a phased manner that,
over time, would lead to the implementation of an online monitoring system that measure the
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performance of the entire corridor, between origin and destination points - from the port of
Walvis Bay in Namibia to Gauteng in South Africa where the TKC terminates.
To date the following milestones have been achieved in developing a corridor performance
monitoring system for the TKC:
• Development of a stakeholder engagement plan;

• Identification of Corridor Categories and CPI’s (like those displayed in table 60);
• Environmental scanning, corridor data collection and assessment;
• Presentation of the Corridor Categories and CPIs to the TKCS in March 2019;
• Engagements with several corridor role-players during 2019 and 2020;
• Refinement of Corridor Categories / Indicators according to input received from TKC role-
players; and
• On-going planning activities in support of the piloting exercise.
6.5.1 Stakeholder Engagement Process

During FY 2020 the TKCS and the C-BRTA conducted engagements with several TKC role-
players with a view to:
• Present preliminary findings from the initial corridor assessment conducted on the TKC
during 2019 for validation;
• Obtain input and expert opinion on CPI parameters;
• Update CPI parameters according to stakeholder input; and
• Agree on parameters that will be used to measure the performance of the entire TKC.
Tables 58 depicts the names of key stakeholders consulted and the role each party performed
in the engagement process.
Table 58: Key Stakeholders Consulted
STAKEHOLDER ROLE
TKCS ➢ Coordinate the implementation of the project.

C-BRTA ➢ Provide technical leadership and support the TKCS in
mobilising stakeholders.
WBCG ➢ Provide relevant data;
➢ Serves as custodian to coordinate various parties
(users and port operator).
Customs authorities in ➢ Provide relevant data;
Namibia, Botswana and ➢ Facilitate access to border posts and cargo clearing
South Africa points
Clearing Agents ➢ Provide relevant data;
➢ Act as agents for cargo owners and process cargo
documentation
Immigration authorities in ➢ Provide relevant data;
Namibia, Botswana and ➢ Enable access to border facilities;
South Africa ➢ Control the movement of people.
Security agents in ➢ Provide relevant data;
Namibia, Botswana and ➢ Conduct / provide law enforcement.
South Africa
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STAKEHOLDER ROLE
Operators ➢ Provide relevant data.

➢ Provide vehicle equipment and partners
Regulatory authorities ➢ Provide relevant data.
(Transport) ➢ Provide information and support
Source: C-BRTA. 2021. Corridor Performance Indicators Report for Trans-Kalahari Corridor.
6.5.2 Key Findings Emanating from the Stakeholder Engagement Process

Consultations with stakeholders in Namibia was conducted in Windhoek and Walvis Bay in
October 2019 and attended by representatives from:
• Road Fund,
• Trans-Namib Railways,
• Customs,
• WBCG,
• Police,
• Shipping line(s),
• Freight Forwarding Association,
• The Namibia Ports Authority (Namport); and
• Traffic law enforcement.
Discussions with Botswana role-players took place in February 2020 at the office of the
Department of Road Transport and Safety (DRTS) in Gaberone. The following role-players
participated in the meeting:
• DRTS,
• Motor Vehicle Accident Fund;
• Botswana Unified Revenue Service;
• Botswana Railways;
• Botswana Police
The same corridor categories and indicators as those presented in Table 60 was presented to
Namibian and Botswana audiences for approval. Although stakeholders approved the CPI’s
they suggested that additional categories / CPIs be added to the list in line with their
experience with the corridor. For instance, stakeholders felt that safety is a critical parameter
that has a bearing on the performance of the corridor. They also noted the relationship
between the delay parameter and the safety parameter - drivers endure long driving hours to
compensate for lost time which may lead to an increase in accidents due to driver fatigue.
Stakeholders also proposed that truck stops / resting facilities be added as a parameter since
it has a bearing on road safety. They argued that the positioning of truck stops at regular
intervals along the TKC would improve the safety parameter in terms of the driver, goods
transported and equipment.
Stakeholder consultations were followed up with a series of one-on-one interviews with

prioritised parties. The purpose of interviews was to obtain the views of selected stakeholders
around corridor constraints, as well as recommended solutions to impediments. During
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discussions the safety parameter was once again raised as a critical determinant of corridor
performance and the importance of adding the safety parameter to the list of corridor
categories, emphasised. Table 59 depicts the input received by TKC stakeholders around
Corridor Categories and CPIs for the TKC.
Table 59: Proposed Corridor Categories and Indicators
Proposed Category Indicator
Safety ➢ Number of Road accidents;

➢ Theft and loss of goods;
➢ Torching of vehicles.
Truck Stops ➢ Number of rest stops;
➢ Adequate ablution/ resting facilities at truck stops;
➢ Number of fuel stations with space for trucks to park.
Security ➢ Theft and loss of goods;
➢ Hijacking incidents;
➢ Vandalising of equipment.
Infrastructure ➢ Timeous completion of prioritised infrastructure
Developments programmes
Weighbridges ➢ Number of fixed weighbridges
➢ Number of mobile weighbridges
➢ Availability of adequate manpower at weighbridges to
facilitate traffic movements
Border Posts ➢ Availability of adequate manpower on both sides of the
border;
➢ Establishment of OSBPs to improve transit times.
Border Post Performance ➢ Comparative assessment (one side of the border
against the other side, and between border posts).
Insurance ➢ Cost of third-party insurance.
Trade Facilitation ➢ Number of trade initiatives implemented.
Initiatives
Harmonise road traffic ➢ Implementation of harmonised vehicle and driver
rules, standards and laws standards.
Rail transport ➢ Implementation of rail programmes
Source: C-BRTA. 2021. Corridor Performance Indicators Report for Trans-Kalahari Corridor.
6.5 Mapping the Way Forward

Engagements with TKC stakeholders proofed valuable insofar it resulted in an updated list of
corridor categories and indicators that will be used to measure the performance of the TKC.
The implementation of a corridor performance measuring system in future will provide
invaluable intelligence vis a vis, chokepoints on the corridor that increase transport and
logistics costs. Furthermore, the release of real-time data will inform decision-makers of
higher-order needs (sections along the corridor where investment should be direct to) to
ensure choke-points along the corridor are addressed in a timeous fashion.
TKC stakeholders are committed to driving this initiative forward. However, it is important that
role-players continue to work concert to ensure the timeous implementation of the following
outstanding actions:
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• Establishment of a Task Team that will drive the development of a corridor performance
measurement system;
• Piloting of CPIs along a stretch of the TKC corridor (port of Walvis Bay and section of the
road transport corridor);
• Data analysis and refinement of CPIs after the piloting exercise;
• Follow-up engagements with corridor role-players; and
• Extent the pilot exercise across the entire corridor.
It is foreseen that the task team will act as the corridor performance advisory arm of the TKCS
as it will constantly be making recommendations through its work on corridor performance
monitoring. The TKCS on the other hand is expected to play a leading role as the custodian
of the corridor and will coordinate initiatives aimed at enhancing the performance of the
corridor.
It is recommended that the TKCS work jointly with the Walvis Bay Corridor Group (WBCG) in
coordination outstanding actions. The C-BRTA will continue to provide technical expertise to
drive this initiative towards implementation. Corridor performance measurement surveys will
initially be conducted on a quarterly basis, with the option to increase the frequency of
monitoring to a monthly basis.
Once CPIs have been piloted, tested and refined, this initiative can be elevated to the next
level that encompasses the development of an electronic platform (transport observatory) that
monitor traffic flows along the entire stretch of the TKC. This on-line platform will have the
capabilities to capture information received from various parties (e.g. port of Walvis Bay, cross-
border operators, customs authorities), process corridor information and distribute real-time
data to interest groups. Once implemented, the TKC corridor performance measuring system
can serve as a prototype that can may be used by other CMI’s in the region to measure the
performance of strategic transport corridors in the region.
Although the benefits associated with online monitoring systems are well documented (e.g.
reduction in cargo dwell time at seaports, decrease in border crossing time(s), increase in
operator compliance) the development of transport observatories is expensive and require
political buy-in from all role-players in putting systems in place that allows the online exchange
of relevant corridor information. Against this background, the following Critical Success
Factors (CSF) should be met:
• Adequate funding is required to enable the phased development of a web-based corridor

performance monitoring system for the TKC;
• Agreement should be reached amongst corridor players on the type of ICT software and
systems used to share corridor information; and
• Technical resources should be appointed to develop, refine, implement and manage the
web-based platform.
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7. ECONOMIC IMPACT OF CORRIDOR DELAYS IN SADC
7.1 Introduction and Background

Previous sections of this report outlined that infrastructure impediments along regional road
transport corridors obstruct the seamless movement of cross-border traffic. Hard and soft
infrastructure constraints materialise in excessive time delays and high transportation costs
for cross-border operators that undermine the growth of the cross-border road transport
industry.
Since transport costs account for the bulk of trade logistics costs in the SADC, it is imperative
that efforts are directed towards lowering transportation costs. The C-BRTA developed a
Cross Border Flow Calculator (C-BFC) to determine border-crossing transit times at selected
border posts, while also calculating the economic impact of corridor delays. The model was
piloted on the TKC and sections below provide information on outcomes from the pilot.
7.1.1 Background
The C-BRTA developed a C-BFC model during FY 2017/18. The purpose of developing a C-
BFC was to:
• Quantify transit time and identify bottlenecks to the seamless flow of cross-border traffic;
• Estimate the economic impact of long transit times and delays; and
• Propose solutions for addressing corridor bottlenecks and reducing transit times.
To test the functionality of the C-BFC, the C-BRTA identified several points along the TKC for
piloting of the calculator and commissioned surveys aimed at collecting data to pilot the tool.
The following nodes (all located in South Africa) were included in the survey:
• Skilpadshek/ Pioneergate border post;

• Zeerust truck stop;
• Bapong Traffic Control Centre (TCC);
• Zeerust TCC.
The C-BRTA conducted surveys at the above nodes over a seven-day period in 2019. Traffic
observations were conducted over 18 hours at all nodes, except at Bapong TCC where
observations were extended to 24 hours per day. In addition to interviews with truck drivers,
vehicle registration numbers and arrival/ departure times were recorded at designated points.
The objective(s) of surveys was to:
• Establish segregated and block transit time baselines for the time taken by trucks to pass
through the Sklipadshek/ Pioneergate border post through gathering arrival and departure
times of trucks at entry and exit points; exit;
• Establish if the time spent at border post(s) is due to formal clearance processes, or other
reasons;
• Identify specific issues that impede the free movement of vehicles across borders; and
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• Identify problems encountered by trucks that use border posts.
7.2 Cross-Border Flow Calculator Model

The C-BFC has three levels. Each level provides different levels of analysis, depending on the
depth of detail required to calculate transit times and selected border posts. The three levels
are:
• Block Transit Time;

• Segregated Transit Time; and
• Detailed Analytical Transit Time.
The pilot of the C-BFC was restricted to the analysis of block transit time and segregated
transit time at the Skilpadshek/Pioneergate border post only, based on the surveys that was
conducted.
7.2.1 Block Transit Time

Block transit time provides block time taken to between the start time of border processes on
one side of the border and the time the vehicle is acquitted on the other side of the border. It
does not analyse how much time is spent on either side of the border, or for border processes.
This model can be applied to establish overall transit time at a border post or conduct
comparative assessment of border post performance (e.g. between border posts). It can also
track the performance of a specific border post over time.
7.2.2 Segregated Transit Time
This model breaks down transit time into the following two portions
Segregated transit time is established by calculating the time taken between the starting time
of border processes (when the vehicle arrives at the border) and the time the vehicle is cleared
and cross the border to the other side. It also adds the time taken between starting time of
border processes (when the vehicle arrives on the other side) and the time the vehicle is
cleared leaves the second side of the border to continue its journey.
Further to the above explanation, the segregated transit time model provides a basic level of
analysis that determines the time spent on each side of the border. Thus, it can be applied to
provide information on the level of inefficiency associated with each side of the border.
However, it does not determine the processes that cause inefficiencies.
7.2.3 Detailed Analytical Transit Time

This model breaks down transit time into two portions:
• Time spent on both sides of the border; and

• Break-down of exact time spend conducting border crossing processes / procedures on
both sides of the border.
Detailed Analytical Transit Time sums up the time taken to execute border crossing processes
on both sides of the border. This model enables the establishment of time duration associated
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with each border process, calculating time taken between the start time of border processes
(when the vehicle arrives at the border) and the time the vehicle is cleared and leaves one
side of the border to cross to the other side.
It then adds the time taken between start time of border processes (when the vehicle arrives
on the other side of the border) and the time the vehicle is acquitted and leaves the second
side of the border to continue its journey. An outstanding feature of detailed analytical transit
time is that it provides information on the level of inefficiencies associated with each process
and enable targeted interventions and improvements.
7.3 Research Design and Methodology

A mixed methods approach was used that involved qualitative and quantitative methods to
calculate truck transit time along a section of the TKC. Quantitative data consisted of vehicle
transit times recorded at the Northbound and Southbound gates at the Skilpadshek border
post. Interviews with truck drivers (conducted by C-BRTA officials) formed the basis of
qualitative data.
The C-BFC study also involved the use of secondary data, i.e. data that had been collected
for another purpose and which can be further analysed to infer additional or different
knowledge, interpretations and conclusions Two sets of secondary data were supplied.
• The first set focused on transit times through the Skilpadshek border post;
• The second set centred on providing freight flow volumes and commodity groups.
7.3.1 Data Collection and Analysis
Data collection involved the use of qualitative and quantitative data that was supplemented
with secondary data to derive trade logistics costs for a section of the TKC.
7.3.1.1Transit Time Calculation
The CBRTA recorded the transit times of cross-border trucks at four points at the Skilpadshek
border post, capturing the entry and exit times of vehicles moving through the Northbound and
Southbound gates at the Skilpadshek border post. Recordings in the data stretched over a
period of one week.
Recordings for each individual vehicle’s entrance and departure was captured with time being
the variable of interest documented on each vehicle. Data was recorded manually and
involved the positioning of individuals at various points across the border to measure the:
• Time that it took for vehicles passing through the Northbound and Southbound gates by
noting the arrival time and exit time, and
• Number of days cross-border trucks spent at the border.
The date of entry and exit of vehicles was recorded along with the vehicle registration number.
Maximum and minimum transit times were provided, as well as the average daily segregated
transit times. The process for capturing transit times at the Skilpadhek/Pioneer Gate border
post is illustrated in figures 6 and 7.
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Figure 6: Recording Points for Capturing Transit Times of Vehicles leaving
South Africa and entering Botswana (Northbound)
Vehicle arriving at Vehicle leaving Vehicle arriving at Vehicle leaving

South African South African Botswana border Botswana border
border point 1 border point 2 point 3 point 4
Source: C-BRTA. Cross-Border Flow Calculator Economic Impact Assessment Report. 2021
Figure 7: Recording Points for Capturing Transit Times of Vehicles leaving

Botswana and entering South Africa (Southbound)
Vehicle arriving Vehicle leaving Vehicle arriving at Vehicle leaving

at Botswana Botswana South African South African
border point 1 border point 2 border point 3 border point 4
Data entries were recorded for 566 vehicles passing through the Southbound points and 579
vehicles for the Northbound points, over a one-week period in November 2019.
7.3.1.2 Completion of Questionnaires and Interview with Truck Drivers

Along with vehicle transit times, questionnaires were completed by truck drivers who answered
questions pertaining to:
• Origin and destination points;

• Types of commodities transported;
• Frequency of vehicles passing through TKC borders; and
• Average time spent at TKC borders
Qualitative data was validated through the means of cross-checking the most relevant reasons
for delays sourced from interviews with truck drivers.
7.3.1.3 Freight Flow Data

Freight flow data focused on freight flow volumes through Botswana, as well as a breakdown
of commodities travelling through the Skilpadshek border. Figures explored through this data
set were in respect to import and export activities to and from Botswana.
7.4 Research Findings / Results

Section 7.4 provides key results obtained from surveys at the Skilpadshek border post and
interviews with truck drivers. Key findings of this exercise were shared with the University of
Stellenbosch and complemented with another data set (freight/ commodity flows) through
Botswana to derive trade logistics costs.
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7.4.1 Recorded Truck Transit Time
Using the segregated transit time data (captured over a one-week period) it was possible to
calculate the average time a truck spent at the entry and exit points moving through the
Skilpadshek/ Pioneer gate border post. Tables 60-64 show the transit times recorded. The
tables include minimum transit time, average transit time, median transit time and maximum
transit time.
Table 60: Skilpadshek Northbound – 1
Skilpadshek Northbound - 1 (572 vehicles) Days Hours Min
Minimum Transit Time (days: hours: min) 0 0 4
Average Transit Time (days: hours: min) 0 12 24
Median Transit Time (days: hours: min) 0 5 18
Maximum Transit Time (days: hours: min) 6 11 32
Table 61: Pioneer Gate – Northbound 2
Pioneer Gate Northbound - 2 (752vehicles) Days Hours Min
Table 62: Pioneer Gate – Southbound 3
Pioneer Gate Southbound - 3 (820 vehicles) Days Hours Min
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Table 63: Skilpadshek – Southbound 4
Skilpadshek southbound - 4 (560 vehicles) Days Hours Min
When analysing the transit time tables in the above tables it is evident that for northbound
trips, it took on average 12 hours 24minutes to travel from the South African entry point to the
South African exit point, while it took on average 7hours 3 minutes to travel from the Botswana
entry point to the Botswana exit point.
For Southbound trips, it took on average 3 hrs 51 minutes to travel from the Botswana entry
point to the Botswana exit point, while it took on average 6 hours and 52 minutes to travel from
the South African entry point to the South African exit point.
7.4.2 Bock Transit Time

Tables 64 and 65 display the Block Transit Time for Skilpadshek /Pioneer Gate (Northbound)
and for Pioneer Gate/ Skilpadshek (Southbound).
Table 64: Skilpadshek to Pioneer Gate – Northbound Transit Time
Skilpadshek/Pioneer Gate Northbound (498 vehicles) Hours Min
Average Transit Time (hours: min) 12 50
Note: Source: C-BRTA. Cross-Border Flow Calculator Economic Impact Assessment Report. 2021
Table 65: Pioneer Gate to Skilpadshek: Southbound Block Transit Time
Pioneer Gate/Skilpadshek Southbound (665 vehicles) Hours Min
Average Transit Time (hours: min) 8 23
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7.4.3 Zeerust Truck Stop
The Zeerust truck stop is a mandatory checkpoint for all commercial trucks moving cargo up
north. Transit times were recorded at the Zeerust truck stop for both Northbound and
Southbound freight movements. The average transit time through the Zeerust truck stop in a
Northbound direction was 8 hours 55 minutes, while the average transit time through the same
truck stop in a Southbound direction was 5 hours 25 minutes.
Table 66: Zeerust Truck Stop Average Transit Time
Average Transit Time (hours: min) Hours Min
Northbound (317 vehicles) 8 55
Southbound (197 vehicles) 5 25
7.4.4 Bapong and Zeerust Traffic Control Centres

Observers noted that very little delays are experienced at the Bapong and Zeerust Traffic
Control Centres to the extent that they were insignificant. For this reason, time delays at both
traffic control centres were not considered in the final analysis.
7.4.5 Combined Transit Time Data
To calculate accurate trade logistics costs, the full delay that a truck experiences when passing
through a border post must be accounted for. The average transit time for a truck passing
through the Skilpadshek border post, as well as the delay experienced at the Zeerust truck
stop is illustrated in table 67.
Table 67: Combined Transit Time
Average Transit Time (hours: min) Hours Minutes
Northbound 21 45
Southbound 13 48
7.4.6 Driver Questionnaires
• Origin and Destination Points of Trucks
Based on the answers provided by truck drivers it was found that seventy-three percent (73%)
of trucks departed from South Africa, whilst only eight (8%) departed from Botswana. Ten
(10%) of trucks departed from Namibia and the remainder departed from other Southern
African countries. Botswana was the most popular destination for trucks, accounting for 57%
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of the total, with South Africa accounting for 16% and Namibia accounting for 20%. The rest
of the traffic were bound to other Southern African destinations.
• Commodities transported through the Skilpadshek Border Post

Figure 8 outlines commodity types transported along the TKC,through the Skilpadshek border
post.
Figure 8: Percentage Contribution of Commodities transported along the TKC
Commodities Transported
2%
17% Cars
Building Materials
1% 16%
Clothing
1% 1%
Groceries , Food & Drinks etc
4% Mixed Loads
5% Fuel
24% Hardware & Electricals
Furniture
23%
6% Chemicals
Toiletries
As indicated in the figure above, groceries, food and drinks had the highest percentage
contribution (24%), followed by fuel (23%) and hardware and electricals (17%).
• Border usage frequency and average time at border

This section of the questionnaire was answered by 294 respondents. Blank answers were
filtered out of the pivot table. The answers from the drivers were analysed and grouped into
subsets for simpler visual interpretation. Figure 9 indicates how often respondents passed
through the Skilpadshek border post.
Figure 9: Frequency of Border Usage
Frequency of Border Usage

80% 70%
70%
Driver percentage
60%
50%
40%
30% 24%
20%
10% 2% 1% 3%
0%
Daily 1-2 weeks 3 weeks - 1 month or Other
month more
Frequency
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Seventy percent (70%) of cross-border drivers pass through the Skilpadshek border on a
weekly or two-weekly basis, whereas around twenty-four (24) percent of drivers use the border
every three weeks. Only two (2) percent travel through this border on a daily basis.
• Average Time Spent at the Skilpadshek Border Post
Figure 10 displays the average time spend at Skilpadshek border post.
Figure 10: Average Time Spent at Skilpadshek Border
Average Time Spent at Skilpadshek

40% 37%
Driver Percentage
35% 30%
30%
25%
20%
15% 9%
8%
10% 4% 6%
3% 2%
5% 0% 0%
0%
Other
1-2 Hrs
0-1 Hrs
2-3 Hrs
3- 4Hrs
4-5 Hrs
5-10 Hrs
10-20 Hrs
20-24 Hrs
24-48 Hrs
Time range
Figure 10 shows that a large percentage (around 37%) of drivers spend between four (4) to
five (5) hours at the Skilpadshek border, followed by thirty percent (30%) of drivers that spend
between ten (10) to twenty (20) hours at the border.
7.4.7 Freight Flows
An analysis of freight flow volumes through Botswana display vital information regarding the
volumes of imports and exports that moved through the Skilpadshek/ Pioneeer Gate border
post. Updated road freight flow data was supplied by the University of Stellenbosch for
calculating new trade logistics costs that incorporates time delays at the Skilpadshek border
post.
Southbound freight movements are imports into South Africa from Botswana, while
Northbound freight movements are exports from South Africa to Botswana. Table 68 depicts
export and import volumes passing through the Skilpadshek border post in 2018.
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Table 68: Export and Import Volumes moving through the Skilpadshek Border Post
Sum of Road Tons Total (2018 Percentage of

volumes) total
Export 3 294 813 77.3%
Import 969 651 22.7%
Grand Total 4 264 464 100%
It is evident from the statistics displayed in the above table that South Africa exports much
more to Botswana (at 77.3%) than what the country imports from Botswana (22.7%).
The large percentage of freight moving Northbound from South Africa to Botswana is matched
by a longer transit time delay than the Southbound movement. From this pattern, it is assumed
that more tons of freight are being transported Northbound, resulting in longer delays in transit
time at the border to vehicles travelling North.
7.5 Trade Logistics Costs

Trade logistics costs is calculated according to the Logistics Cost Model (LCM) and the Freight
Demand Model (FDM), encompassing all costs involved in the movement of freight from point-
of-origin, across border posts, to point of destination. The unit of measure for the trade logistics
costs is in South African Rand. The variables relating to trade logistics costs include:
• Transport costs;
• Inventory carrying costs;
• Management and administrative costs; and
• Additional logistics costs due to cross border delays.
Transport costs are comprised of both the fixed and variable costs involved in the
transportation leg of the journey. Additional logistics costs due to border delays include costs
of lost driver productivity. This is the opportunity cost of the driver doing something productive,
when this is not possible due to the border delays.
Calculating new logistics costs that incorporate lengthy border delays at the Skilpadshek/
Pioneer Gate border post, required updating transit time delays. The University of
Stellenbosch updated the variables, freight volumes and time delays to determine more
accurate logistics costs of border delays at Skilpadshek.
7.5.1 Assumption for Freight Flow Splits

Percentage weights were assigned to the Skilpadshek and Kopfontein border post to
determine the breakdown of how many trucks passed through this strategi inland border that
links South Africa with Botswana.
The percentages in Table 69 are proportional to the vehicle counts that passed through the
Skilpadshek/Kopfontein border. The assumption is made that the Zeerust truck stop freight
flow percentage is equal in percentage to the Skilpadshek border post.
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Table 69: Freight Flow Percentage Split between Skilpadshek and Kopfontein
Skilpadshek Kopfontein
Import (Southbound) 51.21% 48.79%
Export (Northbound) 43.38% 56.62%
7.5.2 Trade Logistics Cost for Skilpadshek
Table 70 illustrates logistics costs for the Skilpadshek border that incorporates delays
encountered at the border post.
Table 70: Logistics Cost for Skilpadshek
Import (Southbound) Export (Northbound) Total
Skilpadshek R18 257 887 R78 022 510 R96 280 397
logistics costs
Skilpadshek border contributes 8.67% to total trade logistics costs. The southbound delay
costs (imports) contribute 6.09% and northbound (exports) contribute 9.60% to the greater
total of trade logistics costs.
Additional costs were calculated for the Zeerust truck stop, by looking at the delay times
encountered at the truck stop. Table 71 illustrates the truck stop delay cost for the Zeerust
truck stop.
Table 71: Zeerust Truck Stop Delays Costs
Import (southbound) Export (northbound) Total
Zeerust truck stop R11 796 845 R54 210 445 R66 007 290
costs
From the statistics displayed in table 71 the assumption is made that the Zeerust truck stop is
adding R66 007 290 per annum for commercial road freight vehicles due to time delays at this
facility. It is also important to incorporate truck delay time at the Zeerust truck stop. New trade
logistics costs have been calculated by adding the Zeerust truck stop delay time, onto the
existing block transit time in both the required Northbound and Southbound directions. Table
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72 illustrates the trade logistics costs for Skilpadshek for 2019, which include the delay time
at the Zeerust truck stop.
Table 72: Trade Logistics Costs for Skilpadshek
Import (southbound) Export (northbound) Total
Skilpadshek R30 054 732 R132 232 955 R162 287 687
logistics costs
Exports moving in a Northbound direction accounted for a large portion of total logistics costs,
totalling R132 232 955. The reason for this trend is that freight flow data was higher for exports,
than for imports. Another factor adding to the significantly large export value was that the total
Northbound delay was longer in comparison to the Southbound delay. Due to unnecessary
border delays at Skilpadshek border, trade logistics costs totalled R162 287687 in 2019.
7.6 Conclusion
The C-BRTA developed a C-BFC to obtain a better understanding of the impact of
infrastructure impediments on trade logistics costs. According to the findings of surveys
conducted at the Skipadshek/ Pioneergate border post during 2019, block transit time for
Northbound traffic amounted to 12 hours 50 minutes, while block transit time for Southbound
traffic was 8 hours 23 minutes.
Cross-border road transport operators are also subjected to lengthy delays at the Zeerust
truck stop. For vehicles moving in a Northbound direction the time delay was 8 hours 55
minutes, while the delay for Southbound vehicles was 5 hours 25 minutes. The combined
transit time (time delays at the border and Zeerust truck stop) amounted to 21 hours 45
minutes for Northbound movements, and 13 hours 48 minutes for vehicles moving in a
Southbound direction.
The reason for longer delay times for commercial vehicles moving in a Northerly direction is
simply because SADC MS imports more goods from South Africa than what South Africa
imports from its neighbours. As a result, more traffic (tons of freight) is moving Northbound,
resulting in longer delays at fixed delay points, especially during peak-periods. Given the
imbalance in traffic flows, many vehicles moving Southbound carry empty loads, resulting in
faster clearance at the border posts in a Southerly direction.
The findings of the surveys at the Skilpadshek border posts was analysed by the University of
Stellenbosch who used their own data base sets to calculate new trade logistics cost that
incorporates delay costs at the Skilpadshek border and the Zeerust truck stop Total logistics
costs amounted to R30 054 732 for commercial traffic movements moving Southbound and
R132 232 955 for vehicle moving in a Northbound direction.
The research findings emphasise the fact that the transport supply chain is severely affected
by delays at nodes along transport corridors. Although the C-BRTA survey focused on a
component of the TKC only, other transport corridors in the region experience similar problems
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insofar significant time delays are also experienced at fixed points along regional corridors,
especially at inland border posts.
The next chapter sheds light on corridor interventions that should be considered by decision-
making authorities in the region for implementation to address, or at least minimise corridor
constraints (e.g. lengthy delays) that drive trade logistics costs up.
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8. KEY FINDINGS AND RECOMMENDED CORRIDOR REFORMS
This section presents the findings and recommendations. The recommendations should be
implemented to address cross-border road transport and trade facilitation challenges in SADC.
It is important to note that support will be required from stakeholders in the respective trade
and transport value chains if the recommendations are to be successfully implemented.
This will enable decision-making bodies within their respective jurisdictions to introduce or
provide support for the implementation of the reforms (interventions), thereby enabling
transport corridors to fulfil their rightful role in fostering sustainable cross-border trade,
economic growth and development in the region. It is envisaged that the downstream impact
of these interventions will go a long way towards improving the socio-economic conditions in
the region.
8.1 Findings
Key study findings are listed in no order of importance below.
8.1.1 Regional Transport Corridors

• Cross-Border road transport is the dominant mode of transport in the SADC (and Africa)
accounting for over 80% of total freight and passenger transport movements;
• All transport corridors are plagued by numerous infrastructure constraints that undermine
the seamless flow of cross-border road transport movements. Infrastructure inefficiencies
include, but are not limited to:
➢ Missing road links that result in poor network connectivity and accessibility to regional
economic hubs;
➢ Poorly maintained road sections along regional road transport corridors;
➢ Insufficient border posts;
➢ Disjointed regulatory frameworks characterised by variability in regulatory
requirements between MS;
➢ Insufficient funds for infrastructure construction and maintenance;
➢ Discrepancy in the level of RUC imposed on cross-border road transport operators;
➢ Existence of several official and unofficial road blocks and inspections points along
road transport corridors that increase the occurrence of corrupt practices;
➢ Uncoordinated implementation of measures aimed at containing the spread of the
COVID-19 virus.
8.1.2 Strategic Border Posts

• Due to various hard and soft infrastructure constraints experienced at strategic border
posts, inland borders in the SADC have emerged as one of the greatest impediments to
intra-regional trade and travel;
• Various hard and soft infrastructure challenges are experienced at strategic border posts.
Inadequate approach roads to borders, limited parking within the border precinct, a lack of
separation between freight and passenger movements and the duplication of border post
processes result in significant delays for cross-border road transport operators;
• Since regional transport corridors stretch across national territories, it is imperative that
strategic border posts along a corridor function at more or less the same operational level
to optimise trade and transport flows along the entire corridor;
• Border management reforms in the SADC are often corridor segment focused, which
negates the overall impact of improvements on the entire corridor. Although time delays
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at the Chirundu border post decreased dramatically after its transformation into an OSBP,
the impact of this initiative on the entire NSC was marginal since delays have been shifted
to other points along the same corridor. This clearly illustrates that border management
reforms that are implemented in isolation have a limited impact on trade and transport
facilitation across regional transport corridors;
• In response to the poor performance of strategic border posts, the OSBP initiative has
been approved at regional level to improve the uninterrupted flow of traffic across SADC
borders. Despite the inherent advantages of transforming two-stop borders into OSBPs
only a few borders (Chirundu, Kazungula, Tunduma / Nakonde) has been transformed into
functioning OSBPs. At the Lebombo / Ressano Garcia border, the construction work of the
OSBP facility has been completed. Outstanding is the ratification of legal instruments to
enable the operationalisation of the OSBP;
• The establishment of strong political will amongst MS, is a pre-requisite to success.
Without a shared belief that OSBP’s is the solution, the implementation of OSBP projects
will not materialise; and
• At national (South African) level, several border post initiatives are currently taking place.
The BMA was proclaimed by the President of South Africa in July 2020 to fulfil the country’s
need for integrated and coordinated border management I accordance with the
Constitution, international and domestic law. The BMA will be incrementally rolled-out
between 2021 and 2024. As part of the roll-out process, functions performed by
immigration, port health, border facility management and agriculture will be incorporated
into the BMA.;
• The C-BRTA supports the BMA drive since the Agency beliefs that the consolidation of
border management functions under a single lead agency will not only improve safety at
border posts but will also speed up the clearance of commercial freight vehicles, with
associated time savings for cross-border road transport operators.
8.1.3 Trade and Transport Facilitation Initiatives

• Several trade and transport facilitation reforms have been approved at Continental and
regional level to address the multiplicity of impediments facing the continent and RECs.
• Some initiatives are corridor-focused (e.g. establishment of truck stops along the TKC)
while other initiatives (e.g. TTTFP) cover a greater geographical area that incorporates
several RECs, including the SADC;
• The SADC has a bad track record insofar the implementation of strategic regional
infrastructure programmes is concerned. An example is witnessed in the poor
implementation of OSBPs in the region. Various reasons are cited for this tendency,
including poor political will, funding constraints, a lack of sanctions against defaulting MS
and weak enforcement and implementation capacity at MS and regional level;
• Infrastructure reforms are large-scale and long-term in nature and capital-intensive. It is
thus important the public-sector role-players adopt a holistic approach and engage with
corridor role-players regularly to obtain and maintain support for the implementation of
strategic regional initiatives;
• CMC’s can fulfil an important role in bringing corridor role-players together and in
advocating supporting for strategic reforms.
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8.1.4 Cost of Doing Business along a Section of the North South Corridor
• The C-BRTA develop a cost estimation model during to assess/ quantify the key factors
that result in the high cost of doing business for cross-border road freight operators along
the NSC;
• The findings of the cost model reveal that it costs a cross-border road freight operator
around R1 071 718,83 per annum to conduct cross-border road transport operations on
the NSC. This equates to 17% of the cross-border truck annual operating costs (R6 182
474,50);
• Truck life expectancies correlate with annual mileage totals meaning that the higher the
annual mileage total, the shorter the lifespan of the truck. According to the findings of the
study, the costs of truck mileage registered the highest total, recording around 48% (R2
974 833,83) of the cross-border truck annual operating costs;
• Time delays at strategic border posts (Beitbridge and Chirundu) along the NSC are a main
cause of the high cost of doing business for cross-border truck operators. The total travel
time for a cross-border truck travelling from Johannesburg to Lusaka on the Northbound
leg of the NSC was 176 hours of which 81% (141,77 hours) of the journey time was spent
at government regulatory stoppages (border posts, weighbridges, and at roadblocks) per
single cross-border truck trip. Customs processes took the lion’s share of 77% (136 hours)
of total standing time.
• On the Southbound leg of the NSC, the total travel time for a truck moving from Lusaka to
Johannesburg was 176 hours of which 55% (96,42 hours) of the journey time was spent
at government regulatory stoppages per single cross-border truck trip. Customs processes
appropriated the clear majority of 93% (92 hours) of total standing time per cross-border
truck single trip.
• The lengthy processes associated with clearing goods at border posts underpins that
border inefficiencies are the greatest detractor of logistics performance along regional
transport corridors. The status quo calls for the adoption and implementation of trade and
transport interventions (e.g. single-window systems, OSBPs) to improve border processes
and reduce time losses at inland borders.
8.1.5 Trade Volumes and Values flowing through South African Commercial
Border Posts and Destination Countries by Road
• Cross-border road transport plays an important role of facilitating trade between South
Africa and countries in the SADC region. An analysis of trade volumes and values passing
through commercial border posts linking South Africa with its six neighbours - Botswana,
eSwatini, Lesotho, Mozambique, Namibia and Zimbabwe revealed that South Africa has
an exceptionally healthy trade balance with all its neighbours;
• In all instances South African exports to neighbouring countries exceed imports from its
neighbours by far. As such, South Africa enjoys a trade surplus with all its neighbours.
Botswana was the top export destination in 2020, with South African exports to Botswana
totalling R74 billion. During the same year, South Africa imported most of its goods (R8,4
billion) from eSwatini;
• The decline in inter-trade between South Africa and its neighbours during 2020 were
mainly driven by border post closures that targeted the movement of people and non-
essential goods across inland borders. The transportation of essential supplies and
emergency services were allowed under strict conditions, which included the mandatory
testing of truck drivers and the sanitisation of trucks;
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• The COVID-19 pandemic has resulted in mass production shutdowns and supply chain
disruptions. The effects of restrictive trade facilitation measures (e.g. closure of border
road transport and trade posts and prohibitions on the transportation on non-essential
commodities) is clearly demonstrated in the decline in traffic volumes and values of imports
and exports between South Africa and its six neighbouring countries;
• As a key player in the cross-border road transport environment, the C-BRTA will continue
to work with its partners in the SADC to ensure all role-players harmonise their responses
to the pandemic to reduce disruptions to cross-border road transport operations.
8.1.5 Corridor Performance Indicator
• Accurate data on cross-border flows in the SADC and other African RECs is not readily
available;
• The absence of reliable corridor data makes it difficult for cross-border operators to pre-
plan their journeys and to adjust their trips according to traffic conditions;
• Within the SADC, the TKCMS has joined hands with the C-BRTA and is currently
developing a corridor performance monitoring system for the TKC that upon completion,
will measure the performance of the entire corridor from the port of Walvis Bay until it
terminates in Gauteng province in South Africa;
• The Tripartite has recently launched a web-based corridor performance monitoring system
that measure border crossing and route trucking times for several corridors in the East and
Southern African region. Cross-border operators whose countries are members of the
Tripartite alliance can access this online monitoring tool to obtain real-time data on traffic
flows at choke-points (e.g. border crossings). Although the Tripartite system is useful
insofar it performs detailed monitoring a delay points, it does not perform corridor-wide
monitoring (end-to-end analysis);
• The COMESA-EAC-SADC developed an electronic corridor trip monitoring system
(CTMS) during the COVD-19 pandemic to facilitate the continuation of cross-border trade
of essential goods during the pandemic. The CTMS ensure that cross-border transport is
performed by healthy drivers/ crew who upload their well-being, daily, using cell-phones.
Apart from measuring the health of drivers and crew, this online monitoring tool also
enables the tracking of cross-border vehicles based on data, released by truck drivers. To
date the CTMS has been piloted along sections of strategic regional corridors, notably the
TKC and NSC;
• Success developing an online system(s) depends on strong political will to maintain
momentum and the ability of MS to secure sufficient funds for project execution and
monitoring.
8.1.6 Cross-Border Flow Calculator

• The C-BRTA collaborated with the University of Stellenbosch to develop a C-BFC that
measures transit time and delays at fixed nodes (border posts, traffic control centres and
truck stops) along regional road transport corridors;
• The C-BFC was piloted along a section of the TKC (stretch within South Africa) during
2019 to determine trade logistics costs for the Skilpadshek/ Pioneer Gate border and the
Zeerust truck stop that include transit delay time;
• Total trade logistics costs (that includes transit delay time at the Skilpadshek border post
and delay cost at the Zeerust truck stop) amounted to R30 054 732 for commercial traffic
movements moving Southbound and R132 232 955 for vehicles moving in a Northbound
direction.
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• The reason for longer delay times for traffic moving in a Northerly direction lies in the fact
that SADC MS imports more goods from South Africa than what South Africa imports from
its neighbours. As a result, more traffic (tons of freight) is moving Northbound, resulting in
longer delays at fixed delay points, especially during peak-periods.
8.2 Recommendations
8.2.1 Hard Infrastructure Reforms
8.2.1.1 Implement Prioritised SADC RIDMP Projects

• Description of Reform
The condition of road transport infrastructure in the region varies quite significantly. South
Africa has the best road network, while road infrastructure in countries in the Northern and
Western parts of the region (e.g. Zimbabwe and DRC) are in a poor condition. Connectivity is
compromised in areas where there are missing road inks. This problem is particularly severe
in Angola, Tanzania and the DRC. Missing road links increase the distance travelled by
vehicles, leading to longer journey times and higher operation costs, while also increasing the
risk of vehicle breakdowns, accidents, cargo damage, increased fuel consumption and longer
journey times.
The SADC Regional Infrastructure Development Master Plan (RIDMP) prioritises several road
projects for the region to improve the condition of transport infrastructure and eliminate missing
links along the RTRN. Although information pertaining to the project status of prioritised road
transport projects is not readily available, engagements with several role-players (e.g. SADC
Secretariat) revealed that many projects are still in the project planning / conceptual phases.
These projects await funding to prepare them for bankability.
• Actions associated with Implementing the Reform

The following steps are associated with implementing the reform:
• Stakeholder engagements should be conducted with relevant role-players to obtain

political will for implementation;
• Member States affected by regional infrastructure projects should conclude formal
agreements with each other (e.g. MoU) that sets out the rules and obligation of each party;
• Member States should collaborate with the private sector to obtain funding for
infrastructure programmes. Public sector institutions should employ adequate technical
resources to prepare projects for bankability;
• Once funding has been secured, Terms of Reference (ToR) drafted and Service Provider
(SP) appointed, the actual construction of SADC RIDMP projects can commence. During
this phase, technical and political champions should be appointed at MS level to champion
projects as political level, as well as to fast-track progress;
• Affected Member States should monitor project progress throughout the project life-cycle
to detect problems and address problems at an early stage. This will also assist in
managing/ minimising corrupt practices.
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• Responsibility for Implementing the Reform
The implementation of prioritised regional transport projects / programmes involves several
role-players, including:
• Public-sector role-players (e.g. Ministries of Transport);

• Development Finance Institutions;
• Development Assistance (donor agencies);
• Private Sector; and
• Developing Countries (China and India).
• Envisaged Impact of Reform

The following benefits are associated with implementing prioritised SADC RIDMP projects:
• Improved cross-border road transport movements;

• Enhanced regional integration;
• Time and cost savings for cross-border road transport operators;
• Just-in-time deliveries and quicker turnaround times; and
• Improved economic growth and development.
8.2.1.2 Establish Ranking Facilities in SADC Member States

Dedicated cross-border ranking facilities are found in a few SADC MS only. As a result, cross-
border commuters are forced to use public transport facilities provided for domestic travel,
which are busy and over-crowded. Insufficient safety and security measures at most ranking
facilities and inadequate loading spaces for cross-border vehicles often result in the late
departure of cross-border buses and minibus taxis. To improve service-delivery and safety,
this reform proposes that dedicated cross-border ranking facilities to established in all SADC
MS (island states excluded) that engage in the transportation of cross-border passenger
transport in the region.

The actions/steps associated with implementing this reform include:
• Undertake comprehensive planning (e.g. demand analysis & traffic impact studies) to
assess the condition of ranking facilities in MS and toe determine current and future
demand requirements for cross-border road passenger services;
• Factor infrastructure requirements into local development plans, integrated transport plans
and spatial development plans to ensure that cross-border infrastructure support existing
and anticipated future demand for cross-border road transport services;
• Next, funding should be allocated, preferably in the form of PPPs with the private sector
to construct ranking facilities in MS;
• Once funding has been secured, ToR drafted, and SP appointed, the actual construction
of cross-border ranking facilities can commence at suitable locations. Actual and future
demand levels will guide decisions on the size the type of facilities required.
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The following parties should work together to implement dedicated cross-border ranking
facilities in SADC MS:
• Ministries of Transport);
• Provincial and Local authorities;
• Road Transport Regulators; and
• Private Sector.

The following benefits can be obtained once dedicated cross-border ranking facilities have
been implemented across the region:
• Provision of quality, safe and accessible ranking facilities, including storage, ablution,
booking offices and adequate lightning;
• Provision of secure off-street loading holding facilities for cross-border vehicles;
• Timeous departure of cross-border vehicles; and
• Eliminating of on-street ranking for cross-border services.
8.2.1.3 Establish One Stop Border Posts

Inland border posts are regarded as a major stumbling block to the unimpeded flow of cross-
border traffic. Delays at border crossings, sometimes amounting to days contribute to
increased transport costs due to commercial traffic hold-up. This represents a major obstacle
to trade resulting from increased transit times, low equipment productivity and high cost of
doing business.
The establishment of OSBPs requires attending to both hard and soft infrastructure
components simultaneously. Further to the constructing approach roads to border posts,
offices and housing for border officials, parking space and restrooms, soft issues, which impact
directly on service levels (e.g. ICT systems integration) should be addressed at the same time.

Important actions/steps associated with transforming traditional two-stop borders into OSBPs
are as follows:
• Stakeholder engagements should be conducted with all role-players (e.g. border agencies,
private sector, communities) to obtain political will for the establishment of OSBPs;
• A review of legal and regulatory frameworks should materialise in the conclusion of
bilateral agreements between MS in which the parameters for establishing OSBPs are
spelled out. This arrangement should preferably also be entrenched in the domestic laws
of MS by way of an appropriate Act of Parliament with an overriding effect over all border
control legislation to give legal effect to the provisions of the MoU and the principles of
extra-territoriality and hosting arrangements;
• Joint Technical working groups should be established, comprising of representatives of all
border agencies operating at the border;
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• The OSBP initiatives goes hand in hand with the establishment of collaborative single
window systems. ICT serves as a critical component of collaborative single window
systems that enable the online submission and processing of customs declarations and
other supporting documents;
• Next, baseline surveys should be conducted at all prioritised OSBPs to assess the
situation on both sides of the border that are to be merged into a OSBP. Information should
be collected on traffic flows through the border, disaggregated as much as possible
(distinguish between passenger vehicles, minibus taxis, buses, container and break-bulk
vehicles), and average time taken to clear the border for each class of vehicle. This
information should be used to project traffic flows over the short-, medium and long-term
period;
• Once soft infrastructure components have been attended to, hard infrastructure should be
built to facilitate the seamless movement of traffic through the border post. Construction
activities will commence once funding has been secured, ToR drafted, and the SP
appointed.

The implementation of OSBPs is capital-intensive and require collaboration between public
and private sector bodies, including:
• SADC Member States;

• Public-sector role-players (e.g. Ministries of Transport);
• Development Finance Institutions;
• Development Assistance (donor agencies); and
• Private Sector.

The following benefits can be derived after OSBPs have been operationalised.
• Improved border management processes;

• Reduction in time spent at OSBPs;
• Reduction in travel time and cost;
• Increase in intra-Africa trade and transport flows; and
• Enhanced economic growth and development.
8.2.1.4 Establish Formal Truck Stops along Regional Transport Corridors
Africa, like the rest of the world is experiencing a road safety crisis. With the highest per capita
rate of road fatalities in the world, the implementation of interventions, aimed at improving road
safety is imperative. The establishment of formal truck stops along strategic corridors in the
region, equipped with ablution, rest, basic maintenance and excellent safety and security
features will go a far way towards improving road safety in the region. It is proposed that CMI’s
drive this initiative towards implementation.
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Several actions are associated with the implementation of formal truck stops along strategic
transport corridors in the region. Of specific importance are the following steps:
• The first step involves bringing all stakeholders together (public and private sector, CMIs,
transport operators, freight forwarders) for discussion to obtain approval from all parties
for the establishment of truck stops;
• Once political will has been obtained, detailed feasibility studies and Environmental Impact
Assessments (EIAs) should be performed along selected corridors to establish whether
this initiative should be moved forward. The location of truck stops will be informed by
factors such as land availability, zoning and ownership, bulk utility services and condition
of existing infrastructure;
• If the outcome of studies is successful, funding should be obtained to move this initiative
forward in the project life-cycle. Given the capital-intensive nature of this reform, private
sector involvement is a prerequisite to success, not only to avail funding, but also to
provide technical/ managerial skills throughout the project life-cycle;
(SP) appointed, the actual construction of truck stops can commence. During this phase,
technical and political champions should be appointed at MS level to champion projects
as political level, as well as to fast-track progress.
• M&E throughout the project life-cycle is required to detect problems when they occur, and
to apply mitigation measures when needed.

The implementation of truck stops is capital-intensive. Success depends on collaboration
between public and private sector bodies, including:
• SADC Member States;

• Relevant public-sector institutions (e.g. Ministries of Transport and Public Works);
• Corridor Management Institutions;
• Donor Agencies;
• Road transport operators; and
• Private sector.

The establishment of formal truck stops along strategic road transport corridors can yield the
following benefits:
• Reduction in driver fatigue;

• Improved safety along regional transport corridors;
• Growth of local communities with a continuous stream of travellers passing through;
• Reduction in crim/ fraudulent activities along transport corridors; and
• Protection of truck drivers against the transfer of HIV/AIDS and other sexually transmitted
infections.
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8.2.1.5 Development of Rail Infrastructure along Regional Transport
Corridors
Increasing interconnectivity in SADC is not only important to increase engagement in global
value chains, but also to increase intra-regional trade. Cross-border road transport is the
dominant mode of transport in the region, carrying between 80 and 90% of total freight and
passenger transport movements.
Railways in the region are currently operating below capacity and function as a collection of
national systems rather than as an integrated regional rail network. Following the deregulation
of road transport in the SADC, railway traffic subsided and, coupled with the high fixed costs
of operations, stagnated at its current level of efficacy. The SADC RIDMP prioritises 31 railway
projects to restore rail infrastructure in the region. Success in transforming transport corridors
into SMART corridors depends on integrated road and rail networks.

The actions / steps associated with implementing this reform include:
• Stakeholder engagements should be conducted with relevant role-players to obtain

political will for the implementation of prioritised rail projects;
• Affected parties should conclude formal agreements with each other (e.g. MoU) that sets
out the rules and obligation of each party;
• Member States should collaborate with the private sector to obtain funding for rail
infrastructure programmes. Public sector institutions should employ adequate technical
resources to prepare projects for bankability;
(SP) appointed, the actual construction of prioritised rail transport projects can start. During
this phase, technical and political champions should be appointed at MS level to champion
projects as political level, as well as to fast-track progress;
• Affected Member States should monitor project progress throughout the project life-cycle
to detect problems and address problems at an early stage.

The execution of rail infrastructure projects is capital-intensive. It is thus imperative that the
public-sector join hands with the private sector to ensure prioritised rail projects are packaged
for bankability to reach implementation. Other important role-players include:
• Ministries of Transport;
• Regional bodies (Southern African Railways Association);
• Private Sector; and
• Development Finance Institutions.
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The implementation of multi-modal infrastructure can yield the following benefits:
• Diversion of traffic most suitable for rail transport from road to rail;
• Improved traffic flows along road transport corridors;
• Reduction in road accidents;
• Improved handling and delivery time efficiency;
• Increased transport security; and
• Easier freight tracking.
8.2.2 Technology Driven Reforms
8.2.2.1 Implement Cross-Border Telematics in Cross-Border Vehicles

It is imperative that on-going developments in the region (e.g. establishment of corridor
performance monitoring systems) be supported by the mandatory deployment of telematics in
cross-border road transport vehicles to enable the tracking of cross-border vehicles along
regional transport corridors.
This reform poses several benefits, including improved monitoring of cross-border vehicles by
transport regulators, enhanced safety and security and a reduction in delays along road
transport corridors. This recommendation can be implemented as a stand-alone initiative
although more benefits may be obtained it this reform is integrated with other on-going
initiatives (e.g. development of corridor performance monitoring systems).

Several actions /steps are associated with the fitness of telematics in cross-border road
transport vehicles. Of specific importance is:
• Stakeholder engagements should be held with all affected parties (road transport
operators, regulatory authorities, private sector) to convince interest groups, especially
transport operators to install telematics as a standard practice in cross border vehicles;
• Next, ICT infrastructure/ systems should be harmonised to enable the sharing of relevant
data (e.g. traffic flows) with relevant stakeholders;
• Regulatory frameworks/ instruments (e.g. cross-border regulations and laws) should be
reviewed to legalise the use of telematics in cross-border vehicles. The cost of telematics
may be included in the permit issuing fee ad be handed to cross-border operations when
they collect their permits at the offices of regulatory authorities;
• Lastly, telematics should be implemented in cross-border vehicles, where-after Monitoring
and Evaluation (M&E) should be conducted on a regular basis to identify glitches and to
update/refine software.
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The implementation of implementing telematics in cross-border vehicles require collaboration
between all affected parties. Of specific importance is:
• Regulatory authorities in SADC MS;

• Ministries of Transport;
• Cross-border road transport operators; and
• Private Sector.

The implementation of telematics in cross-border vehicles can materialise in the following
benefits:
• Improved visibility of cross-border vehicles;

• Improved law enforcement;
• Improved compliance and road safety; and
• Time and cost savings for cross-border road transport operators.
8.2.2.2 Implement Corridor Performance Monitoring Systems

Real-time data on road transport traffic flows in the SADC is not readily available. In terms of
on-going developments, the Tripartite recently implemented a web-based corridor
performance monitoring system that measures border crossing and route trucking time for
several corridors in the East and Southern African region. As a member of the Tripartite
Alliance, cross-border operators who conduct business for reward in the SADC can access
this online monitoring tool to obtain real-time data on traffic flows at selected choke-points
(e.g. border posts) along regional road transport corridors. A limitation of this system is that it
only collects data at fixed delay points and therefore does provide an accurate picture of
overall corridor performance between origin and destination points.
At SADC level, a CTMS was developed and implemented during 2020 to obtain information
on driver and crew welfare, and to track the movement of cross-border vehicles along selected
regional routes. This reform supports the development of on-line corridor performance
monitoring systems for all strategic transport corridors that traverse the region. System
developers should ensure that new monitoring systems can interface with existing systems
(Tripartite monitoring tool).

The actions associated with the implementation of a Regional Legislature are listed below:
• Strategic engagements with relevant stakeholders (including CMIs) should be conducted

to agree on the need for the development and implementation of online monitoring
systems along strategic regional road transport corridors;
• To enable the online sharing of relevant corridor data between different parties, online
platforms ((ICT systems / applications) should be harmonised. During this phase strong
institutional support will be required. Oversight may be provided by existing CMIs, or new
structures should be established to perform this role;
143
• Upon completion, online monitoring system(s) should be piloted along a section of a well-
functioning corridor (e.g. between seaport and first border post) to test for system failures
and to update the system;
• Corridor progress should be monitoring regularly according to several CPIs to improve/
update existing corridor performance monitoring systems.

Several role-players should work in concert to develop and implement online corridor
performance monitoring systems. Of specific importance are the following role-players:
• Public sector role-players (e.g. customs authorities, regulatory authorities and Ministries
of Transport);
• Selected private sector role-players (e.g. freight forwarders);
• Research institutions;
• Corridor Management Institutions (e.g. TKCS); and
• Development Finance Institutions.
Listed below are benefits associated with the implementation of online corridor performance
monitoring systems in the SADC:
• Availability of real-time data on traffic flows;

• Improved traffic flows along regional road transport corridors;
• Evidence-based decision-making by public sector role-players in the region;
• Improved facilitation of traffic flows along regional road transport corridors;
• Improved transport competitiveness; and
• Sustainable economic growth and development.
8.2.2.3 Transform Transport Corridors into SMART Corridors

The SMART corridor initiative is currently unfolding in Africa. This continental initiative, which
is still in the early phases of the project life-cycle proposes that all transport corridors in Africa
be converted into SMART corridors in a phased manner over time. SMART corridors entail
the use and application of Intelligent Transport Systems (ITS) to improve corridor efficiency.
As is the case with OSBPs, the transformation of transport corridors into SMART corridors
require attending to soft and hard infrastructure matters simultaneously. Apart from
construction activities, ICT connectivity is a pre-requisite track to movement of vehicles along
road transport corridors.
144
The actions associated with the implementation of SMART corridors are listed below:
• Extensive stakeholder engagements should be conducted throughout the project life cycle
to ensure political will amongst all role-players;
• The ToR ad MoU for the implementation of SMART corridors has been finalised. On-going
actions include the development of the technical architecture of the SMART programme;
• The SMART corridor initiative will be piloted over the NSC and Dar es Salaam corridors.
This stage has not yet been completed;
• Once the piloting exercise has been completed, prioritised transport corridors can be
transformed into SMART corridors This stage has not yet commenced;
• The last step involves M&E to measure performance and to enable improvements.

The successful implementation of this strategic continental initiative depends on support and
collaboration from various public and private sector role-players, including:
• Ministries of Transport in African countries;

• Road Transport Regulators;
• Corridor Management Institutions;
• Operator Associations; and
• Cross-border road transport operators.
Numerous benefits are associated with the establishment of SMART corridors, including:
• Improved operator compliance, safety and security;

• Improved corridor performance;
• Improved safety and security along transport corridors;
• Time and cost savings for cross-border road transport operators;
• Increases in intra-Africa trade; and
• Enhanced economic growth and development.
8.2.3 Soft Infrastructure Reforms
8.2.3.1 Establish a Regional Legislature (Parliament)

Although eight RECs are recognised by the AU as African RECs, not all of them have a
regional legislative assembly that holds MS accountable for the implementation of continental
and regional decisions. The SADC does not have a regional Parliament in place and has
experienced less success with the implementation of strategic transport projects/programmes
than other African RECs (e.g., EAC) that has a regional parliament. Currently the
implementation of continental and regional reforms in the SADC depends on the willingness
and political will of SADC governments to carry out regional decisions at MS level.
145
Progress towards establishing a SADC Legislature is noted in on-going talks amongst key
regional role-players to restructure the governance paradigm. Given its autonomous legal
character the regional Parliament will be able to enforce the implementation of regional
decisions (reforms) and impose sanctions upon defaulting MS. Until this reform is
operationalised, the SADC Parliamentary Forum (SADC-PF), composed of Members of
Parliament from national parliaments in MS provides a framework for dialogue on issues of
regional interest and concern.

The actions associated with the implementation of a Regional Legislature are listed below:
• Strategic engagements should continue and intensify at regional level to gain support from
all parties for the establishment of a regional Parliament;
• Once buy-in has been obtained from all parties, a draft protocol should be developed
around the establishment of a regional Parliament that defines the powers, functions and
relational linkages among the proposed Parliamentary body, national Parliaments and
other organs in the SADC;
• Upon completion, the draft Protocol should be presented to SADC MS for approval and
ratification;
• Lastly, the SADC-PF should be elevated into a fully-fledged regional Parliament that will
have the powers to enforce the domestication of regional laws at MS level;

The responsibility of the establishment of a Regional Parliament vests with all SADC MS.
The following benefits are associated with the establishment of a regional Parliament:
• Improved governance, transparency and accountability at MS level; and

• Improved delivery of regional commitments.
8.2.3.2 Establish a Regional Monitoring & Evaluation Body

Given the poor implementation status of infrastructure projects, this reform proposes the
establishment of an independent M&E body at regional level to observe and review progress
of key regional infrastructure projects, particularly those outlined in the SADC RIDMP and
PIDA, and to develop mitigation strategies to accelerate performance, as and when required.

Several actions are associated with establishing a regional R&E body. Of specific importance
are: the following:
• Sufficient funds should be secured to enable the establishment of a regional M&E body.
Strong political will should be displayed by political leaders to convince financiers of the
long-term benefits associated with this reform;
• Agreement should be reached on the type of M&E systems that will be used by a M&E
body to monitor progress and track project performance;
146
• Next a governance framework should be established that outlines key requirements for a
M&E body to ensure M&E becomes part of and remains part of key decision-making
processes;
• Lastly a R&M should be established. This body can resort under existing structures (e.g.
SADC Secretariat or CBRT-RF) or can be a stand-alone structure.
• Responsibility
SADC MS are collectively responsible for the successful implementation of this reform.
The establishment of a regional M&E body to provide oversight and oversee the timeous
implementation of strategic regional reforms pose several benefits, including:
• Timeous delivery of strategic regional transport projects through continuous monitoring

and evaluation;
• Availability of credible, results-based information;
• Improved decision-making processes; and
• Existence of a robust basis/platform for raising funds.
8.2.3.3 Implement Risk-Based Regulatory Systems

Several risk-based trade and transport initiatives are unfolding in the region, including the
OCAS (driven by the C-BRTA) and Authoritised Economic Operator (AEO) programme, driven
by the South African Revenue Services (SARS).
Risk based systems seek to improve the regulatory environment through enhancing regulatory
efficiency, operator compliance and road safety. These systems reward compliant traders and
transport operators through subjecting them to fewer inspections (stops) along transport
corridors and faster clearance processes at border posts that materialise in time savings for
compliant parties.

Key actions associated with implementing risk-based systems are depicted in bullet format
below:
• Stakeholder engagements at national and regional level are imperative to educate all role-
players on the need for and benefits associated with risk-based regulatory systems;
• The implementation and operation of risk-based regulatory systems in the region is guided
by the MCBRTA. It is therefore important that MS review and align existing national legal
instruments (laws and regulations) to the MCBRTA;
• Next, MS should design domestic regulatory tools that conform to the MCBRTA. The tools
must re-define the regulatory requirements, procedures, standards and systems for
regulatory authorities. Legal frameworks should also set out the technologies that should
be implemented and used in cross-border vehicles to support regulatory and law
enforcement operations;
147
• Once developed, risk-based regulatory systems should be piloted at regular intervals to
test for system errors and to refine the systems. Continuous M&E should be performed to
monitor performance and improve system(s).
• Responsibility
Several parties are responsible for the implementation of risk-based regulatory systems,
including:
• Ministries of Transport in SADC MS;

• Road Transport Regulators;
• Law enforcement agencies;
• Private sector; and
• Cross-border road transport operators.
The following benefits can be obtained once risk-based regulatory systems have been
implemented:
• Decrease in delays and transit times along regional road transport corridors;
• Optimisation of resources;
• Improved compliance by cross-border road transport operators; and
• Reduction in bribery and corrupt activities along road transport corridors.
8.2.3.4 Establish a Regional Law Enforcement Academy

The development of customised training programmes for law enforcement officials in the
SADD region will improve the level of professionalism in the law enforcement industry. Law
enforcement officers in the SADC generally lack essential skills (e.g. how to use modern
technology during law enforcement checkpoints) that in some cases, undermine the integrity
of law enforcement inspections. Law enforcement officials will greatly benefit from training,
provided by a regional law enforcement academy that offers standardised, customs-made law
enforcement programmes to concerned parties.

Several actions are associated with establishing a regional law enforcement academy.
• The first step involves conducting engagements with law enforcement role-players in the
region to lobby support for the development of customised law enforcement training
programmes, aimed to improve the level of professionalism in the law enforcement
environment;
• The next step involves developing tailor-made law enforcement programmes that
incorporate emerging continental and regional developments (e.g. SMART corridor
initiative, creation of integrated corridor platforms). The purpose is to upskill law
enforcement officers to improve the quality of law enforcement inspections; and
148
• Once training modules have been developed and certified, the next action is to establish
a regional law enforcement academy. Given its expertise in this area, it is strongly
proposed that the C-BRTA act as the implementation agent.
• Responsibility
All role-players in the law enforcement environment are collectively responsible for
implementing a regional law enforcement training academy.
The benefits associated with the establishment of a regional law enforcement academy
include, but are not limited to:
• Improved skills transfer to law enforcement officials;

• Time savings during law enforcement checkpoints;
• Collection and distribution of real-time data;
• Shorter journey times;
• Savings in transport costs for cross-border operators; and
• Improved performance of corridor value chain.
8.2.3.5 Establish Single-Stop (Joint) Law Enforcement Inspections

In the SADC, joint law enforcement inspections are the exception, rather than the rule. Most
law enforcement inspections are still conducted in silo by several law enforcement agencies
at different locations along regional road transport corridors. This reform proposes the
establishment of joint law enforcement inspections in the SADC, preferably at fixed delay
points (e.g. formal weighbridge stops and traffic control centres) and staggered at regional
intervals to minimise disruption and unnecessary stops for operators.

Key actions associated with implemented single stop, joint law enforcement inspections along
strategic regional road transport corridors include, but may not be limited to:
• Engagements should be conducted with national and regional law enforcement authorities
to agree on hosting joint law enforcement inspections. Discussions should focus on the
harmonisation of processes/systems to enable the online sharing of intelligence, and
identifying locations (spread over even distances along corridors) for joint law enforcement
inspections;
• Once role-players have approved this reform, a framework should be crafted that sets out
infrastructure and operational requirements, as well as guidelines for conducting joint law
enforcement inspections. Guidelines should stipulate the distance interval between
locations where law enforcement inspections will be conducted;
• The next step involves purchasing SMART technologies that will be used by law
enforcement officers to capture and process information and share intelligence with
relevant interest groups (e.g. regulatory authorities). Prior to implementing SMART
technologies, law enforcement officers should undergo training so that they can familiarise
themselves with the applications / use of such technologies; and
149
• Prior to implementing joint law enforcement inspections along strategic regional road
transport corridors, this initiative should be piloted over one, maybe two less-trafficked
corridors only to identify and rectify inefficiencies before the full-scale roll-out to other
transport corridors in the region.
• Responsibility
SADC MS are collectively responsible for the successful implementation of this reform.
The benefits associated with single-stop law enforcement inspections include:
• Reduction in delays at transit times;

• Reduction in duplicated law enforcement processes along regional road transport
corridors;
• Improved sharing of real-time data; and
• Reduction in the cost of doing business.
8.2.3.6 Harmonise Permit Issuing Processes and Systems in the SADC

Cross-border operators apply for cross-border permits at the offices of regulatory authorities
in SADC MS. Long queues and regular service disruption, due to inadequate ICT connectivity
at centralised service points, undermine service delivery and lower the demand for cross-
border permits.
Inefficiencies with the issuing of cross-border road transport permits SADC encourage cross-
border operators to obtain fraudulent permits. In some countries, it is cheaper for operators to
pay a penalty for non-compliance if they are caught with fraudulent permits, that it is to go
through the tedious and costly process to apply for a valid cross-border permit.
Matters are aggravated by the non-alignment of tariffs to obtain cross-border permits.

Currently, South African road freight operators pay much more for a cross-border freight permit
than what operators from other SADC countries pay. The status quo creates an uneven
playing field that penalises South African operators. It also calls for intervention to re-engineer
permit issuing processes in the region.
The Cross-Border Road Transport Agency has taken the lead in the SADC with the
development of an electronic permit issuing system that was launched during FY 2021. The
new permit issuing system enables South African road transport operators to apply for permits
from the comfort of their work / homes. Supporting documents can be submitted electronically.
Operators can either collect e-permits from the offices of the C-BRTA in Highveld, South
Africa, or can authorise the Agency to distribute permits to them via courier services
150
Several actions are associated with harmonising permit issuing processes and systems, as
indicated below:
• Regulatory authorities should harmonise regulatory requirements pertaining to the

application and issuing of for cross-border permits. Harmonisation goes hand in hand with
the adoption of common standards and the alignment of permit fees throughout the region.
Alignment should be done according to the requirements of the TTTFP;
• The re-engineering of permit issuing processes goes hand in hand with the development
of integrated ICT systems. As such agreement should be reached on the type of ICT
systems / software that will be used by all role-players who issue cross-border permits;
• Regulatory authorities should collaborate with the private sector go come on board with
funding, preferably through concluding PPPs. The private sector can also provide technical
(project management) expertise throughout the entire project, even after implementation
(monitoring and evaluation);
• Once system specifications have been set and adequate resources (funds and technical
expertise) been obtained, SADC MS can go-ahead with the development and
implementation of improved permit issuing systems. Since South Africa took the lead in
this area, it is proposed that regulatory authorities collaborate with the C-BRTA to draw on
lessons learnt and to investigate the possibility of customising/ using the South African
permit issuing system in SADC MS.
• Responsibility
Regulatory authorities in the respective SADC MS are responsible for implementing this
reform.
The following benefits can be accrued once regulatory authorities have implemented online
permit issuing systems:
• Improved regulation of cross-border road transport movements;

• Improved harmonisation of the regulatory environment;
• Increased value-add to cross-border road transport operators; and
• Improved competitiveness of the cross-border road transport industry.
8.2.3.7 Development of Funding Frameworks by SADC MS

Within the SADC, public financing still constitutes the bulk of resources allocated towards
infrastructure projects, with tax revenues making up a large portion of these funds. Reality
indicates that public funds along are not enough to close the infrastructure gap. SADC
countries should therefore look beyond public funds for financing infrastructure programmes.
The current state underpins the importance of SADC MS developing funding frameworks that
ensure investors their returns will be proportionate to the risk they take.
151
The following actions are associated with the development of funding frameworks:
• MS should appoint skilled resources to develop funding frameworks that provide debt and
equity providers to returns that are proportionate to the risk they take;
• Funding frameworks should set out how risk allocation is conducted. This requires that
SADC MS liaise with financial and legal advisors with substantial expertise in project
financing. It is imperative that MS governments understand the risk from the private sector
perspective, allocate those risk and provide appropriate risk-adjusted returns;
• MS should also create stable legal and tax systems that give investors comfort that their
investments is safe. Stabilisation clauses should be incorporated into contracts that
guarantee investors that any change in law, including tax law, that has an adverse impact
on the project(s) will not apply to the project;
• Responsibility
All SADC MS are responsible for implementing this reform
The following benefits can be accrued once SADC MS have developed funding frameworks:
➢ Improved delivery on regional infrastructure projects/ programmes;

➢ Introduction of private sector technology and innovation through PPPs;
➢ Improved trade and transport flows;
➢ Enhanced economic growth and development.
8.3 Conclusion
The implementation of reforms presented in this chapter will go a long way towards creating
efficient, integrated transport corridors that facilitate intra-regional trade, investment
opportunities, regional economic development and regional integration. Many reforms (e.g.
establishment of OSBPs and SMART corridors) encompasses hard and soft infrastructure and
technology elements that should be attended to in a similar fashion to fully execute the said
reforms.
Ultimately, success depends on the ability of role-players to secure political will and adequate
funding to execute infrastructure reforms. All African RECs (including SADC) faces a huge
infrastructure gap where the costs associated with eliminating the infrastructure gap is beyond
the capacity of governments and donor agencies. It is imperative that the private sector comes
on board in funding infrastructure programmes, preferably through PPPs, with funding secured
from either conventional, or innovative financing sources.
Moving forward, SADC Heads of State should adopt a new mind-set that incorporates the
private sector in funding and executing infrastructure programmes in the region. It is also
important that all affected role-players are consulted during, and even after project execution.
Since many reforms display a regional character, MS’s must mobilise stakeholders in their
jurisdictions to act as implementation agents, while at regional level, coordination will be
required to ensure that there is a common purpose and convergence to the approach that
should be taken to implement reforms. Continuous M&E is also important to ensure sound
project management is maintained throughout the entire project life-cycle – from inception to
implementation – as well as measuring the impact of reforms there-after.
152
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Contents

2. CROSS-BORDER ROAD TRANSPORT INDUSTRY: CURRENT STATE AND

3. TRACKING DEVELOPMENTS AIMED AT IMPROVING THE CROSS-BORDER ROAD

4. ASSESSING THE COST OF DOING BUSINESS IN THE SADC: ROAD FREIGHT

5. CROSS-BORDER TRADE VOLUMES AND VALUES PASSING THROUGH SOUTH

6. STATE OF CORRIDOR PERFORMANCE MONITORING IN SADC ............................. 111

7. ECONOMIC IMPACT OF CORRIDOR DELAYS IN SADC ............................................ 119

8. KEY FINDINGS AND RECOMMENDED CORRIDOR REFORMS ................................. 132

In response to on-going infrastructure and regulatory challenges affecting commercial cross-

Further to infrastructure inefficiencies, the COVID-19 pandemic continues to disrupt

At Continental level: The Programme for Infrastructure Development and Presidential

• Implement prioritised SADC Regional Infrastructure Development Master Plan projects;

• Implement cross-border telematics in cross-border vehicles;

• Establish a regional legislature;

1.1 Introduction and Background

1.2 Problem statement

1.3 Purpose of Report

• Update stakeholders on progress achieved with respect to the implementation of

1.4 Focus of the Report

1.5 Report Methodology

• Through Corridor assessments;

1.6 Outline and Scope of Report

Tables 1 to 5 below indicate the progress achieved in the implementation of the

Recommendation Action Plan Envisaged impact Responsibility Progress as at March 2021

• Reduction in the cost of doing governments of Mozambique and South

Recommendation Action Plan Envisaged impact Responsibility Progress as at March 2021

Recommendation Action Plan Envisaged impact Responsibility Progress as at March 2021

• Signing of a MoU by the governments of Botswana

Recommendation Action Plan Envisaged impact Responsibility Progress as at March 2021

• Reduction in the cost of

• Improved economic growth

to improve safety and • Improved safety and • Ministries of Police in

Border Telematics • Smart law enforcement

Recommendation Action Plan Envisaged impact Responsibility Progress as at March 2021

should implement the Cross- • Improved law enforcement • Regulatory authorities in

2.2 CORRIDOR CHALLENGES

2.2.1 Poor Road Network Connectivity / Inadequate Road Networks

• Create a conducive environment for investment by financing the preparation of

2.2.2 Inefficient Border Posts

2.2.3 Multiple Law Enforcement Inspections along Transport Corridors

2.4.5 Inadequate Cross-Border Ranking Facilities

2.2.5.1 Construction of the Johannesburg International Transport Interchange

The construction of the Johannesburg International Transport Interchange (JITI), located in

A complaint frequently raised by cross-border bus operators is that clearance processes at

2.2.7 Conveyance of Undocumented Immigrants by Cross-Border Operators

Although human trafficking is common in different continents of the world, it is endemic in

2.2.8 Issuance of Organised Party Permits

2.2.10 Return of Passenger Lists, Consignment Notes and Expired Permits

In the absence of cross-border legislation in other SADC countries, cross-border permits

2.2.11 Unharmonised Regulatory Requirements

• Different third-party motor vehicle insurance schemes at used by SADC MS;

2.2.12 Erratic Power Supply at Strategic Border Posts

2.2.13 Cross-Border Charges

2.2.14 Funding Shortages

A shortage of skilled technical resources is widely acknowledged as a contributing factor

2.2.16 Corrupt Practices along Transport Corridors

Corruption is also acute at the Kasumbalesa border that is characterised by a build-up of

2.2.17 Truck Stops