Gate Zero: Transporters Question R170 ‘Private Toll Gate’ to Richards Bay Port

Truck operators servicing the Port of Richards Bay say they are being forced to pay a private company simply to access a national port, raising serious questions about fairness, legality and who ultimately controls entry into one of South Africa’s key export hubs.

At the centre of the controversy is Gate Zero, a truck staging system introduced as a solution to long-standing congestion issues around Richards Bay. What began as a traffic management intervention has evolved into a system that transporters say now acts as a de facto gateway to the port.

A System Born Out of Port Inefficiencies

The initiative was developed through collaboration between the Transnet National Ports Authority, Transnet Port Terminals and the City of uMhlathuze, following years of severe congestion that saw trucks queuing for kilometres along public roads, including the N2. According to Transnet, the staging system was intended to remove trucks from public roads and improve turnaround times within the port logistics chain.

Under the system, trucks destined for the port are required to pass through a privately operated staging facility run by MTV Properties. However, correspondence issued to industry stakeholders makes it clear that trucks without a valid staging ticket may be denied access to the port altogether.

“The Port will also not accept trucks without a gate ticket – ‘No Ticket, No Entry’,” Transnet stated in communication to customers.

This requirement has effectively positioned the private staging facility as a control point for access to the port.

R5 Per Ton – Who Approved the Charge?

Transporters say the issue is not just about access, but cost. Trucks are charged R5 per ton to pass through the facility, meaning a typical 34-ton load costs around R170 per trip. With an estimated 1,200 trucks moving through the facility daily, the revenue generated by the system is substantial.

While Transnet has indicated that it cannot directly collect fees from transporters due to procurement constraints, the payment arrangement has been structured so that charges are handled between transporters and the private operator.

For many in the industry, the result is a system where a private entity benefits from a problem created by inefficiencies within the port.

Payment Under Commercial Duress

One transporter has formally challenged the arrangement, stating in correspondence that payments are being made “under protest” and under “commercial duress” in order to avoid disruption to operations. The transporter further indicated that no binding agreement exists with the staging operator, yet trucks risk being denied access to the port if the fee is not paid.

MTV Properties, for its part, maintains that it does not compel trucks to use the facility. In a response to SA Trucker, the company stated that it operates the staging area as part of a broader traffic and logistics management initiative supported by Transnet and the municipality. However, the same response acknowledges that trucks without a Gate Zero ticket may be refused entry into the port.

The company further indicated that its role is limited to providing staging services, including security and facilities for drivers, and that it operates under instructions from Transnet and local authorities.

Despite the implementation of Gate Zero, congestion has not been fully eliminated. Trucks continue to queue along sections of the N2, particularly during peak periods or when the staging facility reaches capacity. Even Transnet has acknowledged that spillover onto public roads still occurs during traffic spikes.

This has led transporters to question whether the system is addressing the root cause of congestion or merely relocating it.

A Tale of Two Staging Systems

Industry comparisons have also raised eyebrows. In other operations, such as those linked to Bulk Connections, staging systems are used to manage truck flow without imposing upfront costs on transporters. Trucks are only charged if they remain at facilities beyond their allocated release time, with the primary cost of staging absorbed within the operational model.

In contrast, the Gate Zero system requires payment upon entry, regardless of how long a truck remains at the facility.

Legal and regulatory questions are now beginning to surface. The National Ports Act 12 of 2005 grants Transnet authority over port operations and access, but it does not explicitly address whether access to a port can be made conditional on payment to a third-party operator.

This has prompted questions about whether the staging fee constitutes a logistics service charge or whether it should fall under the oversight of the Ports Regulator of South Africa, which is responsible for ensuring fairness in port pricing and access.

For transporters, the issue is more immediate. They are not direct clients of Transnet, yet they are now required to pay a private operator to deliver cargo to port customers.

Attempts by industry players to engage with authorities have reportedly not yielded clarity, with scheduled discussions postponed and concerns remaining unresolved.

As the system continues to operate, one question remains at the forefront:

Who ultimately controls access to Richards Bay Port — the port authority, or the gate in front of it?

Several key questions remain unanswered, including the legal basis for enforcing the use of the staging facility, whether any formal directive supports the “No Ticket, No Entry” requirement, whether the R5 per ton fee has been subject to regulatory approval, and the process through which the private operator was appointed.