Hwange (Wankie) Colliery Co. Ltd., Zimbabwe

Some Historical Notes

As early as 1894, first steps were taken to develop the rich coalfields in Wankie. The coal exploitation gained momentum with the development of the railway system at the start of the 20th century. Two mines were operated. After 1945 the Anglo-American Co. took over the mines and opened up a further coalfield, mine no. 3. A steep branchline was needed, which required that new locomotives be bought in 1955. Once the Kariba hydro powerplant was opened in the 1960's, the coal exploitation was reduced in importance. 40% of the power requirements of Zimbabwe is covered by the hydro electric powerplant, the other 60% by burning Hwange coal. The exploitation was gradually transferred from deep mines to newly developed open cast mines.

In 1972 a coal dust explosion in mine 2, which killed 427 workers drew the attention of the world. Subsequently mine 2 was closed. From 1982 the only deep mine was the new mine no. 3. This was closed too in 1998, rendering the coal trains between mine and main installation obsolete. Currently there are discussions about opening up a new deep mine. The reason for this is that valuable cokes coal, which can be sold at a good profit on the world market (mainly South Africa), is buried under a layer of power station grade coal. By using a deep mine instead of an open cast pit, the excavation of this low grade coal is no longer required.

At the present world market prices for coal, Hwange can economically exploit another 400 million tons of cokes coal and approx. 200 million tons of power station grade coal. The year production is approx. 5 million tons, but this hasn't been achieved in recent years. The Hwange coal has a pretty high sulphur content.

Since 1990 the mine has been operated by a local management team. On the 19th June 2000, the name Wankie Colliery Co. Ltd. was changed to Hwange Colliery Co. Ltd. The town Hwange (former Wankie) belongs to the mine and is governed by mine-law. The large social commitment of the mine has diminished since the middle of the 90's due to economic difficulties. Even so the town makes a tidy impression. At one time they even had a narrow gauge railway to entertain the children in Wankie. Poor condition of the track and lack of funds finished this project. The O&K locomotive is stored in the depot near the colliery.

Steam on the Hwange Collierie's Railway

The rail activities are concentrated between the NRZ station Thomson Junction and the coal sorting installation Hwange. One locomotive is usually sufficient for the few trains. The Garratts are preferred because of the higher power output. Only one class 19 was operational during our visit; no. 4. The 19's which were acquired second hand from the state railway, had their superheaters removed before they were handed over. From this batch, only no. 5, which can be recognized by its "torpedo tender" is still present.

The locomotives leave Thomson Junction smokebox first. Maximum load is eight loaded wagons from Thomson Junction. Descending coal trains can reach lengths of more than 20 wagons. The "coalliners" are in principle hauled by diesel and can leave the loading installation of Thomson Junction for Bulawayo on a separate track without having to run round.

Lack of spare parts makes maintaining the steam engines more and more difficult. Often incomplete engines had to be brought back to Hwange after partially undergoing an exam in Bulawayo. One Garratt waited two (yes you read it right) years for spare parts, which however eventually did turn up. It's apparent that economic problems are the main cause of these long waits.

There is no direct threat to the future of steam, as there is insufficient diesel fuel in Zimbabwe. This country, rich in hydro power, beautiful landscape, gold (fifth largest producer in the world), ores and coal, doesn't seem capable to keep up its relative high standard of living. Causes, like so often, can be found in political failures and over regulated markets. But maybe these much stated political reasons aren't the main cause for the recessive development of the country. Maybe it's simply the African way of doing business. Services from the colliery planned and ordered more than nine months in advance, had to be arranged at short notice, causing hour long delays in the process. Management staff with whom everything had been arranged, weren't present at the agreed time and place and hadn't informed and appointed anyone to represent them. Nobody wants or is allowed to make a decision, and nobody feels responsible for anything.

The public relations officer was exemplary in confirming all the prejudices about doing business in Africa. He had many months to make out a receipt, but finally had to write one by hand when he was given the payment for our special train. And we had even warned him again three days earlier that we would require a proper receipt. At least our special train ran as planned without further trouble. But it took a lot of time, three personal visits and many aimless phone calls to get to this point. It's no surprise that the BCL coppermine in Botswana who wants to buy some of their surplus class 19 engines, which are in all but scrap condition, hasn't received any reply to the offer they made many months ago. Time ticks at a different pace in Botswana.

After the state railway had given us a ridiculous quote of US$41.250 for a special from Thomson Junction to Victoria Falls and back via TJ to Lukosi, we got the idea to use a Garratt of the colliery on the state railway. The state railway responded positive and demanded a fee of US$845 (which was later increased) for the use of the track and supply of staff with suitable route knowledge. The colliery also responded positive within a few days. Only getting a quote was a different matter. Even a personal visit in spring 2005 got us nowhere besides spending many hours in waiting rooms in various offices. After more phone calls they first quoted 700 dollars, which is a fair offer and lets the mine make a 20% profit. They however failed to confirm this quote in writing, even after many demands.

In July they suddenly increased the price to US$3.800 for use of the engine. Take note that this is only for a 20km roundtrip over one of the nicest parts of the NRZ network. This increased price was caused by an earlier Globesteam tour, which had same idea to use an engine of the mine (We both used Geoff Cook as organizer). Three weeks later the price was increased again to US$6.100. This was explained by the fact that the engine wouldn't be available for normal duties. Note that they have two operational Garratts, of which they only need one. And the railway of the mine doesn't work on Sundays, the day we wanted to run.

Now all we could do was to inform the general manager. He was surprised by the price quoted by his PR officer and said he'd look into matters. He verbally confirmed the "old price" of US$3.800, which pays for a quarter of a heavy overhaul, which the local newspaper "Chroinical" quoted as US$15.000 middle of 2005. A good deal for the mine, as now they've received twice this amount. It's very likely this will also be the last time the mine gets so much cash for a 20km ride.

Tips for individual travellers

Nowhere did any unpleasant situations occur that could be accounted to colour of skin. By our experiences there was no need for to the stark warnings of the foreign office. Even the opposite is true. Everyone we met was very friendly and helpful.

You now need a written permit to enter the depot of Hwange. It can be purchased for 10 US-Dollars in the offices of the mine. You'll also need this permit to photograph in the freely accessible parts of the site. Within 10 minutes someone will ask you for the permit, even on Saturday afternoon when all the offices are closed. The once famous Baobab Hotel in Hwange is no longer a site you want to stay. Not only because nearly all the railway pictures have been removed, but also because the service is very poor and the standards are those you'd expect 50 years ago, for a rip off price of US$ 90 for a double room or 70 for a single. Bathtub yes, but only with two fixed taps, no shower. There are rooms with a shower to be had though. The quality of the food is mediocre at best. For the same money you can stay in comfort in Victoria Falls, where the food is a lot better. By car you can cover the distance to Hwange in one hour on the empty road. If you want, you can even do it in 40 minutes.

For arranging a individual trip to the colliery the help of Geoff Cook is highly recommended. If you'll enter the mine complex and the depot without pre-arrangements you may loose much time.

Locomotive list as of end August 2005