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MWS Equipment is proud to announce the latest addition to its product portfolio, the static scalper range, SCLPR 105.

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The MWS Scalping screen is designed to handle a range of products from construction, demolition and industrial waste (C,D&I) heavy quarry outputs to finer soil applications.

The SCLPR range is fully compatible with the MWS product range allowing it to integrate seamlessly into any wet processing plant. The SCLPR can be used in a range of applications to screen off any oversize or heavy clay bound materials prior to the washing process. This helps improve the wash plant efficiency and increase life of the plant and its wear components.

As with all MWS products, these plants have been designed with the operator in mind. In addition to the highest level of quality and performance, significant benefits include high-capacity feed hopper, variable speed control, independent or integrated control panel & customizable conveyors to suit the individual application.

Ben Frettsome, Product Line Director, MWS Equipment commented:

“We have had a busy year of new product development. This new product range follows a stringent and strenuous development cycle, which has seen the machines tested and proven in challenging and diverse product applications across the globe. We will be adding additional products to this range in the new year”.

As user-friendliness is vital for enhanced use, the SCLPR 105 is fully electrical machine delivering maximum return on investment. The control system incorporates several features to improve both the operational effectiveness and machine safety.

The SCLPRR 105 features:

  • 12 x 4.5m heavy duty high energy 2 bearing screen box
  • Fully electric machine.
  • Direct feed Hardox lined hopper
  • Fixed access walkways
  • 2 or 3 product configurations
  • Variable speed control on feed conveyor
  • Containerised transport

Collaborate with a shared plan

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Based on inspection findings and agreed benchmarks, planning reports prioritize and summarize tire work that needs to be performed in the weeks ahead.

Gain visibility of:

  • Required tire work according to priority of condition-based inspections
  • Upcoming tire rotations
  • Rim non-destructive tests

Download the planning report directly from TOMS or automate email distribution to your entire planning team.

Source: Kal Tire

Improve fleet inspection compliance & safety

Using agreed benchmarks and schedules, TOMS automates planned work orders such as fleet inspections and front tire rotations. Regular fleet inspections can catch critical issues that require immediate attention and reduce safety risks.

Kal Tire’s equipment-specific safe work procedures are also incorporated directly into the program.

Source: Kal Tire

Source: Kal Tire

Should you draw a straight line between the towns of Postmasburg and Hotazel in the Northern Cape, you would measure around 120km

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There are several mines digging this commodity out of the ground, most of them opencast with a few more established mining groups operating underground. Manganese is mostly commonly used in steelmaking and in batteries.

One such mine is a smaller opencast operation called Sebilo Resources. It operates as a community mine and strives to be a low-cost metals producer through partnerships that empower people and offer growth in diversified mineral products. Skills development is a major focus point, and this the mine believes will lead to further empowerment of secondary and supply industries.

Sebilo Resources’ operations started in 2010 and, after a brief hiatus, continued in 2014. It is a typical opencast hard rock mine where tried and trusted methods of drilling, blasting, load, and haul bring the mined ore to a central stockpile from where it is processed further. 

We had a contractor company doing the crushing and screening until recently when it was decided that the mine, through its partnership programme, would undertake the crushing and screening itself,” says Danie Fourie, a mechanical engineering consultant to Sebilo Resources. “We built a fixed screening and sorting plant that would be fed by a mobile crusher and should the latter option sound strange, allow me to explain the reasoning.

Orapeleng Smaosho (left), operator of the Finlay J-1175 Jaw Crusher, checks crushed ore sizing with Isaac Nebodzandala, the Sebilo Resources Plant Engineer (right). Courtesy of: Bell Equipment

“The mine produces six grades or sizes of run of mine ore of 450mm and smaller and this creates six feedlines to the mobile crusher,” he adds. “The crusher, being mobile, can then be moved between the six lines to accommodate the choice of ore that will ultimately go to the screening plant.

The final manganese product is exported in two main size categories namely lumpy, which measures between minus 65mm to plus 6mm, and fines, which is smaller than 6mm.

When it came to choosing a mobile crusher, Sebilo Resources chose a Finlay J-1175 Jaw Crusher that is supplied and maintained by Bell Equipment. We asked Danie Fourie how this decision was made.

“We took the mine’s management to see a Finlay J-1175 Jaw Crusher working on a nearby iron ore mine where it was tasked with crushing very hard quartzite rock and on the strength of that machine’s performance, and may I add an extremely competitive price from Bell Equipment, the decision was easy,” he says. “Other factors that influenced the decision were the Finlay J-1175 Jaw Crusher meeting technical criteria and quite importantly, a solid reference from the owner of the demonstration machine on Bell Equipment’s technical backup, service and parts holding.

In the spirit of the partnership programme in which Sebilo Resources participates, the Finlay J-1175 Jaw Crusher is owned by a partner company, XCA Mining. Since its arrival on the mine in October 2019, the Finlay Crusher has been producing around 2 000 tonnes of material in two shifts spanning 16 hours. Fuel burn shows the machine uses 40 litres of diesel an hour.

“With us running a new plant we’re still in the process of ramping up slowly,” Danie says. “The Finlay Crusher is the important first step in our ore processing sequence and even though it is not yet working to its full design capacity, we’re assured that the screening plant never runs out of ore to process.”

“We are really impressed with the machine’s design and build and are confident that it will be operational throughout the mine’s planned eight-year life cycle,” he adds. “We have to date processed around 40 000 tonnes of ROM through it and still there is no obvious wear evident on any of the swing jaw liners, the fixed jaw liner or the cheek liners. These liners are corrugated which gives them a longer life and that life can be extended further by swinging the liners through 180 degrees.

Danie goes on to say that at full production, the mine should produce between 50 000 and 70 000 tonnes of manganese a month so meeting annual targets of between 700 000 and 800 000 tonnes.

Sebilo Resources’ management and its partners are very pleased with the decision to build their own plant and the Finlay J-1175 Jaw Crusher is an integral part of that plant,” Danie says. “Having total control over ore processing is expected to have a positive effect on the bottom line and that turns this exercise into a winning one.”

The next-generation drill rig from Rosond combines automation and data analytics

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Revolutionizing the way that drilling is traditionally carried out in the mining industry, the new exploration drill rigs from Rosond of Midrand combine automation, software and data analytics, and machine learning. This, in turn, is part of the company’s own transition into a fully-fledged drilling technology provider, comments Md Ricardo Ribeiro.

“When we developed the new drill rigs initially, we had to understand the broader context of FutureSmart Mining, which is essentially Anglo American’s overarching project to modernize all of its mining operations. Ensuring that our drill rigs conform to this vision also allowed us as a company to tap into the concept of ‘smart’ mining,” explains Ribeiro.

The development process commenced in 2012 with a decision to partner with Comacchio, which had the capability to manufacture according to Rosond’s own specifications. A family business too, Comacchio’s values and vision aligned closely with that of Rosond, resulting in the extremely successful partnership that it is today.

Rosond is revolutionizing drilling in the mining industry

“It also resonated with our understanding of how a business needs to be conducted. The partnership commenced with a single drill rig in 2012. This was in the field for a good five years before we decided to embark on the development process for what we have currently. It is not an off-the-shelf solution, which is very different from the rest of the market. What differentiates us as well is our keen insight into the operational difficulties imposed by the mining environment. Our choice of partner at the end of the day had to take all of this into account,” elaborates Ribeiro.

Thanks to this philosophy, Kumba now has a technically advanced and innovative drill-rig fleet. “It is a combination of the number of drill rigs and the technology behind them. I honestly do not think that any mining operation in the world currently has the level of technology that has been deployed at Kumba,” asserts Ribeiro.

Telemetry will be used to obtain data from the 28-strong drill-rig fleet at the iron ore operation, which will be crucial to underpin the improvement in efficiency and productivity that Anglo American will achieve in the long term with the new technology. This also represents the next step in the evolution of Rosond itself, which will strive to offer various geological solutions based on interpreting the data itself.

The final batch of 28 drill rigs was dispatched to Anglo American’s Kumba Iron Ore operation in the Northern Cape in December last year to be rolled out at the Kolomela and Sishen mines. It forms part of an R2 billion, five-year tender won by Rosond to supply Anglo American with the latest drilling technology as it modernizes its geoscience operations.

Tried and tested electric system based on more than 40 years of Liebherr experience

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In recent decades, Liebherr has demonstrated the quality and reliability of its electric technology with the success of its dedicated product ranges for mining, dredging, and materials handling applications.

The electric system in the new Liebherr R 976-E 400 kW crawler excavator is supplied with 6000 V power via a cable connection, with the cable inlet in the center of the undercarriage, or on the sides if requested. A motor cable drum is also available as an option. The machine is powered by a high voltage 6000 V/50 Hz current collector. A switch cabinet transformer (high voltage/low voltage) and a low voltage cabinet for power distribution and control of 690 V, 230 V, and 24 V networks are located on the upper carriage.

Not just extremely quiet, the R 976-E electric crawler excavator is also guaranteed to produce zero gas emissions. Courtesy of: LiebherrTechnological advantages

The technology used in the R 976-E and R 980 SME-E offers a lot of advantages. Thanks to its constant speed whatever the load, an excavator with an electric engine has a longer service life. Also, the high availability of transient power for complex machine movements enables very high productivity. The R 976-E’s low-voltage electric squirrel-cage engine drives the hydraulic system. The engine features heat shielding on bearings and motor windings. Integrated into a frame with a reinforced flange, it enables safe, soft starting. The two robust electrical cabinets are assembled by welding into a structure specifically designed to withstand extreme working conditions. The lockable watertight (IP 65) doors are fitted with safety switches and an emergency stop. The high voltage cabinet is a dedicated contact for power connection and voltage transformer, while the low voltage cabinet is used for power connection monitoring.

Robustness, reliability, and cost-effectiveness

Liebherr excavators stand out on the market for their high performance. They are the end-product of robust design based on experience gained in mining applications. Their reliability has been tested in extreme conditions. In line with its commitment to ecology and sustainability, Liebherr guarantees zero pollutant gas emissions. In addition, to ensure quality, the electric power system was designed and produced entirely by Liebherr-France SAS itself.

Reduced maintenance and lower operating costs make an electric excavator more cost-effective than a diesel-engine machine. For greater comfort, the R 976-E and R 980 SME-E are extremely quiet. The robustness, reliability, and cost-effectiveness of the R 976-E and R 980 SME-E make them products of choice for environmentally friendly extraction applications.

The Liebherr R 976-E electric crawler excavator stands out for its robustness, reliability and cost-effectiveness. Courtesy of: Liebherr

A working environment up to the highest standards

The R 976-E and R 980 SME-E offer users comfort and safety. They feature a spacious cab equipped with an automatic permanent air-conditioning and heating system while the exterior has a 270° camera system plus an armored windscreen and roof window. The operator’s platform features a large number of additional monitoring functions and a standard large 9” screen.

Source: Liebherr 

The TOMRA COM XRT 2.0 sorter

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On the back of the excellent results achieved with the rental unit, Gem Diamonds purchased a Tomra COM XRT 2.0 sorter to replace the rental unit at the end of the contract. Featuring a bigger ejection chamber, higher belt speed and throughput, this unit was perfectly suited to the large diamond recovery set up the company was looking for, and they didn’t have to wait for it to deliver:

“In January 2018, we had pretty much just finished commissioning this unit and we recovered the biggest stone Letseng had ever seen, the 910-carat Lesotho Legend. There was no question about performance after that,” says Jaco Houman. “Since 2017, we have recovered 6 diamonds that were sold for more than 1 million US$ with the two Tomra XRT sorters.”

Since installing the Tomra COM XRT 2.0, the mine’s +5mm historic material has been depleted and the company is now focusing on scavenging and auditing the existent tailings. Jaco Houman explains: “About 10 tonnes a day of coarse fractions are stockpiled per export period, and we do roughly 8 exports a year. Over an average of about 45 days, we accumulate 450 to 500 tonnes, which we process at the end of the export period. We are seeking confirmation that all economical value has been recovered and  that nothing has been missed in our recovery process. By having this unit in place, we are now able to recover all the diamonds that are present in our concentrate, either through a first or a second pass.”

With its performance, the Tomra COM XRT 2.0 sorter has more than paid for itself, as Jaco Houman points out: “To date, we have recovered about 15 times the investment value over the 4 years it has been in operation.”

Diamond sorting process equipment Lesotho Diamond mines

Gem Diamonds purchases the first Tomra XRT Final Recovery sorter in the world

Gem Diamonds has been so impressed with Tomra’s XRT technology that they have become early adopters of its ground-breaking Final Recovery solution, purchasing a Tomra COM XRT 300 /FR sorter before it was even launched, so that the Letšeng mine is home to the first unit to be installed in the world.

Having found an effective solution for Coarse Recovery with the Tomra COM XRT 2.0 sorter, Gem Diamonds turned their attention to the Fines Recovery Circuit. “We sent some samples for testing to an independent facility and our assumptions of under-recovery in certain size fractions were confirmed,” says Jaco Houman.

“We wanted to find a solution to increase our revenue from the treatment of historic material. We were looking for a compact machine we could use as a final recovery sorter, and the Tomra COM XRT 300 /FR performs very well in that duty, or even as a single particle sorter. Also, it is a sorter that will treat a super-concentrate and work very well as a scavenging unit.”

“The diamond industry had been waiting for 20 years for a way to introduce XRT directly into the Diamond Final Recovery instead of the bulk concentration stages where the DMS modules exist,”

Gem Diamonds – Letšeng Diamond Mine

explains Ryan Szabo, Sales and Project Manager Diamonds at Tomra Mining. “The Tomra COM XRT 300 /FR is a compact sorter that can function within the diamond recovery and sort house environment, and it is the first to accurately sort diamonds based on their properties and not their proxies, achieving market leading recovery with the highest recovery factor to date. This made it ideal for Gem Diamonds’ requirements at the Letšeng mine.”

Tomra’s Final Recovery sorter is now in the commissioning stage, and performing well, as Jaco Houman states: “We are getting consistent recovery from the Tomra COM XRT 300 /FR, which is performing to our expectations from this perspective. The overall throughput has not been attained due to deficiencies in the drying system upstream, which are making feeding the sorter at higher throughput rates difficult. However, design corrections are in the process of being implemented and I am confident that we will be able to demonstrate performance of the Final Recovery sorter at the higher capacities.”

Gem Diamonds – Letšeng Diamond Mine

“The Final Recovery sorter has functioned exceptionally well,” adds Ryan Szabo. “To date the sorter has never failed a performance test at the Letšeng Diamond Mine. It has already had successful results in the commissioning stage. In fact, it’s the most successful first implementation of a new solution that TOMRA has ever had.”

The installation of the Tomra COM XRT 300 /FR is the first in a series of three projects that Gem Diamonds is planning in order to upgrade its Recovery Plant with the addition of further Tomra XRT sorters. The company is also working on a project for the construction of a second recovery circuit that would combine the Tomra COM XRT 2.0 sorter currently on site, a new Tomra COM Tertiary sorter and a COM XRT 300 /FR sorter to create an off-line scavenging facility. This will be followed by a third project, which will look at implementing Tomra XRT technology through the remainder of the Final Recovery.

Gem Diamonds – Letšeng Diamond Mine

The last four years have seen the successful introduction of Tomra’s XRT technology at the Letšeng Diamond Mine, where it has provided effective solutions in different stages of the process, improving the operation’s profitability and efficiency. For Jaco Houman, this success stems not only from the advanced technology, but also from Tomra’s approach to serving its customers: “What I like about TOMRA, is that for them it’s not just about selling you a piece of equipment. If the equipment doesn’t work in the solution or the system that you want, they’d walk away from the sale. For me, this testifies to the fact that they have a vested interest in the success of your business.”

The support that Tomra has provided throughout the projects also stands out: “My experience has only been positive. We’re dealing with an organisation with experienced, professional people. I can see that they love what they do, they’re very diligent in their work. The technical people on site have spent hours and hours not just setting up the equipment, but also imparting knowledge and getting the operational staff up to the required levels, so that when they walk away, we know that there’s going to be continuity. I believe that when Tomra makes a commitment , you can bank on the fact that they will deliver on that.”

Gem Diamonds – Letšeng Diamond Mine

Volvo Penta & CMB.TECH partner on dual-fuel hydrogen engines

Building on a successful collaboration, Volvo Penta has partnered with CMB.TECH to accelerate the development of dual-fuel hydrogen-powered solutions for both on-land and at-sea applications. The strengthened collaboration will include joint projects ranging from pilots to small-scale industrialization, providing increased access to this important technology for reducing greenhouse gas emissions.

CMB.TECH owns, operates, and designs large marine and industrial applications powered by hydrogen and ammonia – fuels that it both manufactures and supplies to its customers. Volvo Penta is a world-leading and global manufacturer of engines and complete power systems for boats, vessels, and industrial applications. The companies have worked together in pilot projects since 2017 successfully adapting Volvo Penta engines to run as a dual-fuel hydrogen and diesel solution via the conversion kit provided by CMB.TECH.

A low-carbon solution

The strengthened collaboration will create synergies aimed at leveraging the competences and product offerings of both companies – establishing dual-fuel hydrogen technology as a low-carbon interim solution before suitable zero-emissions alternatives become viable. It is an important step in Volvo Penta’s and CMB.TECH’s joint ambition is to help accelerate its customers’ transition to net-zero emissions.

The partnership will cover pilot projects and small-scale industrialization of a hydrogen dual-fuel solution for selected customers.

“From the initial dual-fuel technology projects we have seen reductions of CO2 emissions up to 80%,” says Roy Campe, Chief Technology Officer at CMB.TECH continues: “It is clear that the energy transition is a major challenge in many types of applications. With the dual-fuel technology we have been developing over the last few years, we can provide a cost-effective and robust solution for a variety of applications. We think there is huge potential in this solution for customers, both on land and at sea.”

The whole Volvo Group is working intensively to explore solutions to reduce – and ultimately eliminate – greenhouse gas emissions. Volvo Penta strives to team up with suppliers, partners, and customers to accelerate the journey into fossil-free fuels for both on-land and at-sea applications.

“The development in this area is moving fast and with this partnership, we see a great opportunity to further explore and be part of increasing the use and availability of hydrogen solutions. I believe that this dual-fuel approach will appeal to many of our customers by its ease of installation, maintenance, and use. In addition, it will help accelerate our customers’ transition to more sustainable operations,” said Heléne Mellquist, President of Volvo Penta.

Dual-fuel technology

The dual-fuel solution’s main advantage is that it will reduce the emissions of greenhouse gases while at the same time providing a robust and reliable solution. And, if hydrogen is not available, the application continues to run on traditional fuel, safeguarding productivity.

The design and testing of the hydrogen-injection system will take place at CMB.TECH’s Technology and Development Centre in Brentwood, UK. Here, Volvo Penta engines will be tested to optimize the hydrogen-diesel injection strategy for maximum reliability and emission savings.

“The simplicity of the dual fuel technology allows a quick introduction into many applications. The potential to decarbonize with green hydrogen is huge, but many applications require a fallback scenario of traditional fuel to maintain a viable business. With the dual fuel technology, your asset is future-proof, even without full coverage of a reliable hydrogen infrastructure today,” said Roy Campe, Chief Technology Officer of CMB.TECH.

“This solution is a valuable tool to have on our way to reaching our ambitious commitment to the Science Based Targets initiative where we aim to reach net-zero value chain emissions by 2040,” concludes Heléne. “There is no ‘one-solution-fits-all’ answer, which is why Volvo Penta is investing heavily in exploring a wide range of sustainable and bridging technologies – such as hybridization, electric drivelines, fuel cells, and alternative fuels for combustion engines – allowing customers to find the technology that works best for their application.”

Toyota gets back in gear after SA floods

Supply of Toyota vehicles to Zambia is getting back on track after devastating floods in South Africa earlier this year delayed shipments of cars.

The company is working at full speed to get its plant in KwaZulu-Natal back up and running after April’s floods badly affected the region’s automotive industry, with production halted at Toyota’s Durban factory, logistics routes knocked out and damage to the port of Durban.

It has been three months since the Toyota Prospection Plant in Durban suspended its operations due to the damage caused by heavy rain and flooding from the Ntshongweni Dam.; which flooded the factory in 50 minutes after the river dam broke.

The 87-hectare plant produces and sells vehicles such as the Hilux pick-up, Corolla Cross, Hiace and Fortuner to 74 different countries around the world, Zambia being one of them.

“Our colleagues in South Africa are working round the clock to stabilise production ; they have our full sympathy and support after such a devastating catastrophe, said Toyota Zambia Chief Operating Officer Nenad Predrevac.

The floods have caused serious logistics problems for the in-bound movement of automotive parts and the delivery of finished vehicles outbound via the port.

The factory is set to begin with production during July and is expected to return to full capacity from October this year.

“We thank our customers in Zambia for their patience and support during this difficult time and wish to reassure them that we are in constant communication with our production centre to ensure full availability is restored as soon as possible, added Mr Predrevac.

Toyota South Africa announced that it is slowly getting back after the intense floods, and that about 4000 of the production vehicles that were on site at the time will be written off and have been destroyed for the purpose of future quality.

Parent company Toyota Motor Corporation Company is supporting the plant hindered by the floods with all the cash flow challenges they are facing as it gets back on the road.

Toyota South African Motors is doing all that they can including 18 hour shifts in a day, 9 hours each; 6 days a week and in every 90 seconds a Hilux pick-up is sent off.

About Toyota Zambia
Toyota Zambia is the official distributor and dealer for Toyota and Hino, and Automark pre-owned vehicles.
Through its branches in Lusaka, Kitwe, Livingstone and Solwezi, and authorised service centres in Kabwe, Chipata, Mkushi and Kasama, the company also provides genuine parts and quality aftersales service across Zambia.
Toyota Zambia has been a trusted household name in the vehicle market since its establishment in 1963 as a member of the Lonrho group of companies.
https://www.toyotazambia.co.zm/

Transport logistics central to improved trade with Africa

The African Continental Free Trade Area (AfCFTA), whose trading started last year, is grounded in the understanding that intra-continental trade is one of the crucial tools that can integrate economies, accelerate growth of countries, improve competitiveness, and improve economic development of economies.

To fully unlock the opportunities in the AfCFTA, the interconnectedness of African countries and movement of goods and persons comes to play.

Cargo movement and movement of persons is critical for trade between countries as it ensure that business parties send and receives goods timeously, as well as businesspeople engage.

This is where countries like Zimbabwe stands to benefit a lot.

First Zimbabwe is not a landlocked, but a land-linked country, and this gives its businesses an advantage to supply competitively priced products without much hinderance in Southern Africa, riding on proximity to lucrative markets in the region.

For example, the road distance between Harare and Lusaka by road is around 500km.

If competitors from Johannesburg, South Africa want to access the same market, they must meet the cost of additional 1,230km as the distance to Lusaka is around 1,730.

So, when looking at how logistics is an important factor in export business, the location of Zimbabwe at the heart of Southern Africa places the country at a competitive advantage for local companies to increase exports to the region.

For local businesses, however, the issue is not only the position of the country but accessibility to those markets as supportive infrastructure is key.

In that regard, it is encouraging to note that President Mnangagwa’s Second republic is placing priority on improving the transport sector, starting with road and railway rehabilitation.

Considering the strategic importance of the road network in enhancing accessibility as well as promoting domestic and regional trade as a key transport corridor, the National Development Strategy 1 (NDS1) identifies the urgent need to rehabilitate national road networks, particularly those that link the country to the rest of the region.

“In this regard, the NDS1 will target to increase the number of kilometres of road network converted to meet Southern Africa Transport and Communications Commission (SATCC) standards from five percent to 10 percent by 2025 and to increase the number of kilometres of road network in good condition from 14 702km to 24 500km by 2025.”

Currently, the Government is implementing the Emergency Roads Rehabilitation Programme (ERRP2) that is targeting to repair roads that were damaged by heavy rains received during the rainy season.

The Government is also prioritising rail networks, which are crucial if the country is to reduce the cost of landing products in export markets.

Under NDS1, plans are to improve secure investment towards railway infrastructure development as well as increasing freight cargo moved from 2.6 million tonnes per annum in 2020 to 6.7 million tonnes per annum by 2025.

Zimbabwe being land-linked, its location in Southern Africa makes it a key transit point in the regional transport system, thereby making it even more important for the country to invest in maintaining and upgrading a reliable transport network and to integrate its transport network with neighbouring countries.

The extent to which countries may tap into regional and other African markets is a function of how well it is connected to other countries.

Whilst the infrastructure development projects are underway, local companies also need to position themselves so that they tap into transport corridors that are currently in place to access all markets across the continent.

North-South Corridor

Zimbabwe is central to the North-South Corridor and the Second Republic is already implementing several developments in this corridor.

The North-South Corridor runs between the port of Dar es Salaam in Tanzania to the Copperbelt of Zambia and Democratic Republic of Congo and down through Zimbabwe and Botswana to the ports in southern Africa, taking in ‘spur’ connections through Malawi and Mozambique in the east.

The North-South Corridor also links the DRC through Zambia with the Port of Durban by road and rail with an option to pass through Zimbabwe.

This makes Zimbabwe a key and integral part of trade into these countries being linked by North-South Corridor.

The North-South Corridor is the busiest in the region in terms of values and volumes of freight and the Government of Zimbabwe has been making efforts to upgrade the corridor beginning by upgrading the Beitbridge Border post, of which a first phase section for cargo has been opened to traffic.

The Second Republic is also working on the Harare-Masvingo-Beitbridge road, of which over 313km have been opened to the motoring public.

Beira Corridor

Zimbabwe is also part of the Beira Corridor which serves road transport along the Beira–Mutare–Harare–Chirundu–Lusaka Route, which overlaps with the Harare–Chirundu–Lusaka section of the North–South Corridor, and the Beira–Tete–Blantyre Route, the so-called Tete Route, and the Beira–Nhamilabue–Nsanje–Blantyre Route, the so-called Sena Route, as the shortest route to the sea for inland countries including Malawi, Zambia, and Zimbabwe.

The Beira Corridor is one of the main routes into Zimbabwe, while also serving some Zambian traffic.

Trans-Kalahari Corridor

Zimbabwean Traders have also an option either to use the Trans-Kalahari Corridor or Trans-Caprivi Corridoras the trade corridor links West-Africa, as well as Europe, the Americas, and West Africa.

The Trans-Kalahari route is also a much faster route for road transportation, as it saves about five to seven days, compared to other ports in the region for cargo from European and America.

Maximum utilisation of Walvis Bay Dry Port

As the country does not have direct access to the ocean, local companies must take full advantage of the Zimbabwe’s dry port facility at Walvis Bay in Namibia.

The dry port, inaugurated by President Mnangagwa in 2019, improves the export competitiveness of Zimbabwean companies by reducing the export and import costs of cargo.

This is achieved through reducing turnaround time and discounted handling charges.

Currently, Zimbabwean businesses largely uses Mozambican and South Africa trade routes, and the South African route is heavily congested.

Therefore, the Walvis Bay route provides a safe, faster, cheaper alternative for Zimbabwean importers of raw materials and exporters of finished products.

Through this facility, Zimbabwean companies are also able to easily access markets in Central, West, and North Africa.

Collaboration is key for distant markets

Time bound studies conducted have shown that costs induced by time have additional implications for international trade.

Various studies have demonstrated that higher logistical costs and longer transport times have negative effects on trade volumes and on firms’ ability to export.

For local companies to sustainably supply international markets, there is need improve on lead time, and leverage on existing corridors.

For products to land cost-effective in countries which may be far away there is also a need for companies to start collaborating in exports markets through consolidation rather than competing.

This year ZimTrade, the national trade development and promotion organisation, has conducted market surveys in Ghana, Kenya, and United Kingdom and sentiments have been that since the markets are bit far away there is need for companies to collaborate and share some costs to penetrate these markets.

Congo plans border post expansion as mining trucks endure up to 60 km queues

Democratic Republic of Congo plans to expand its main border post with Zambia, a source close to its government said, to ease truck queues of up to 60 km that copper miners have faced this year due to increased production and inadequate infrastructure.

The backlog of trucks at Kasumbalesa, a border town and the main exit point for metals exports from Congo, is an example of supply chain disruption that will make it harder to meet future demand for copper, essential for electric vehicles.

“A construction project for a second Lubumumbashi – Kasumbalesa road is in the process of being signed,” the source told Reuters, adding that it would take at least 18 months to complete from the date the project is approved.

The source did not give an expected timeline for the approval.

“The turnaround time of trucks has increased substantially… it takes an extra 45 to 60 days for the products to reach consumption centres in Asia, Europe or North America,” said a source at a company with operations in the central African country.

This compares to around 15 days in 2019.

Africa’s biggest copper producer, Congo accounted for 1.8 million tonnes of mined production of the metal last year, about 8.5% of the global total, according to the US Geological Survey.

The long queues of trucks are due in part to increased traffic, according to Michel Kibonge Nyekuma, chief of staff for the Minister of Mines.

The largest miners in Congo include Glencore, Canada-listed Ivanhoe Mines, China’s CMOC and Kazakh firm Eurasian Resources Group. Some have increased copper production this year.

Ivanhoe, operator of the Kamoa-Kakula mine in Congo, transports its products by truck to the South African port of Durban.

It referred to a June 6 update on production, costs and timelines, saying it expects to reach the upper end of its 2022 guidance of between 290 000 tonnes and 340 000 tonnes of copper concentrate, from 105 884 tonnes in 2021. It projects further rises for 2023.

Congo is also the world’s top producer of cobalt used to make the rechargeable batteries that power electric vehicles.

Glencore, which produces most of its cobalt in Congo, saw its global output rise 46% in the first quarter of 2022 compared to the same period last year.

Miners with operations in Congo say they have been calling on the government to invest in infrastructure and switch from paper to electronic systems, arguing that projected copper shortages in future are likely to be exacerbated by transportation bottlenecks.

More border posts would add “a significant amount of processing capacity, create competition between the different provinces (and) all those customs clearing revenues would improve efficiencies,” one official at a mining company said.