A tonne of lithium has no passport preference. It heads for the port that can move it at the best combination of cost, speed and certainty. 

This week, Zimbabwe began moving its first 1,000 tonnes of lithium concentrate by rail from the Gwanda Lithium Mine to the Port of Maputo. The journey runs for about 1,000km through a partnership between Zimbabwe’s state railway, private logistics operator Silvergill and the Grindrod-owned Beitbridge Bulawayo Railway. 

Zimbabwe has largely transported its lithium to port by truck, at greater cost and with the usual congestion and logistical complications. The new service gives one of Africa’s largest lithium producers a more efficient route to international markets. 

It also illustrates the competition facing South Africa. 

For years, South Africa could assume that its industrial base, rail network and large ports would attract regional freight. That advantage has weakened. Maputo, Beira and Walvis Bay have invested in becoming practical alternatives, while exporters and shipping lines have shown that they will change routes when South African railways and ports cannot provide sufficient reliability. 

Neighbouring states are consequently outcompeting parts of South Africa’s logistics system. Regional trade can strengthen every country involved, but South Africa loses revenue, investment and jobs when cargo that could move through its corridors finds a more dependable route elsewhere. 

Encouragingly, South Africa has started responding. Eleven private train operating companies received approval in March 2026 to access the national freight network, with operations expected to begin on 1 April 2027. The wider process spans 41 routes across six corridors carrying coal, iron ore, chrome, manganese, containers, fuel, vehicles, agricultural produce and sugar. Collectively, the new operators plan to move up to 24 million tonnes of freight annually. 

This represents important progress as open access will bring more operators, rolling stock and competition onto underused railway lines. Yet private operators alone cannot repair every track, secure the network or modernise port terminals. 

South Africa needs more public-private partnerships across the entire journey from producer to port. Government can retain ownership of strategic infrastructure while private partners contribute capital, specialist expertise and operational capacity. 

The current pipeline includes the Ngqura Manganese Export Corridor, the Richards Bay Dry Bulk Terminal and the container corridor between Gauteng and eThekwini. The Durban Container Terminal Pier 2 concession has also reached financial close. These projects must now move from announcement to implementation with greater urgency.  

Infrastructure is brutally honest. A strategic plan cannot pull a wagon, and a policy announcement cannot load a ship. 

The train from Gwanda carries lithium. It also carries a message for South Africa: trade follows the track that works. 

– Victoria Tompkins
Account Manager