CSIR simulation helping to improve truck flow on N4 corridor

A sophisticated simulation model, developed by a dedicated team at the Council for Scientific and Industrial Research (CSIR) in Pretoria, is proving an important and very worthwhile tool in improving the flow of trucks on the N4 road transport corridor. These trucks, mostly loaded with export minerals, travel from the mines in the North-West, Mpumalanga and Limpopo provinces, to the port of Maputo in Mozambique.

The choice of the CSIR to develop modelling tools and systems to support national logistics on the N4 was a natural one considering the experience and expertise built up over the history of this 78-year-old institution, which is a national research council that also enjoys support from private business for much of its work.

Similar road traffic simulations were originally developed and used to improve coal supply chains to Richards Bay decades ago and were used again in preparation for the 1994 elections and more recently for supply chain optimisation.

In the case of the N4 corridor project, a “What If” analysis is undertaken for various modelling scenarios. This system highlights impacts down the line and in other areas without affecting real-time operations on the corridor itself. Subsequently, the revised system’s efficiency is monitored on an ongoing basis to see if there are any deviations and if so, why.

Congestion on South Africa’s major transport corridors remains the key factor affecting road transport. For instance, the average number of extra-heavy cargo trucks on the N4 daily is around 4 500, with around 1 600 of those carrying loads destined for export. This illustrates the critical need to cut travelling time and to speed up the border crossing processes, thereby lowering overall logistics expenses.

“It is gratifying that focused attention has been given to the processing of vehicles through the port of entry, while traffic management on the corridor is benefitting from the improved control of truck queuing,” commented Barbara Mommen, Corridor Specialist and participant in the National Logistics Crisis Committee’s (NLCC’s) Workstream 2.

Currently the transport and logistics sectors contribute about 10% to South Africa’s GDP, with transport alone adding 6.5% in 2021. Road transport is becoming increasingly more costly than rail, mainly due to continual fuel price increases (the transport industry’s fuel costs have increased with some 73% between 2021 and 2023), but the country’s rail challenges leave little option.

The establishment last year of the NLCC as a government structure with private business participation was an acknowledgment by the Government that the inefficiencies in the transport and logistics sector are costing the country around R1 billion each day.

Members of the NLCC agree that it is important that specific attention be given to prioritising bulk mineral exports, which comprise most transit exports from South Africa through the port of Maputo, and which are the major contributor to congestion at the Lebombo border post.

The mining sector’s contribution to the national economy amounted to a significant 6.2% of GDP in 2023, so improved efficiencies and competitiveness are crucial for their supply chains as they compete internationally for business. Increased efficiencies and improved turnaround times are essential if mining and logistics operations are to ensure sustainable commercial operations going forward.

“While consistency is key, the latest progress represents a long-awaited intervention which is having good results. Besides the efforts of the CSIR’s modelling team we are also extremely grateful for the cooperation of several other organisations, including the South African Revenue Service (SARS), Border Management Agency (BMA), SANRAL, and private stakeholders who are all working together to make this project a success,” adds Mommen.

The separation of general cargo from transit bulk minerals going into Mozambique is crucial. The facilitation of the seamless movement of bulk cargo is essential until the development of the One Stop Border Post is complete. As bulk cargo is relatively low risk and operators are well known to the authorities, the implementation of an Authorised Economic Operator programme for bulk cargo will significantly improve the movement of this type of cargo.

The NLCC has identified several key actions to improve efficiencies in South Africa’s freight logistics system and to increase total export volumes, making the country more competitive as part of global supply chains. This must include reducing congestion and improving the efficiency and performance of all the systems involved in moving cargo along the various transport corridors.

There are varying challenges faced on all these key transport corridors, with the N4 route being one of those with the added complexity of an international border crossing.

Corridor Recovery Teams have been established for all the busiest transport routes in South Africa, with each team being totally focused on a specific route. In many cases the solutions that work and improve the situation on one route can be used on others.

Four key objectives were identified to address the problems specifically encountered on the N4 corridor:

  • Improve the processing and flow at the Lebombo Border post.
  • Find solutions that will allow better management of congestion to create an improved flow of goods.
  • Improve security and safety on this corridor.
  • Build a bank of data and information to identify and better understand problem areas, and to proactively find and implement solutions as soon as possible to improve the situation.

Already there are several positive indicators which show the benefits of the NLCC work, linked with the CSIR modelling process. One of these measurements is the decreasing average length of the queue at the Lebombo border post in Mpumalanga, which went down from 16 km in October and November 2023 to 7 km in February 2024.

Data obtained from the Logistics Management System (LMS) which tracks the real-time movement of a percentage of vehicles on the N4 route, is measured against a corridor performance index. Data from SARS assists in validating information collected on the corridor.

Several proactive initiatives by SARS have resulted in a one-stop immigration and customs control point at the border posts, which cut waiting time considerably. There are now two queues for the trucks, while a fibre-optic network to enable automated number plate recognition as well a multitude of CCTV cameras monitored 24/7, are also comparatively recent additions to smooth the way for the trucks and their drivers.

The drivers themselves have been educated and sensitised as to the role they can play in speeding up the transit time. The observance of control policies by certain truck operators and agents is another step in the right direction to speeding up processing at the port itself.

A facet of the strategy to speed up cargo transit on the N4 corridor that is difficult to control is the bunching-up of general cargo trucks as distinct from those carrying minerals, which slows truck movement. There are also peak push periods through the border posts which is outside the control of the authorities and can only be resolved by better coordination in the corridor supply chain.

SARS team members involved in the Lebombo border post have built good relations with their counterparts in Mozambique, resulting in excellent cooperation in finding a solution when there are delays on the Mozambique side of the border.

A medium-term proposal is the establishment of a one-stop border post for mineral trucks only, while a longer-term plan is to build a smart one-stop border post for all traffic.

A host of further proposals are under consideration for improving the N4 corridor situation in the future.

These initiatives include:

  • Sharing information on the process to cross the border as well as doing the clearing and completion of documents at the point of loading with the correct registration codes.
  • Not having vehicles waiting for papers close to the border post as they create congestion.
  • Once a truck holding area has been established, a “green lane” needs to be created with smart seals and tracking that will still be subject to the SARS risk matrix.
  • Working with cargo owners to introduce compliance and self-regulation into commercial contracts.
  • Working with cargo owners and transport operators to operate on dedicated truck release times over a 24-hour period to reduce peaks and valleys in terms of arrival at the border post.
  • Also, investigating the use of SANRAL’ s planned queuing systems.

“The work is not yet complete but there is an indication of continuous improvement as trade flows change,” concluded Dr Juanita Maree, CEO of the Southern African Association of Freight Forwarders (SAAFF) and senior executive of Business for South Africa’s Transport and Logistics Focal Area. “These are complex issues we are dealing with and there are no easy solutions, but we are seeing evidence that the Business-Government partnership and the work of the NLCC are having a positive impact.”

With acknowledgement to the various stakeholders who contributed to this article.