The Copper Mine Bamangwato Concessions Ltd. - Steam in Botswana (August 2005)

Botswana, a landlocked country in southern Africa, is mainly known to nature lovers. The Okavango-delta, the Makgadikgadi-basin and many other national parks are rewarding, if somewhat expensive destinations for safaris. Large parts of the country are very thinly populated. The landscape is mainly flat. Where there is vegetation it comes in the form of small bushlike trees. In a country whose currency is called Pula, which means rain, lack of water could be thought to be the greatest problem. Alas a HIV infection rate of way over 30% weighs heavily on the country, which in the recent years has seemingly prospered (through rich diamond finds) and in which corruption is virtually unknown.

Economic activity is mainly concentrated along the main transport axis, which runs from the South African Mafikeng, the former capital of British Bechuanaland, via the capital Gaborone and Francistown to Bulawayo in Zimbabwe. The British South Africa Company (BSAC) opened a railway in 1897 in cape gauge on this route. Today this line is the heart of the Botswana railways (BR), which operate 890 km of track and whose only locomotive depot is located in Mahalapye.

In Serule a 60 km long branch line to the copper town of Selebi-Phikwe starts, where the Bamangwato Concessions Ltd. (BCL) excavates mixed copper-nickel ore from several shafts in deep and opencast mines. Here you can still enjoy heavy 4-8-2 steam locomotives class 19 and 19D and two 2-6-2+2-6-2 Garratts of South African and Zimbabwean origin in daily service.

When the first copper mine of the Bamangwato Concessions Ltd. opened in 1979 in Selebi Phikwe, they were on the verge of purchasing three brand new diesel locomotives. Because the ore found was low grade they were forced to look for cheaper alternatives. At the same time the state railways of South Africa and Zimbabwe were disposing some of their steam engines. They were selling complete engines for the price of a fuel injector pump for a diesel engines. The National Railways of Zimbabwe NRZ had never been happy with their class 19 engines, so they were willing to sell. Besides that the two class 19B engines has been stored long ago. They had once been bought for the copper mine in Nkana in North Rhodesia and differed from the other class 19 engines of the Rhodesian Railways (RR) in having a short 4 axle tender. There weren't any other differences.

In 1985 they bought, again very cheaply, South African class 19D engines.

After an accident 19D LO 808 (North British 26058/1948; ex 3338 SAS) went to steam heaven. Only the tender remains. Until the middle of the 1990ies the Henschel built LO 804 had three sister locomotives. No. 2, no. 3 and LO 801 (no. 1) had also originally been built for the Nkana Copper Mine in North Rhodesia/Zambia and later run for the Rhodesian Railways as class 19 no. 338, 319 and 337.

The Garratts were only acquired in 1995, but weren't able to replace the class 19. A third, LO 811 (Beyer Peacock 7584/1953, ex 511 NRZ) was cut up as spare part donor after a short period of service.

All steamy activities originate from the main factory Selebi-Phikwe. This comprises not only the management of the mine and the railway depot, but also the shafts "Phikwe I and II". A short connecting line (1.5 km) runs to shaft "Phikwe III" (also called "Shaft 3"), which is served by a small diesel engine. Pivot of all rail operations is the so called exchange yard, with its rail triangle, which all trains have to pass. Between this yard and the main factory there's a branch to Botswana Power Corporation (BPC), the only third party rail connection to the copper mine network. From the exchange yard two important "main lines" start. The first is a 15 km long connection to "Selebi shaft 2" with a 1 km long branch after about 13 km to "Selebi North" or "Shaft 4", on which there are six daily 800 tonne ore trains (Monday to Saturday). The other is the 3 km long curve to the BR station Selebi-Phikwe, where the BCL exchanges wagons with the state railway. The BCL steam trains meet up with BR diesel engines built by General Electric Canada type GT22LC2 (BD 213 to 232) or by General Electric Brazil U15C (BD 333 to 342) which ship the copper ore to South Africa and supply coal for the BPC power plant. The diesel engine is only used for shunting and to serve shaft 3. The main danger to the steam engines doesn't come from modern diesel engines. It's the economic situation of the mine which poses the greatest threat. The mine has struggled to be profitable since it was built. The state supports the mine, because not only are 2,500 jobs at risk, but also the future prospects of one of the largest towns of the country. The current high prices for copper and nickel on the world market have made the mine profitable for the first time in its existence.

There are just a few lineside motives, but views of shafts and the exchange yard offer suitable backgrounds. The management of the BCL railway department is positive towards railway enthusiasts. You can get a permit to visit the depot at the main gate, which has to be countersigned by the head of the repair shop. Larger groups should report to the management and of course bring with them sufficient time to arrange things.

Hidden from sight are the approx. 40 two axle battery operated mine locomotives, which run underground on 2 foot 6 inch gauge (762mm). They were made by South African manufacturers like Goodman, E. C. Lenning, CKK Engineering and Funkey and are no older than the mine itself.

The manager of the depot said they weren't interested in new diesels but were instead looking to buy two further steam engines. They didn't want any Garratts, but the more economic class 19. They have inquired if Hwange Colliery might have any engines for sale, but have as yet not received any reply (no surprise...). They are now planning to look around in South Africa.

The operational Garratt isn't used much. The staff prefer the 19's. Normally the trains run straight after start of the shift. The shifts start at 7:00, 15:00 and 23:00. The steam engines are in service for 21 days, before a boiler wash-out is needed and minor exams performed. Main exams are done in their own workshop. For larger repairs specialist staff is brought in from South Africa.

The BCL only intended to stay in operation until 2010. The present high copper price is expected to lead to an extension of operations. It's not clear if new shafts will be opened, but the present shafts will be exhausted in a few years time.

The locomotives of the BCL-Coppermine Selebi-Phikwe (situation end August 2005)

*) plinthed in the centre of Selebi-Phikwe

Abbreviations: RR = Rhodesian Railways; NRZ = National Railways of Zimbabwe; SAS = Suid-Afrikaanse Spoorweë SAR = South African Railways

Since 1976 RR-locomotive 15 352 is plinthed at the railway station in Francistown.