Malmoza

operates a local fleet of more than 200 trucks, primarily flatbeds and tautliners in superlink and triaxle configuration, supplemented by a much larger collaboration network across SADC.

For this report, the 200-plus local fleet is the meaningful number: it represents directly available operating capacity rather than partner vehicles.

Hestony Transport

Hestony is widely identified as one of South Africa’s largest independent refrigerated transport fleets, with approximately 500 trucks operating from its Bloemfontein base.

Cold-chain scale changes fleet economics: refrigeration equipment, temperature monitoring and time-sensitive utilisation sit alongside the normal heavy-truck costs of fuel, tyres and maintenance.

ZEN Freight / BlackMagic Logistics

ZEN Freight and sister company BlackMagic Logistics operate an owned fleet of more than 500 vehicles. The fleet moves manganese, chrome, coal, anthracite, fertiliser, grain, steel and containers and carries more than 300,000 tonnes of cargo a month.

The business is a strong example of the new generation of South African bulk operators building scale around mineral corridors while retaining the flexibility to serve agricultural and general freight.

Unitrans

Few Southern African operators have built a fleet culture as deeply specialised as Unitrans. Its transport operations span tankers, agricultural combinations, bulk vehicles and dedicated distribution fleets, often designed around one customer or commodity.

That makes Unitrans less a conventional haulier than a fleet-outsourcing business. The company’s value is its ability to design, operate and maintain transport systems for customers whose own products require specialised equipment or tightly managed delivery schedules.

Value Logistics

controls an operating fleet of more than 4,600 vehicles and forklifts across its logistics businesses. The number is broader than trucks alone, but the scale places Value among South Africa’s major fleet-controlled logistics platforms.

Its mix of distribution, dedicated transport, truck rental and supply-chain services also shows how blurred the boundary has become between a transporter and a broader fleet-services company.

Treadstone Resources

Treadstone has grown at a pace that mirrors the intensity of South Africa’s mining logistics market. Its expansion curve ran from 60 trucks in 2021 to 200 the following year, 350 in 2023, 400 in 2024 and 500 in 2025.

The fleet moves coal, chrome and iron ore, commodities where payload, turnaround time and corridor discipline determine the economics of the contract. Treadstone’s growth is therefore as much a story about mineral flows as it is about fleet expansion.

Reload Logistics

Reload has become one of the most consequential regional trucking groups in the mining and commodities trade. Its owned fleet exceeds 1,000 trucks across Sub-Saharan Africa and is supplemented by a vetted carrier network.

Its South African presence is important because Richards Bay and other export gateways connect the company’s road fleet to rail, warehousing and bulk-handling operations. Reload’s scale is therefore continental rather than national, with trucks functioning as one part of a wider commodity-logistics system.

Super Group

Super Group’s South African transport footprint is spread across several businesses rather than one monolithic truck fleet. Mining, consumer distribution, convenience logistics, vehicle rental and fleet-management operations all sit within the group.

Historic divisional disclosures show just how large that platform has been, but the current picture is best understood by business unit rather than by rolling every vehicle into a single headline figure. For fleet suppliers, that distinction matters: a coal-haulage tractor and a consumer-distribution vehicle may belong to the same group but serve entirely different procurement cycles.

Ni-Da Group

Ni-Da has developed a fleet of more than 600 vehicles around high-volume bulk and mining work. A 2026 order for 165 Volvo FMX trucks, beginning with an initial 25-unit delivery, is one of the largest identifiable current OEM fleet moves in Southern Africa.

The order is important beyond Ni-Da itself: it shows continued willingness among high-utilisation side-tipper fleets to commit large blocks of capital to premium European heavy-duty equipment when uptime and lifecycle cost justify it.

RDM Logistics

RDM has grown from ten trucks to a 130-truck cross-border fleet serving South Africa, Zimbabwe and Zambia. Its current parc includes MAN TG3 TGS, Mercedes-Benz Actros, Volvo FH480 Globetrotter and Scania R460 tractors.

The fleet reached its 100th-truck milestone with a Mercedes-Benz Actros 2652 in 2025, providing a useful example of how OEM finance, long-term brand relationships and planned replacement cycles shape family-owned regional fleets.

Today's Destiny Logistics

Today's Destiny controls more than 200 trucks across tipper, refrigerated, tanker and flatbed applications.

The spread of equipment makes it a diversified fleet rather than a single-commodity haulier, increasing its relevance to both the truck and body-equipment markets.

HGC Transport & Logistics

HGC is one of the clearest examples of mining and energy haulage reaching industrial scale in Zambia. The company discloses 110 mining trucks alongside 600 oil tankers and more than 300 flatbeds and LPG trucks.

The mining fleet matters in its own right. Zambia’s Copperbelt and the DRC-facing corridors demand high-capacity equipment able to work between mines, processing sites, border crossings and regional supply routes. HGC’s disclosed 110 mining trucks therefore sit inside a much larger logistics platform rather than as a small specialist sideline.

Reload Logistics

Zambia is a natural centre of gravity for Reload’s regional business. The company’s trucks connect mines and warehouses to ports and border posts, while its more recent rail services between South Africa and Zambia add another layer to the corridor network.

Reload’s importance lies in that multimodal reach. Road remains the workhorse, but the company is increasingly able to switch selected commodity flows between truck and rail according to cost, capacity and transit-time requirements.

Unitrans

has operated dedicated transport in Zambia for decades, including major agricultural and industrial contracts. Its model is built around embedding fleet capacity inside the customer’s operation, making the vehicles part of a wider production and distribution system rather than an open-market haulage pool.

Mataaz Limited

Mataaz operates more than 100 trucks with interlink flat-deck and tautliner trailers. Its replacement policy is unusually explicit: trucks are replaced at the earlier of 600,000 kilometres or 42 months.

That discipline is commercially important in a cross-border business where the fleet routinely runs to South Africa, Angola, Botswana, DRC, Malawi, Mozambique, Namibia, Tanzania and Zimbabwe.

Freight & Passenger Services

operates more than 100 relatively new trucks, including tri-axle semitrailers, low-beds, fuel tankers and crude-oil tankers.

The business sits inside a wider Zambian group that also includes clearing and forwarding and vehicle distribution, giving the transport operation access to workshop and automotive capabilities beyond a stand-alone haulier.

Remus Logistics

Remus operates 300 fuel tankers, giving Zambia another large hard-number energy fleet beyond HGC. A further 200-unit expansion was announced for 2026, but the report keeps that programme separate from the current operating fleet.

The scale reflects Zambia’s role as both a domestic fuel market and a transit platform into the Copperbelt and neighbouring states.

South Great Logistics

combines 300 company-owned trucks with 175 contracted 30-ton trucks.

Separating the two pools matters: the owned fleet belongs in the asset ranking, while contracted capacity shows the larger transport platform available to the business without inflating its capital fleet.

Karan Logistics

operates more than 300 trucks across tanker, side-tipper and flat-deck work.

The business is targeting much larger scale by 2027, but this report keeps future ambition out of the current fleet number and uses only the operating base already disclosed.

SABOT Group

SABOT has built one of Southern Africa’s most substantial independent long-haul fleets, with more than 500 truck tractors and over 1,200 trailers. Its depot network follows the corridors on which those vehicles operate, reducing the distance between a truck and maintenance or operational support.

The large trailer-to-tractor ratio also gives SABOT flexibility across cargo types and helps keep tractors earning while trailers are loading, offloading or awaiting clearance.

Unifreight Africa / Swift

Unifreight remains one of Zimbabwe’s best-known road-freight businesses, combining the Swift network with full-load and dedicated transport. Its 2026 acquisition programme added 100 trucks and trailers, signalling fresh investment into a fleet serving both domestic distribution and cross-border trade.

Strauss Logistics

Strauss has developed around one of the most demanding transport segments in the region: fuel and LPG. The operation comprises 230 tankers and trailers, supported by dry-cargo capacity and regional cross-border operations.

In this part of the market, fleet quality is inseparable from safety and product integrity. Tanker specification, driver training and route control carry far greater weight than in ordinary general freight.

Reload Logistics

Zimbabwe sits naturally inside Reload’s Southern African network, linking mining and agricultural cargo to the wider regional fleet. The company’s scale allows it to allocate trucks across borders rather than treat each country as an isolated operation.

Leopack Transport

Leopack operates more than 200 trucks with triaxle and superlink trailer combinations, high-sided bulk units and specialised high-cube bulk containers.

The fleet gives Zimbabwe another sizeable hard-number private operator beyond SABOT and the major integrated groups.

Ajara Trucking Logistics

Ajara’s 100-truck fleet carries crude oil, diesel, rice and granite and is managed from Harare.

The cargo mix spans energy and bulk commodities, placing the operation in the high-mileage regional segment of the Zimbabwean market.

Lafrica Logistics

Lafrica was established initially to serve its group mining operations and became an external logistics business as demand grew.

The division currently presents a fleet above 300 trucks while other current group material refers to 100-plus units across Zimbabwe, Zambia and South Africa. The report preserves that discrepancy rather than forcing the two disclosures into a single figure.

Coleman Transport

Coleman’s operating base spans truck tractors, interlink flat decks, dry-bulk and liquid tankers, low-beds, side-loaders, side-tippers, tautliners, rigids and support vehicles.

The approximately 500-unit figure is broader than trucks alone, so it is not ranked as 500 trucks. Even with that qualification, Coleman is one of Namibia’s most substantial privately controlled logistics asset bases, with depots in Windhoek, Walvis Bay, Rosh Pinah, Tsumeb and South Africa.

CSC Transport

CSC operates around 80 GPS-monitored Freightliner flatbeds from its Beira-based logistics platform.

The fleet carries bulk, bagged and containerised cargo and works the Mozambique–Malawi routes through Dedza and Mwanza, making it a useful hard-number benchmark for the Beira corridor.

Transkamba

controls more than 100 motor vehicles, including specialist trucks for cement, fuel and asphalt alongside loaders, excavators and forklifts.

Because the published number includes non-truck equipment, the report treats 100-plus as a mixed operating fleet rather than a pure truck count. The company’s 100,000-square-metre operating park in Viana includes workshops, warehousing and parking, supporting a vertically integrated transport operation.

Motrex Limited

Motrex has emerged as one of the largest cleanly quantified truck fleets in Kenya. The Mombasa-based operation controls more than 500 heavy-commercial trucks and has standardised the fleet around Mercedes-Benz.

That single-brand strategy gives the company a distinct maintenance and parts profile compared with Kenya’s more diversified fleets, while its coastal base places the trucks directly into Northern Corridor and East African line-haul work.

Kyoga Hauliers

Kyoga is one of the most diversified large fleets in the Kenyan market. Current operating material places the fleet above 400 trucks, while the wider company profile places the business beyond 500.

The equipment spans tankers, tippers, low-loaders, high-sided trailers, flatbeds and skeletal trailers. Its OEM mix—Mercedes-Benz, UD/Nissan, Renault, MAN, Beiben and FAW—captures the increasingly open contest between European, Japanese and Chinese truck brands for high-utilisation East African fleets.

Sibed Transport

Sibed operates a 400-truck fleet built around Mercedes-Benz Actros and Scania, working across Kenya, Uganda, Tanzania, Rwanda, the DRC and South Sudan.

Its scale makes it one of the clearest examples of a Kenyan-based regional fleet whose economics are shaped by border time, long-distance maintenance and the need for dealer support across several countries.

P.N. Mashru

P.N. Mashru’s 300-plus trucks cover side-body work, flatbeds, skeletal trailers, tippers and tankers, giving the company exposure to both port traffic and regional inland freight.

The fleet’s breadth makes it a useful measure of the way established Mombasa hauliers have diversified away from container work into industrial, bulk and specialist cargo.

Siginon Group

Siginon’s road-freight operation is presented at more than 300 trucks across Nairobi, Mombasa and Dar es Salaam, giving the group significant reach along the Northern and Central corridors.

Other company material has carried lower fleet figures, so the report treats the 300-plus disclosure as the current road-freight measure rather than assuming it is a Kenya-only fleet.

Dakawou Transport

Dakawou operates more than 250 trucks across petroleum, bulk and project-cargo work, placing it among Kenya’s larger asset-owning transporters.

Its operating model reflects the importance of energy distribution and heavy industrial cargo to fleet scale beyond the container terminals of Mombasa.

Acceler Global Logistics

Acceler has built an owned and operated fleet above 200 units and identifies the ability to mobilise a dedicated block of 200 trucks for large assignments.

Because its wider fleet description also includes light-commercial vehicles and motorbikes, the report does not automatically equate every disclosed vehicle with a heavy truck. The company nevertheless belongs in the serious-operator universe because of its owned capacity and large-contract mobilisation capability.

Greatlakes Freight & Transport

Greatlakes established its Mombasa subsidiary with more than 200 trucks, part of a regional network that also developed sizeable capacity around Beira.

The disclosure is retained as a dated company milestone rather than represented as a newly verified 2026 Kenya-only total, but it confirms Greatlakes as an important large-fleet operator deserving continued tracking.

Roadtainers Mombasa

Roadtainers has grown past 140 fleet units and combines ordinary road freight with low-bed, vehicle-carrier and heavy-haul capability.

That makes the company more relevant to Kenya’s equipment market than a simple truck ranking suggests: specialist trailers, abnormal-load work and project cargo place different demands on tractor specification, driver skill and maintenance.

A.A. Transporters

operates roughly 120 trucks and one of the broadest identifiable OEM mixes in the Kenyan market, spanning Mercedes-Benz, Renault, DAF, MAN, Scania, Mitsubishi and ERF.

The fleet illustrates how older established hauliers often accumulate a more diverse parc than newer operators pursuing single-brand standardisation.

Muranga Forwarders

operates more than 100 trucks linking Kenya with Tanzania and neighbouring markets.

Its scale places it above the threshold for a serious regional fleet and adds another asset-owning operator to the middle tier of the Kenyan market.

Expediters International

Expediters controls more than 100 trucks equipped with cargo tracking and works across East and Central Africa.

The company is representative of the group of established 100-plus-truck Kenyan hauliers that sit below the headline fleets but still buy, maintain and replace equipment at meaningful scale.

Tanzeel Logistics

Tanzeel’s 100-plus trucks are heavily exposed to mineral and industrial cargo including iron ore, gypsum, coal and clinker.

That cargo mix makes the company important to the heavy-duty end of the market, where payload, driveline durability and tyre cost can matter more than urban distribution features.

Seafast Africa

Seafast’s African transport operation exceeds 100 trucks and includes low-loaders capable of carrying out-of-gauge cargo from roughly 25 to 165 tonnes as well as car carriers.

The fleet is anchored by a transport yard close to the Port of Mombasa but operates across a wider African network. It is therefore treated as regional capacity rather than a Kenya-only truck count.

Mitchell Cotts / Seven Stars

Seven Stars, the project and heavy-haul division of Mitchell Cotts, belongs in the Kenya chapter even without a published tractor count. The business was built from Coast Hauliers assets and personnel and operates what it presents as one of the region’s largest collections of hydraulic multi-row modular trailers and specialist heavy-haul tractor units.

The equipment is designed for power-generation, oil-and-gas, infrastructure and other abnormal cargo. In market terms, this is precisely why fleet significance cannot be reduced to a single truck number: a smaller specialist tractor fleet can command far greater equipment value and technical capability than a much larger general-freight operation.

Blue Coast Investment

Blue Coast operates more than 300 trucks across several Tanzanian cities and into East and Central Africa. The business combines road freight with warehousing, customs clearing, fleet management and last-mile delivery.

Its scale places it in the same broad fleet tier as Simera and above many of the better-known specialist operators in the market.

Simera Transport

Simera operates more than 300 trucks across East and Central Africa. The fleet is supported by GPS tracking and includes equipment for general freight and project movements.

From its Dar es Salaam base, the company is positioned directly on the import corridors serving landlocked markets, giving fleet utilisation a regional rather than purely Tanzanian character.

Lake Trans

is one of Tanzania’s largest road-freight businesses. The disclosed operating base ranges from about 500 trucks to a wider 750-vehicle transport operation, including local and transit petroleum tankers and flatbeds serving petroleum, LPG, mining and cement work.

The varying figures make an exact tractor count difficult, but they leave little doubt about the scale of the operation. Petroleum transport remains the core, giving Lake Trans a fleet shaped by tanker safety, cross-border utilisation and high annual mileage.

Mowara

has built one of Tanzania’s larger privately controlled road-freight operations, with more than 200 company-owned trucks supplemented by subcontractors and vehicles managed on behalf of other owners. Its cargo range runs from containers and breakbulk to liquids and dangerous goods.

The combination gives Mowara both asset control and the ability to scale beyond its own balance sheet when demand rises.

Bhanji Transport

Bhanji’s disclosed fleet exceeds 500 trucks and trailers, with a large concentration in coal haulage. The combined number cannot be read as 500 tractors, but it still points to a sizeable capital base built around bulk commodity transport.

Coal places different demands on the fleet from general cargo: payload, tipper configuration, loading cycles and road conditions all influence both truck choice and maintenance cost.

TJL Co.

TJL’s 85-tipper fleet is a useful reminder that specialist fleets should not disappear beside much larger general-haulage numbers. Its trucks are built around aggregates, coal and bulk work, where payload and rapid loading and discharge matter more than trailer versatility.

Travel Partner Logistics

Travel Partner offers one of the clearest model-level disclosures in the East African market: 70 Sinotruk HOWO 6×4 tractors paired with 40-foot flatbeds, supported by three low-loaders.

That fleet runs across both the Central and Southern corridors, making the company a useful marker of how Chinese heavy trucks are being deployed in long-distance regional freight rather than only in construction or short-haul work.

SSN Group

SSN moved above 200 operational trucks after adding 50 HOWO A7 420HP tractor heads in 2025.

The delivery is a strong illustration of Chinese OEM penetration into large East African fleet purchases, particularly where acquisition price and immediate availability are important.

Kisma Transport

Kisma has grown from a single truck into a fleet of more than 100 specialised trucks serving Tanzania and at least ten regional markets.

Its tankers and flatbeds work across energy, mining and FMCG contracts, supported by in-house maintenance and GPS dispatch.

PMM Logistics

PMM operates more than 100 trucks across regional corridors linking Tanzania with EAC markets and Zambia.

The company adds depth to the 100-plus-truck tier beneath the headline fleets of Lake Trans, Blue Coast and Simera.

KK Transporters

KK Transporters’ flagship operation comprises more than 100 trucks, supported by satellite and radio communications. The business is built around heavy-duty and regional freight, making it one of Uganda’s more visible indigenous fleets.

KATRACO Uganda

KATRACO operates more than 200 vehicles overall, including nearly 100 trucks, with a fleet built heavily around petroleum transport. Its published breakdown includes oil tankers, flatbeds and tanker capacity connected to regional operations.

The company’s continuing tanker procurement underlines the durability of fuel logistics as one of the most capital-intensive segments of East African road transport.

Wild Freight Logistics

Wild Freight operates more than 100 vehicles across a mix that includes low-loaders, tippers and temperature-controlled equipment. The company’s regional reach into East and Central Africa gives that fleet a cross-border character rather than a purely domestic one.

Petrocom

has grown from 15 trucks into Rwanda’s most clearly disclosed large transport fleet, with 296 international trucks and trailers plus 18 local vehicles.

The fleet works both the Mombasa and Dar es Salaam corridors and is supported by an in-house maintenance workshop. Petroleum remains the core activity, but tea, coffee and general merchandise broaden utilisation beyond fuel.

Trans Ethiopia

operates more than 400 trucks across five branches and employs more than 1,200 people.

The fleet supports integrated transport and transit operations in a market where reliability on the Djibouti corridor is economically critical. The company also operates tyre, training and vehicle-inspection services, giving the fleet a broader maintenance and support base.

PW Nigeria

operates more than 300 trucks, mainly Mercedes-Benz and Volvo, to support its construction and mining activities. The fleet includes tippers, tractor units, water and fuel tankers, tar sprayers, Hiabs, service trucks and low-loaders capable of carrying up to 75 tonnes.

This is a classic own-account heavy fleet: the trucks are production assets supporting earthmoving, materials movement, port collections and equipment relocation across major projects.

Dangote Sugar Refinery

Dangote Sugar’s refining operation is supported by strategically located warehouses served by more than 500 trucks taking finished sugar to market.

Like the group’s cement fleet, the trucks are part of the industrial distribution architecture. The fleet exists to protect national market reach and product availability rather than to sell transport as a stand-alone service.

BUA Transport / Sokoto plant logistics

BUA’s Sokoto cement operation disclosed an owned fleet of 700 trucks used to move cement and collect raw materials, with plans to add more than 500 further trucks. Logistics, driver management and journey control are handled by BUA Transport.

Even before the planned expansion is counted, 700 trucks make this one of Nigeria’s largest documented industrial transport fleets. It also reinforces the central role of captive trucking in the economics of Nigerian cement.

Dangote Cement

Few African manufacturers depend on trucking at the scale of Dangote Cement. In Nigeria, the company has effectively built a road-distribution system alongside its cement plants, with more than 5,000 trucks supplying depots and customers across the country. Obajana alone is described as being supported by 3,700 trucks.

The scale says something important about the economics of African manufacturing. Where rail capacity is limited and customers are dispersed across a vast geography, the truck fleet becomes part of the production infrastructure itself. For Dangote, control of distribution is almost as consequential as control of the kilns.

The company’s shift towards CNG adds another dimension. A fuel transition across a fleet measured in thousands of trucks has the potential to reshape operating cost, vehicle procurement and maintenance at a scale few African operators can match.

Transport Services Limited — TSL

TSL represents the professionalised end of Nigeria’s heavy-haulage market. The fleet exceeds 800 premium trucks, primarily Mercedes-Benz and Scania, with an average age of around five years and monthly utilisation exceeding 2.5 million kilometres.

Those numbers point to a business built around fleet discipline rather than simply fleet size. OEM-trained maintenance, preventive servicing and high monthly mileage place uptime at the centre of the operating model.

GPC Energy & Logistics

GPC’s rise from five trucks to more than 500 illustrates the scale available to Nigerian operators able to win large distribution contracts. Institutional financing disclosures identify MAN, Sinotruk and Mercedes-Benz equipment in a fleet serving FMCG and cement customers.

The company reportedly covers about 2.8 million kilometres a month, placing utilisation at a level where tyres, fuel, maintenance and driver management become material corporate cost centres in their own right.

Cobil

Cobil’s more than 300 trucks are spread across 13 Nigerian cities and include Sinotruk, Tata, MAN and Mercedes-Benz Actros equipment. The company’s evolution from beverage wholesale into logistics is characteristic of a market where distribution capability can itself become a standalone business.

F Shour Transport

F Shour operates a 200-truck fleet focused on grain and edible-oil movements, adding another substantial captive/industrial logistics platform to Nigeria’s freight market.

Its scale reinforces the importance of food and agricultural supply chains alongside the country’s better-known cement and petroleum fleets.

Dan Oil

controls more than 100 road tankers, placing it firmly in the large privately owned petroleum-fleet tier.

Nigeria’s tanker market remains one of the continent’s most asset-intensive transport segments because product distribution depends heavily on road movement from depots to inland markets.

Hezegovin

operates more than 100 dedicated trucks serving port and general logistics work.

The fleet broadens the Nigerian ranking beyond the very large industrial captives and energy transporters.

Federated Logistics

operates more than 200 articulated, cargo and light trucks operating from Accra, Tema, Takoradi and Kumasi, with regional movements into neighbouring West African markets.

The fleet has served cocoa, food and industrial customers, putting the company at the intersection of Ghana’s export economy and domestic distribution market.

BAJ Freight & Logistics

BAJ is one of Ghana’s established indigenous integrated logistics companies, combining haulage with forwarding, project logistics and customs services. That mix places road transport at the centre of a wider freight business rather than as a standalone service.

AMP Logistics Ghana

AMP operates about 100 trucks from the Tema Free Zones enclave, where the fleet is integrated with 65,000 tonnes of warehouse capacity. An in-house workshop, fuel station and parking for more than 100 trucks support the operation.

The fleet’s defining cargo is cocoa. Trucks move beans into processing plants on a just-in-time basis, tying vehicle utilisation directly to one of Ghana’s most important export industries.

Auntie Nkran Partners

Auntie Nkran Partners’ 2026 recruitment disclosures describe more than 100 articulated trucks and a tanker division growing towards 30 units. The company operates from Tema and is expanding across dry cargo and petroleum haulage.

The figure is particularly useful because it separates the articulated dry-freight base from the tanker expansion rather than rolling everything into an undifferentiated vehicle count.

ZEN Petroleum

operates more than 100 trucks as part of its own distribution platform.

The fleet underlines how fuel marketers in Ghana can be as important to heavy-commercial demand as independent hauliers.

SOCOTRA

publishes one of the most detailed fleet breakdowns in West Africa. The company has more than 200 road tractors within a wider pool of more than 455 vehicles and trailers, including hydraulic tippers, flatbeds, tankers and container carriers.

Its OEM mix is equally broad, bringing together MAN, DAF and Renault with Foton, Kamaz, Beiben, Shacman, FAW and HOWO. Few fleets illustrate the diversity of African truck procurement more clearly.

RapideCargo

is building around container haulage from Abidjan and San Pedro, with a 100-truck programme for 20- and 40-foot boxes. Its proposition combines GPS and digital tracking with self-loading container systems and workshop support.

LS Logistic & Transport

operates more than 100 trucks within a wider fleet of more than 150 trucks and machines. Tippers, semitrailers and tractors are deployed on mining sites in Côte d’Ivoire.

The company’s average equipment age of around two years points to a relatively young capital base — an important advantage in mining cycles where downtime quickly erodes contract economics.

United Mining Supply (UMS)

United Mining Supply has built one of Africa’s most consequential mining-road fleets around Guinea’s bauxite industry. The group operates more than 500 trucks overall, while 350 Renault Trucks K vehicles are currently deployed in mining operations in Guinea.

In Boké, the Renault K fleet moves bauxite continuously from extraction areas to port infrastructure. Each truck travels more than 190,000 kilometres a year, taking the identified 350-truck mining fleet beyond 66 million kilometres annually. The intensity of that duty cycle explains why UMS and Renault Trucks have paired vehicle procurement with on-site parts stocks, technical support and recurring driver and mechanic training.

The OEM relationship is unusually well documented. The decade-long OEM partnership has delivered 600 Renault Trucks vehicles cumulatively, although the report uses the 350 units currently identified in mining operations — and UMS’s own 500-plus total fleet disclosure — rather than treating cumulative deliveries as the present fleet.

Batmex Group

Batmex operates a 60-truck HOWO tipper fleet supporting mining, construction and bulk haulage in Guinea. The fleet is configured to move about 6,000 tonnes a day over a 118-kilometre haul route.

At 60 trucks it is much smaller than UMS, but it is precisely the type of specialist mining fleet the wider report needs to capture: a concentrated heavy-duty fleet whose utilisation is determined by tonnes moved per shift rather than conventional freight consignments.

Cargotrans DRC

Cargotrans operates more than 80 trucks, including 60 6×4 units, 16 6×6 trucks and five 8×8 vehicles. Its trailer pool includes semi-trailers, fuel tankers, bulkers and low-loaders.

The equipment mix is unusually revealing: all-wheel-drive trucks sit beside conventional line-haul units because the fleet must bridge the gap between regional highways and remote mine sites.

Kifaru Logistique SAS

Kifaru expanded from 20 trucks at its 2022 launch to a current 80-vehicle fleet in Haut-Katanga.

Between 65 and 70 trucks rotate daily, moving more than 108,000 tonnes a month. That operating intensity places the company among the more rapidly scaled mining-haulage fleets in the Copperbelt.

Exclusive

uses more than 200 trucks and over 10,000 square metres of warehousing to reach more than 20,000 stores across Cairo, Giza, Alexandria, the Canal region, Upper Egypt and the Delta.

The fleet is a distribution machine rather than a port-haulage operation, showing how Egypt’s dense consumer market can sustain large truck fleets away from the traditional heavy-freight corridors.

LATT Logistics

LATT operates more than 200 trucks and has invested heavily in Mercedes-Benz Actros equipment. A 3,000-square-metre maintenance facility near Alexandria supports the fleet.

The concentration on modern Actros tractors makes LATT one of the clearer examples of a large Egyptian fleet with an identifiable OEM strategy.

EGL Egypt

EGL owns and operates 200 GPS-monitored trucks and maintains them in-house. The fleet supports line-haul, heavy cargo, daily consolidated distribution and last-mile work.

Direct ownership gives EGL control over both maintenance schedules and driver behaviour, making the fleet an operating asset rather than merely purchased carrier capacity.

MSC Egypt

MSC Egypt’s inland trucking business has grown from five trucks in 2008 to 162 fully owned heavy-duty units. The fleet links the major container gateways with inland industrial and logistics centres, giving the shipping line direct control over part of the landside journey.

The word “owned” is significant. Many shipping lines rely heavily on contracted hauliers; MSC’s Egyptian model puts a substantial truck fleet directly inside the carrier’s operating system.

Raya Logistics

Raya’s more than 100 cargo trucks give it a substantial domestic operating base across middle-mile and distribution work. The fleet complements warehousing and broader logistics services, placing the company among Egypt’s significant indigenous road operators.

Al Abbas / MAG

Al Abbas/MAG operates more than 200 premium trucks within a wider transport network that extends beyond Egypt.

The fleet illustrates the scale of private road transport generated by the country’s industrial and port economy.

Sky Logistics

operates more than 100 trucks alongside cranes and specialist project equipment.

Recent additions of tri-axle 6×2 and 6×4 units show continued fleet renewal in the project-logistics segment.

Transmar

Transmar’s dedicated fleet of more than 90 trucks supports a broader multimodal platform linking road, ports and rail.

Although below the 100-truck benchmark, it remains strategically significant because of its concentration in container and intermodal work.

Transload / BLS

Transload entered the BLS group in 2025 with a fleet of more than 100 trucks and a customer base concentrated in FMCG, cement and industry.

The acquisition is important beyond the fleet count: it gives BLS a directly controlled road-transport platform to sit alongside warehousing and freight forwarding, strengthening the emergence of a larger Moroccan end-to-end logistics group.

OMSAN Logistics Morocco

OMSAN operates 85 vehicle transporters in Morocco and handles roughly 240,000 finished vehicles a year through a network that also includes four storage compounds covering about 400,000 square metres.

The relationship between fleet size and throughput is the more revealing metric here. Eighty-five specialist carriers support a much larger annual flow because each truck turns repeatedly between factories, compounds, ports and delivery points.

TIMAR

is one of Morocco’s established international road-freight names, built around the country’s trade links with Europe and domestic distribution. Its long history in forwarding and overland freight gives it a place in the market alongside the larger global groups.

Numilog

is one of North Africa’s largest clearly disclosed road fleets. Numilog operates 800 transport lorries, supported by four logistics platforms and around 250,000 square metres of logistics space.

The business began as a way to support Cevital’s own supply chain but now sells transport and logistics to other industrial customers across Algeria. That evolution mirrors a wider African pattern: once an internal fleet reaches sufficient scale, logistics itself can become a marketable capability.

Condor Logistics

controls more than 1,000 pieces of rolling equipment across its activities, which include goods transport, vehicle and equipment rental, personnel transport and maintenance. The number is broader than trucks, but it still reflects a sizeable logistics asset base.

Nutagra Transport

Nutagra’s transport operation comprises 100 trucks of different tonnages, supplying storage sites and delivering products across 35 wilayas.

The fleet was created to reduce dependence on outside transport availability — a straightforward example of why large industrial groups internalise trucking when distribution reliability becomes strategically important.

Naftal

received 100 Mercedes-Benz Actros road tractors with locally produced Sonacom tanker semitrailers in July 2026 as part of a programme to strengthen petroleum distribution capacity.

The delivery is not presented here as Naftal’s total fleet; it is a hard, current addition to a much larger national fuel-distribution operation and one of Algeria’s most important 2026 heavy-truck procurement events.