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The International Steam Pages |
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Zimfest 2001 |
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It would be fair to say that opinions on Zimfest 2001 were varied. On the one hand many of the participants probably remember the railway 20 years ago when it emerged from the ravages of a war with its head held high and good operating standards with reconstructed Garratts rolling out of the works regularly. On the other hand, if the UK papers are to believed Zimbabwe is a country on the brink of total economic collapse with a chaotic political system. So from one viewpoint, the whole trip was a near shambles, from the other it was a miracle that anything was achieved at all. I wasn't there and so I will not attempt to pass judgement, the truth no doubt lies somewhere in between. I am short of web space currently, but hope to add some images in due course. Geoff Cooke, the organiser, has sent an official summary of the event, which has been circulated to all participants. There are three other reports here by Chris Gee, Donald Bell and Trevor Heath. Trevor Heath has also sent information on the current situation at Hwange Colliery (27th Spetember 2001). At the end of 1999 I sold a train and entered the new Millennium with trepidation. OK, it may not have been the start of the new Millennium, but allow some poetic licence - it's not every day I sell a train. The train was no lightweight. We had started operating tours in 1986, and by 1999 the Train de Luxe comprised a twin dining car, two Emerald class coaches with air conditioned suites, three Ivory Class accommodation coaches, two Heritage Class coaches and one Baggage Van / Generator car. Thrown in for good measure were a few un-rebuilt coaches, an office, equipment, staff and a miscellany of items that probably continue to confuse the new owners to this day. I moved my office home, took time out and considered my options. Not surprisingly, all options seemed to include one railway or another. Some were more practical than others. I had for some time wanted to run a Railway Festival, but could not do so because I had to give priority to the Train de Luxe, which meant that any festival would primarily be a special train. Now was my chance, so the winning option was to run Zimfest 2001, our first Steam Railway Festival - which very soon started to try to reform itself into a special train. I pulled and tugged, confused some participants and pleased others, but in the end Zimfest was born - as a Festival. Zimfest had to interest the local community as well as the enthusiasts. This is very helpful if you want community support, which is of course hardly a major marketing discovery. South Africa has an annual railway festival in George, based on the Outeniqua Railway Museum. This is promoted as a community festival, and so in September 2000 I made my way to George to join in the fun, and to find out how they involved the local community. Lesson one. The community of a South African seaside town is not the same community as is found in Bulawayo. I did not have to travel half way across Africa to find that out. Lesson two. The George Festival had a few flaws. These included a steam ban and a feeling that the steam enthusiast community was not well catered for. Lesson three. George was great fun, and worth the trip. It was time to prepare a programme and offer it around the world. First, a Mission Statement was prepared that is now intended to steer all future festivals. There are some steam activities that are well established in Zimbabwe. Taking a steam train to Victoria Falls was not really a challenge when you had been doing it most weeks for a few years. The Festival needed more than that. I wanted to run trains that were as close as possible to scheduled trains, both present and past, with steam. Coaches would be attached to many of these trains only because this was the best way to access the best photo locations, consequently they would be 'Mixed' trains. Some trains should remain freight, and others could be passenger - good, a chance to include the community. A programme was prepared and distributed. E mail was to be the most important marketing medium, and so an eGroup was established. Everyone could now comment and criticise, but at least the Festival would belong to everyone, which is what I wanted. It was though this eGroup that the name Zimfest appeared. I do not know who used it first, but that does not matter. It stuck, and was perfect. Zimfest 2001 was on the way. It was not long after the programme was released that it had to change. I wanted to run steam on the branch lines north of Harare, but these run through farmland that became embroiled in a political conflict, so we retired prudently and to the relief of the NRZ. However, I made the not too novel comment 'We will return'. Pulling out of Harare also meant that we could not include the total eclipse of the sun. This did not seem to upset many guests, and those who were disappointed could be told to wait for next year, when we had arranged for another total eclipse, this time at Plumtree, a most suitable steam train destination. Service with a smile! At about this time I was contacted by the company chartering the Union Limited who were planning to run it with a Class 25NC to Dete, and from there to Victoria Falls with a Class 15A Garratt. We agreed that Zimfest would benefit from the Union Limited, and vice versa. The stage was set for the final programme. Plans were drawn up, meetings were held, and then disaster struck. The Union Limited was booked to run from Beit Bridge to Bulawayo via the recently built Bulawayo to Beit Bridge Railway. Zimfest was also to run trains on the section of this railway that used to be the West Nicholson Branch Line. Meetings followed meetings and it only remained for Spoornet, the operating contractors, to clear such issues as insurance, when their Johannesburg hierarchy dropped a bombshell. The trains were not covered in the operating agreement, and the agreement would have to be renegotiated before things could move forward. Time was too short. The BBR had to be dropped. An alternative had to be found. The NRZ came to the rescue. They gave permission to run the 'foreign' steam locomotive via their Rutenga route. We were back on line again. The Zimfest programme had to be adjusted as well, both to take account of the changed Union Limited timetable, and the inability to run steam freights down to Gwanda. It was decided to take the Museum 12th Class, number 190, to Dete instead. With the programme now set it was necessary to gather in enough bookings to cover costs. Expensive marketing campaigns were not on. They would probably drive expenses beyond the reach of the number of participants that could be expected. Most marketing was through the Internet and e-groups. This limited bookings, but made it possible to confirm Zimfest just before the cut-off date. Concern was being expressed about security and fuel availability. To answer this, and to create more economical packages, it was decided to offer to a limited number of participants the chance to overnight on the train at Dete. This created the need to prepare a set of coaches that would give at least a reasonable experience. More about this later. One last problem to overcome was the Shurugwi Mine. They had agreed to let us bring back one of their old steam locomotives and run it on their railway for two days immediately before Zimfest. This could have created an initiative to restore the two O&K 0-4-0's at Gweru, although their sister at Wankie would probably have done the honours. After confirmation had been received in writing from both the Mine and Wankie, the mine manager changed. The new man was cautious, and decided not to allow steam back. Discussions ensued but the best we could hope for was permission to visit the mine to see and ride their scheduled diesel trains. To add value to the two days allocated, other industrial locations were included. With no stream on the pre-tour schedule, an additional option was included whereby participants could visit Selebe Phikwe in Botswana as a pre-tour option, as well as the post-tour option. What we needed was an assurance that the Railway would now make every effort to provide what was requested. I visited the Assistant General Manager, Marketing, to find out what could be done. Over tea, we discussed the benefits of Zimfest and I got a letter assuring potential participants that NRZ were indeed committed to the venture. In addition, he threw in a Barbecue at the Steam Shed. There was a feeling now that things were really taking shape. Bookings started creeping up. We were nearing the date when Zimfest had to be either cancelled or confirmed. With only a small amount of hesitancy I announced a confirmation in the belief that this would stimulate bookings that were at that time marginal to say the least. A few more bookings came in and more enthusiasts joined the Zimfest eGroup. Either Zimfest was going to run, or I was going to have to find a big hole to hide in. Meetings, meetings and more meetings. Marketing and mechanical. If you have ever booked a tour with a railway, you know what I mean. It was all steam ahead, and now the focus was on the locomotives. Would they work adequately? The Steam Shed worked through the fleet that we would require, and then sent them out on the line. Number 190 went to Sawmills, various 15th Class Garratts made a miscellany of trips, including trains to Thomson Junction and Plumtree. Nearly everything made at least one trip to Cement. When the Class 9B arrived there one morning the Station Master reportedly called it a 'Teapot'. The next day a 20th Class was on that duty, I wonder what he called that? I made a suggestion to the Mechanical Engineer that we should run a double headed 20th Class test train to Plumtree. This would prove the locomotives as well as the trackside infrastructure. It would also prove to participants that there were indeed two working locomotives, and not just two sets of number plates. Whilst on number plates, I suggested that new plates should be cast to replace those removed from the fleet. The painted variety did nothing for the photographer. Orders were sent to the workshop foundry, and in due course a set of aluminium cab-side and buffer beam plates appeared for all of the locomotives that we would use, both revenue and museum. Zimfest was well under way when questions started being asked. Is number 190 really a 19th Class? Why is number 115 called a 7th Class? The foundry foreman had the numbers correct, but he was clearly no expert on classes. Participants started arriving. Coaches started to be assembled. The steam shed was a hive of activity with up to six classes of locomotive in steam at any one time. The great day arrived and Zimfest was underway. Although it may read like a tourist brochure, I can think of no better way to describe what happened from here on in than by giving a day-by-day account. Here goes. 7 July The day dawned gloomy and rainy, and stayed that way until mid afternoon. However, 20th Class Numbers 730 & 740 made up for an occasional soaking. 730 left Westgate for Plumtree at about 10.00 on the Zimfest goods train with 700 tons of revenue freight, storming through in good time. The booked 07.00 departure was delayed by the lack of a yardman to couple up. This delay was the first frustration for the road based chasers who did not know what was happening, but this was not the problem it could have been because the passenger train was having problems as well. 740 left Bulawayo No 3 platform about 30 minutes later with a 9 coach passenger train full to the brim (with a large enough waiting list to justify a repeat in a few months). The departure was delayed by a set of points that had been run through. A signal technician had to be called out to clamp these points before we could leave. There was also a need to maintain time interval with the goods train. Even if the points had been fixed earlier, we would have had to wait because we were entering paper order territory, and the passenger train could not leave Kame until the goods had arrived in Figtree. Number 740 was not steaming as well as 730, and the passenger train lost about one hour en route, resulting in tandem diesels catching up and arriving in Plumtree soon after. The race was on (NRZ speed) to get the 20th's prepared and out before the diesels were ready. In the end the time spent in Plumtree was close to that originally allocated, but later in the day. The train was ready to leave when the sun was still out, excitement mounted - maybe the classic shot could still be put in the bag. The guard got the nod from the drivers and made his way to the station foreman's office to collect his orders. The ritual of preparing paper orders commenced. The sun ducked behind another bank of cloud and stayed there as the train thundered out of Plumtree. The ground shook as the 20th Class Garratts hammered past, showering the linesiders with cinders. Even with gloomy weather, this was a spectacle. As a particularly impressive shower of cinders filled my pockets near Coldridge Siding my cell-phone rang. A message came over the airwaves from the Union Limited, near Worcester with an electric and the failed Red Devil. Talking to the Union Limited in the Cape whilst being showered by cinders from the Zimfest Passenger Train felt surreal to this enthusiast who gave up a career in microwave radio to run steam trains. The sun set around Marula, where the normal stop allowed the Guard to go on the phone to advise the Station Foreman at Plumtree of his progress. The train arrived back in Bulawayo at 20h00. 8 July Today the locomotive was ready on time, but the railway had other ideas. Have you noticed how a railway can always come up with a new reason for why a train will leave late, irrespective of how many times you run? The coaches and a DSI wagon (a local version of a Spoornet DZ that always runs in front of the coaches to give a decent view from the lounge windows), were on the platform. Just one problem, there was no goods load. Our contract with NRZ was for them to run a 40-axle train, with the balance being made up of goods traffic. The Station Manager was told that there was no traffic. That's OK, I told him. Lets go like we are. Oh, no! Was his reply. An agreement is an agreement. Eventually, two Irons (coal wagons) were found and added to the load. 12th Class number 190 backed around the corner with three cabooses (totals 12 axles) and a water tank (totals 4 axles). With the four coaches, one DSI and two Irons, we had a grand total of 44 axles. Everyone was happy and the Station Manager could wave his white flag. We were off! Technically, the cabooses and water tank were part of the locomotive, not my train, but who was arguing? Have you ever wondered why a Station Master always waves a white flag of surrender in order to give a train the 'right away'? We departed at 09.00, one hour late. Number 190 looked splendid even though the weather was still somewhat overcast. Before she was taken from the Museum a few days previously a group of enthusiasts from the Friends of the Bulawayo Railway Museum had spent many hours cleaning and painting her. The white wheel rims on the driver's side were my contribution. The run was steady but slower than planned. The runpasts at Masiye Phambile Drive, Tenela Bank and Sawmills were overcast but the clouds broke up and the photographs at the Gwayi Bridge were in the sun. A donkey cart came trotting down the road as the train backed up. A quick negotiation got it in the picture, along with a villager wielding a large axe. The kids driving the donkey cart hit paydirt with the tips given by miscellaneous foreign enthusiasts. The man with the axe, not surprisingly, did pretty well also. As the afternoon progressed we made a dash for the Ngamo Pan between Ngamo and Ingwe sidings. This area is just after the railway meets the south-eastern boundary of the Hwange Game Reserve. There are no fences, and plains game can normally be found in this open area. We stopped opposite a heard of wildebeest who would have nothing to do with this multinational crowd of photographers. They drifted back into the bush, leaving us to photograph 190 in perfect sunlight, with a backdrop of dark cloud. For at least some participants, this remained the best shot of Zimfest. This is fairly remarkable as it was on a section of track that is flat and at least 30 km from the nearest curve. We arrived in Dete at about 19h00 and bundled the Japanese contingent off by bus to Victoria Falls. The rest of the on board passengers enjoyed dinner in the dining car, which would have been a braai if we had stood still for long enough for the chef to light a fire. This was to be the first night when we would sleep on the train. Our coaches were an interesting mix. Private Saloon 754 and Dining Car 646 were both from the Railway Museum. Private Saloon 751 is an NRZ test coach, loaned for the occasion. All three are balcony coaches built between 1928 and 1930. First Class coach number 1096 (Metro Cammell 1953. Wood panelled, clerestory roof) completed the consist. The coaches were full of character, and as is common with seldom-used stock, had a mind of their own. The lights in Private Saloon 754 started out not working. As the trip progressed they would come on and off, normally in the middle of the night. The lights in 751 seemed to be in sympathy with 754. When one coach worked, the other did not. The hot water system was controlled by the same demon, only this time the Dining Car joined in the fun. Apart from that, everyone seemed to appreciate the coaches, and it was a privilege to ride in such an unusual set of coaches. 9 July Busses were arranged today to take everyone to Wankie Colliery. An early morning departure made it to the Colliery for the morning's activities with a stop at the ex SAR Class 16DA mounted on the roadside. This was followed by a lunch visit to the Baobab Hotel, and a chance to reminisce with Dusty Durrant's photographs still on the walls. After lunch, it had been arranged to steam Popeye, the ex-Selukwe O&K 0-4-0 on its home track at the recreation club. Unfortunately, this was not to be. A driver could not be found and the group had to content themselves with a dead locomotive. This request had been made by some participants, and was not part of the main Zimfest programme. Another visit to the Colliery, and it was time to head back to Dete. Dinner was at the Hwange Safari Lodge, a chance to relax in comfort after a busy day. 10 July The morning dawned crisp and clear. Number 190 coupled up on time, and then stood gently leaking a cloud of steam. The fitter had decided that the booked departure time of 07.00 was the perfect time to oil around. A unit coal train had arrived from the north, and technically it had priority over us. Another goods train was close on the heels of the unit train. We had the signal, but for how long? After some minutes we made a false start that resulted in our running onto the main line. Having passed the signal, we could breathe easier. We made a dash for Impofu where we crossed with yet another goods train. At Malindi, the next siding, we organised a runpast down the loop whilst we waited for the unit coal train to pass. Whilst we waited for it to clear the section in front of us the following goods train arrived. This is a busy railway, and if we obstruct normal movements, we could find ourselves in the loop with CTC getting their own back for the complaints the diesel crews would heap on them. Everything considered, we were weaving our way through the traffic fairly well. We took runpasts at Gwayi and Sawmills, but after that the sun was getting low and we ran through to Bulawayo, arriving at 18.10. Bulawayo was on the horizon when my cell-phone rang again. Bad news - the Union Limited was held up behind a derailment near Messina. Running 24 hours late, it was expected that the Class 25NC would run out of coal if a supply was not sent down the line urgently. There was only one chance to get a wagon in place on time it had to be on the Chiredzi Mixed that would leave in a few hours. Impossible? Maybe. The railway offices had closed for the day, but there was still a chance. The NRZ were hosting a braai at of steam shed for Zimfest this evening. After the seemingly mandatory discussions with the Assistant Yard Master the train was pushed back into the shed by number 190, coming to a halt alongside tables laid out with white damask and crested china, a dramatic contrast to the steam shed surroundings made more dramatic by the sodium lighting and cooling air. In front of the tables were the NRZ Manager for Marketing Development, and his Passenger Train Assistant. A few tracks away were wagons of loco coal. A plan was hatched. The Braai was a success; a wagon of coal was on its way to Rutenga to join the water tanks that went that way the day before. 11 July The programme today offered the chance to catch a bus to Bannockburn, where we would join the Union Limited as far as Shangani. From there, the bus would chase the train into Bulawayo. The problem was, the Union Limited was not in Zimbabwe yet. Two alternatives presented themselves. Participants could either drive to Beit Bridge to see the Union Limited arrive, or spend the day around Bulawayo. The NRZ offered to run a 20th Class Garratt on the Cement Shuttle, which made that option seem quite attractive. Five participants chose Beit Bridge. We arrived there around 10.00 only to find that the derailment would not be cleared before lunch. A suitable location was found to photograph the train crossing the Limpopo River and we waited, had lunch and waited some more. At 15.00 the Union Limited crept onto the Bridge and made it's way slowly across with two diesels attached. On the Zimbabwean side the diesels were detached and the Class 25NC pushed the train back over the bridge for a runpast. She made a fine sight steaming over the bridge with an occasional whistle blowing. At last, the show was on the road. At Beit Bridge Station an NRZ running crew joined the train. This was to satisfy Zimbabwean trade union regulations; the NRZ would have been content with a pilot man. Staff cabooses were attached and the train left at sunset for Rutenga. This meant that the Union Limited was running almost exactly 24 hours late, a bonus for the intrepid five who could now ride this section of line behind its first ever steam traction. Back in Bulawayo, things started well with the 20th Class making its trip to Cement. Things soon unravelled when the locomotive split the points and derailed whilst shunting, bringing that particular show to a premature end. The rest of the day was spent at the steam shed and chasing the Bulawayo shunts. Of course, the NRZ know very well that a 229 ton Garratt is not a very good shunt engine. We should appreciate their attempt to support Zimfest, I was certainly pleased that no serious damage was done. 12 July Today was the day when the Union Limited passengers could join Zimfest in Bulawayo. Well, that was the plan - they were still in Bannockburn, where the Union Limited crew were finding out that they and their Zimbabwean host railway sometimes had differing opinions on how to perform such basic operations as pouring water into the tender. A water column had been made operable but the Union Limited crew felt that the track under it was unsuitable for the 25NC whilst the NRZ Permanent Way Inspector defended his track. Water was channelled to the tender by a Heath Robinson method, which caused a delay in departure, the first of many Union Limited delays that would eat into the Zimfest programme. Some Union Limited passengers were collected from Bannockburn by bus and taken either on a full day Matobo Hills tour, or to join up with the Zimfest party. Others chose to stay on the train, unwilling to miss some unique mileage behind the Class 25NC. Zimfest started the day by chasing the Cement Shuttle, this time with Class 16A number 612. My day looked somewhat gloomy when I met the Station Manager and found that his instructions regarding the coaches for the train to Figtree this afternoon were obsolete. To avoid confusion I went along with his version, but this meant that a Baggage Van was needed from the Museum. Delays could make arrival back in Bulawayo after dark, and so I asked the Station Manager to request that the locomotive to be turned so that it would run to Figtree chimney first. This done, I rushed back to the train. The Guard was not happy; his seat was dusty. Not surprising really, the Van had just arrived from the Museum. A short walk to the dining car to find a willing steward fixed the problem. The Guard then observed that we would be entering non-signalled territory, and that three van marker lamps were required, instead of the two used on CTC sections. A phone call to senior management made things happen faster but my day was still not getting much brighter. When the locomotive came out it had not been turned as requested. Too late now to send it back to the turntable, we left at 15h00, 90 minutes late and with the locomotive the wrong way around. On arrival at Figtree the train was marshalled for the return run and a false arrival from the Plumtree end was arranged. The sun was out and a good shot was in the bag. Problem was, it was the only one. The crew have an allocated amount of time to prepare before departure, which was taken. Frustration was justified, but there was nothing that could be done. Before we left Figtree the sun had set and the passengers were not happy. This was probably the only delay that seriously affected photography and was one of the few disappointments of Zimfest 2001. The reason was a combination of a number of small problems that affected a relatively tight schedule. The locomotive crew were not responsible and the 9B worked well. Today was not a disaster and the trains proposed all ran. It is unfortunate that moving the Figtree train from the morning to the afternoon to allow for the Cement Shuttle to be included did not work out well. Once again, those enthusiasts chasing by road were the most frustrated as they did not know what was happening, and I could not tell them. The Friends of the Railway Museum had organised an event at the Museum including dinner and an Auction. As the Union Limited was running late, I had been asked to delay the Memorabilia Auction until it arrived. This resulted in some prospective bidders leaving before the Auction had even begun, and the Auction results were probably affected. However, the Museum evening was a success, and it raised much-needed funds for preservation. 13 July The Union Limited train was booked to leave Bulawayo at 07.00, with Zimfest leaving at 08.00. 25NC number 3410 (Union Limited) rolled out of the steam shed on time, relief was felt all around. But the relief was short lived. As 07.00 approached it was decided that the South African fitter's caboose was the wrong way around and had to be turned. The locomotive headed back to shed. The train left 90 minutes late. The Zimfest train was booked to run one hour after the Union Limited, so we sat in Bulawayo ready to leave but unable to do so until 09.30. It seemed that Zimfest was fated to make every departure from Bulawayo late. The sun was out and we enjoyed fine weather at the normal runpast locations. The donkey cart at Gwayi was replaced by a group of kids and a dog, the man with his axe was pleasingly absent. The Ngamo runpast in the game reserve was repeated in good sun, but without the dramatic cloud effects. Game viewing from the train was fairly good and we arrived in Dete at 18.55, 85 minutes late. Arrangements had been made for Zimfest participants to book a meal in the Union Limited dining car. This was enjoyed by some, with others opting to visit the local hotel, wake up the chef, raid the local store and help to cook their own supper. By all reports, great fun was had and this adventurous crowd went away with one more example of Zimbabwe's laid-back friendship. 14 July Although the original plan was for the two trains to swap locomotives at Dete, it was agreed during the night that the Union Limited would retain the 25NC to Victoria Falls, and Zimfest would use the 15A. This was at the request of the Union Limited, who had not had many photographic runpasts so far with their 25NC. This morning's Union Limited departure was delayed by the need to re-marshal the staff cabooses that had been switched yesterday evening in preparation for the locomotive change. The Zimfest mixed departed at 08.15, 75 minutes late but at the correct time interval to the Union Limited. Runpasts were held at Mambanje, Lukosi and the tunnel. The tunnel was particularly interesting - the train should stop at the entrance to the tunnel whilst the photographers walk through, photographing the train framed by the portal en route. When we are all safely at the far end, the train is signalled forward and we photograph it exiting the Tunnel. Today, we had an interesting variation. The driver decided to do a runpast, and so backed down the track. It was an interesting prospect to have a runpast when we were all gathered in the tunnel, but we were not that brave. I asked the driver to come back - very carefully. We arrived at Thomson Junction at 11.53, 113 minutes late. This was partly caused by signal problems, a long permanent way caution between Entuba and Tajintunda Sidings and the need to stay well behind the Union Limited. On arrival at Thomson Junction the driver advised that he would be ready to leave in 5 minutes. The fitter had other ideas. Spares had arrived from Bulawayo for the 15A, and he wanted the locomotive over the old steam shed inspection pit to install them. So far, there had been no locomotive failure during Zimfest, and it was confirmed that number 416 had not failed. Routine maintenance would not spoil the record that the mechanical engineers deserved to keep. There was in fact no delay to the departure because the Union Limited was again in the section in front of us. The departure from Thomson Junction and a long delay at Matetsi caused us to arrive in Victoria Falls at 20.30. The Deka River runpast was frustrated by cloud, but Zanguja was good enough to do twice and Matetsi gave great glint shots with water cascading over the locomotive as it stood at the column. When we arrived at Victoria Falls there was very little water available at the columns. This is clearly a problem when you arrive with two of the biggest and thirstiest steam locomotives in Africa. During the night both locomotives had their fires knocked out. Most of the Zimfest participants were unaware of this problem until the morning; we were wallowing in the en-suite facilities in our hotel rooms, a welcome change from living on the coaches. 15 July The water problem seemed to be a combination of Town Council water main maintenance, routine power grid maintenance scheduled for a Sunday morning and less than perfect attention on the part of the NRZ Civil Branch. In defence of the NRZ, the entire town was affected; this had nothing to do with non-payment of bills! I sat around the Station Master's desk with the Locomotive Inspector and the SM himself. Plans were made to take the 15A to Thomson Jct to re-light it. This was not done, which may be fortunate as there was no water there either. The Matetsi water columns were reported as empty. So much for yesterday's glint shots, we seemed to have emptied the tank. A diesel was dispatched to assist, which turned out to be a unit on hire from Botswana. A boiler-inspector was sent from Bulawayo to help with lighting up the 15A. In the end, both auxiliary water tanks were taken to Livingstone, filled and returned. That evening, the water columns started working and the locomotives were both operable in time to get the trains to Thomson Junction before sunrise. As the day progressed the carnival atmosphere was enhanced when an 'international' goods train bound for Tanzania arrived behind three Spoornet Class 33 diesel electrics and a Blue Train staff coach. Now we had a South African, Zimbabwean and Zambian steam locomotive, South African, Botswana, Zimbabwean and for a while, a Zambian, diesel electric locomotive as well. All in one small station; not bad for a Sunday with the water and power both turned off. The Victoria Falls Safari Express train, with it's Zambia Railways 12th Class number 204, were not affected by the water problem. The morning trip to Livingstone took place, but could not continue to Simonga because Zambia Railways was reportedly unable to take the signals staff there in advance to protect the single line from the returning Mulobezi Mixed. We had planned to take a train with the Class 25NC to the bridge for photographs this afternoon. This was somewhat difficult with no fire, so the Victoria Falls Safari Express and the Zambia 12th Class number 204 stood in for this duty as well. 16 July Zimfest left Victoria Falls at 01h30. It had already been agreed that we could depart late if they wanted additional time to prepare the locomotive following the water problems. The objective was to be in Thomson Junction before sunrise. Although we had agreed at Dete to give the Union Limited the Class 15A from Victoria Falls, it was now decided preferable to make the change at Thomson Junction in the morning. During the night the Union Limited management decided to take the 25NC onward to Dete. Zimfest did not know about this and preparation was not in place. The 15A was ready to take the Union Limited from Thomson Junction but the 25NC, now still attached to the Union Limited, was not. Locomotives and cabooses were changed. Confusion slowly settled down and the Union Limited left somewhat after the booked 07.00 departure time. Mini-busses had been summonsed for both Union Limited and Zimfest participants to both visit the Colliery and to photograph the Union Limited as it passed Baobab Hill, a photographic location enhanced by both late running of the train and a waiter from the Baobab Hotel who provided tea service at the 'phot-spot'. The Colliery had, since our last visit a few days previously, put two of their own locomotives back into service, resulting in their service being run by Colliery 15th Class numbers 11 and 12. This was a bonus as we waited for the Class 25NC auxiliary tender to be sent to the Colliery for water, there being none available at Thomson Junction. It took some time for this mobile boxed-in swimming pool to suck the Colliery dry. In the meantime, 15A 416 on the Union Limited had reported that there was no water at Lukosi Siding. They were about to run light engine to Dete when a South African discovered that water was available once the valve below the water column storage tank was turned on. It has been the practise for many years to turn the water tanks off at this point, strange that the NRZ crew were not aware of this. Water was becoming a big issue on this trip. Astonishingly, even though there was no reliable water north of Dete, two large steam locomotives had worked all of the way to Victoria Falls and back. Zimfest left Thomson Junction at 14.40, 310 minutes late. At least it was a good time for runpasts at Baobab Bridge, 404 Curve and Lukosi Bridge. The last shots of the day were glints as we left Lukosi Siding. Sunset at the Mambanje Rocks was left to the Union Limited. 17 July Both trains ran late today. The Zimfest Mixed was delayed at Dete, reportedly with 25NC locomotive problems. By the time we arrived at Sawmills we had caught up with the Union Limited and were running time interval with the Victoria Falls to Bulawayo passenger train sandwiched between us. No runpasts had been scheduled for this section as it should have been night. Arrival in Bulawayo was at 13.00. To summarise Zimfest 2001. Some loved it, some did not. This is normal for any such event.
Lessons from all of this?
Last, thanks to everyone who took part in Zimfest 2001. You have made a significant contribution to the preservation of one of the world's last remaining commercial steam fleets. Now it's time to look forward to 2002. The Zimbabwe Steam Festival 2001 (or 'Zimfest 2001') was largely a success. Although dogged by late running on most days, more or less the entire programme ran as booked. Most participants fully appreciated the hard work involved in organising such an ambitious programme and it is perhaps not surprising therefore that it did not go entirely to plan. How often does British main line steam run to time? It would have made the delay more tolerable if we'd been kept up to date with what was happening and why we were late running. We would have appreciated a daily briefing on the following day's itinerary - areas for improvement for Zimfest 2002. The event was blessed with mainly excellent weather, typical Zimbabwe winter weather, although the 7th July was a miserable, cloudy and wet day and the following day dawned cloudy, but cleared up by late afternoon. After that we had virtually unbroken sunshine. Thursday 5 July 2001. Pre tour participants paid a visit to Kadoma to view the three plinthed engines - 15th class 271, 14th class 500 and the former Shurugwi Peak light railway 2' gauge Peckett IVY. All engines are plinthed within a wire-fencing compound adjacent to the main road through town. The compound was specially opened for us, although casual visitors can obtain the key from the garage across the road. All engines are preserved in the open and in typical condition for plinthed engines exposed to the elements, i.e. weathered paintwork, but they are in generally good condition. Friday 6 July 2001. Pre tour participants visited the two stored Orenstein & Koppel 2' gauge locomotives at Metallurgical Supplies in Gweru. These are stored off rails in this factory unit. MARGARET is intact, although not serviceable; BUCKEYE is dismantled for restoration, although little work has taken place in recent years. They were both originally at the Shurugwi Peak Light Railway and later the now defunct Gweru and District Light Railway, a preserved operation that has now been abandoned. We also visited the 2' gauge Shurugwi Peak Light Railway now operated by Zimasco. The original Zimfest programme proposed the running of an Orenstein & Koppel steam locomotive over this railway for two days. Having viewed the locomotive at Hwange, it is difficult to envisage this actually happening. It could possibly have been used on some cameo scenes around the main yard and discharge hoppers at Shurugwi, and possibly on the short branch to Railway Block Mine, but it would certainly not be capable of climbing the stiff gradients to Peak Mine. Saturday 7th July 2001. The day dawned cloudy with occasional sunny spells, but soon deteriorated into an abysmal day with constant drizzle and heavy showers - completely unexpected and making photography difficult, but not impossible. We hired a local Commuter Omnibus to chase the 07.00 freight from Bulawayo to Plumtree. We could have had a lie in, as this departed Westgate Yard some three hours late behind 20th class 730 INSUGA. Nevertheless, despite the late running and poor weather, we got some decent pictures at Umganin, Westacre Sidings, Figtree, Marula and Syringa. Once it got underway, it kept time, but was still easy to chase. This was a proper, revenue earning freight train, that was to be taken forward to Botswana by diesel from Plumtree. We then doubled back to Marula to wait for the following 09.30 passenger from Bulawayo to Plumtree, again hauled by a 20th class, 740. This train was inevitably late, departing Bulawayo at 10.30. Today's late running was apparently due to a points failure in the Bulawayo area. 740 was clearly ailing and stood at Marula (in the rain) for some time. We also stood at Marula (in the rain) for some time waiting to get the departure shot. Whatever was wrong, was clearly fixed, for 740 soon got underway with a spirited, albeit steamy, start and continued without further delay to Marula, although we managed to catch it again at Syringa. There must have been something very wrong with 740 as it spent the rest of Zimfest under repair in the workshops at Bulawayo shed with its water tanks removed. We continued onto Plumtree to watch the watering and shunting, with the weather getting steadily better, drying up and the sun coming out. Of course, departure time came and went, and we stood for a good half-hour in perfect lighting conditions. The return passenger was scheduled to depart at 14.30. In the event it left about 16.50, five minutes after the sun went behind a bank of thick cloud. The departure of two double headed 20th class locos was still a fine site, if only the traincrew had got it together to depart before we lost the sun. As a lineside photographer, that wasn't the first time and I'm sure it won't be the last. We managed to catch it again at Syringa and again at Marula, the first in indifferent light, the second, a nice sunset, but downhill so no exhaust. Sunday 8th July 2001. Most people spent the time at first light down at the shed. Some early morning cloud meant some diffused light, but it was possible to still get some glint shots. 12th class 190 was in steam ready to take the day's special out. Other engines noted in steam on shed were 15As 386, 416 and 421 and 14A 517. 20th 730 was also in steam, while 740 was already in the workshops for attention following yesterdays' difficulties. 12th 190 eventually came off shed some 90 minutes late for reasons that weren't explained. This meant the mixed departure was also 90 minutes down. The mixed train was made up of water tank, Service vehicles, coal trucks and sleeping and dining vehicles from the museum fleet. This would remain the standard mixed set throughout the Festival, albeit with some minor additionals - mainly coal wagons. The morning had well and truly clouded up, so the late departure didn't really matter, as there was no early morning light to take advantage of. We persevered with runpasts at Luveve and Tenela. The sun came out at the latter location, briefly when setting back the train, but of course it had gone back in by the time the train came forward. We also had runpasts at Sawmills River Bridge, a false start from Sawmills after water and runpasts at Gwaai River Bridge, with a local donkey cart adding to the local colour. The further north we headed the more the day improved as we left the clouds behind and steamed on into the Hwange National Park. We finished the day with the classic shot of the trip, a shot we would not have got if we had been on time, which just goes to prove there's always a silver lining. We stopped between Ingwe and Intundhla hoping to get some shots with wildlife in the frame, but the local wildebeest were far too shy for that and moved quickly away as we disembarked. However, the picture of 190 emerging from dark, black clouds into evening sunlight was absolutely perfect and was to remain the best picture of the event. Planned arrival of 15.30 at Dete was of course never achieved and we finally terminated about 19.00, but with 'that shot' in the bag. The afternoon game drive was inevitably abandoned and we had our barbecue on the train, content with the day's photos. Monday 9th July 2001. An early start from Dete to get to Wankie Colliery shed for the early morning light shots. We paused briefly to photograph 16DA 5 on its plinth below the Baobab Hotel before continuing onto the shed. We arrived early enough at the shed to get some classic early morning shed shots, with a backdrop of colliery buildings adding to the atmosphere. 19th 4 was in steam on shed and carried out some light shunting, although it was clearly the spare engine, a pity that it wasn't used on line work, but perhaps if we'd asked…a lesson we would learn for later in the trip. 15A No.12 was in steam, busy shunting around the two colliery sidings. We located all remaining stock, the workshops held 15A No.10 under repair, the yard outside contained stored 15A No.9 and 19th 2, with the dismantled remains of 15A No.8 - now reduced to remains of frames, bufferbeams and driving wheels. The running shed held NRZ 15A 406 IKOLO on loan, but under repair. Outside was the colliery's own 15A No.11, still carrying its NRZ 423 running number on the cabside. This was cold on the day, but noted in steam later in the Festival. 19th 5 was stored on an isolated section of track and 19th 3 was located at the coking ovens, in steam and with a crew of three. Managed to get a shot of it clagging profusely, but marred a little by the smokestack chimney and lack of driving wheels - it being relegated to stationary boiler status. We spent the remainder of the morning following No.12 on its shunting trips, around the colliery yards and down to Thomson Junction mid morning, pursuing it back to the colliery with its return run of empties. As the sun got too high, we retired to the Baobab Hotel for lunch and then onto Wankie Colliery Sports Club to find 2' gauge Orenstein & Koppel POPEYE. This was to be another disappointment. This was the engine originally planned to be in steam at the Shurugwi Peak Light Railway, but as a fall back the Zimfest organisers had planned to run it at the Sports Club instead. However, this was not to be and we had to satisfy ourselves with pictures of it in the cramped confines of its brick shed. The layout would have made for some nice pictures, with a large balloon loop taking the railway over a lagoon on two separate bridges. The loco had clearly not worked for sometime, so we doubted the optimism of having it in steam, either here or at Shurugwi, but we were assured it had seen use earlier in the year. We returned to Wankie Colliery to follow the afternoon shift with 15A No.12 on another trip to Thomson Junction with loaded coal, although unfortunately it returned light engine, a pity as the afternoon light was perfect. Tuesday 10th July 2001. Scheduled departure time was 07.00 from Dete, returning to Bulawayo with 12th class 190. By now, nobody was surprised that we left late, although we did manage a magnificent false start about scheduled departure time. We headed south with further runpasts at Malindi, Gwaai and Sawmills. The line was particularly busy with NRZ freight traffic - the principle reason for late running - having to cross these at various loops and get permission to proceed. Scheduled arrival time in Bulawayo was 14.40, but we were hopelessly behind schedule by mid afternoon and had to be back in Bulawayo shed for a barbecue with NRZ management. We therefore missed the opportunity for evening glint shots as we had to run non-stop to get back to the shed for the barbecue, which incidentally, was very nice, and gave us the chance to get some night shots on shed, with the following engines in steam: 9B 115, 12th 190, 15A 386, 394 and 416, 14A 514 and 517 and 20th 730. It was while we were at the shed, that we heard that the Union Limited was heavily delayed by a derailment just over the border in South Africa. They were expected to be at Beit Bridge by about mid-day to early afternoon next day, so the following days options were hastily rearranged. The original intention to chase the train from Bannockburn to Bulawayo was abandoned and some went off early by road to chase the steam from Beit Bridge to Bannockburn, the rest of us opting to stay around Bulawayo shed, chase the cement shuttle and follow the afternoon shunting turns. Wednesday 11th July 2001. Another beautiful, sunny day. We spent the first hour of daylight at the shed, catching the glint shots, with the following engines in steam: 9B 115, 12th 190, 15A 386 (West End), 394 (Yardmaster), 416, 14A 514 and 517 (Loco), 16A 612 (New Grain) and 20th class 730 (Ballast). An hour after 730 had left shed; we left in the mini bus to the Luveve Road Bridge to record its departure from Mpopoma Yard. After some busy shunting, it finally left about 08.20 with only a brake van on the drawbar. We followed it to Cement and managed to overtake it to get the arrival shot across the level crossing and then spent the morning photographing it shunting in the exchange sidings, until it promptly derailed, causing some significant damage to track and pointwork. Initial observations suggest that one driving set went down one road, the rear set going the other way, with the points moving under the loco, possibly because of weight distribution and voiding under the points. There appeared to be little damage to the 20th as it was back on shed late that afternoon. We therefore abandoned the Cement shots after recording the derailment, noted the two stored locos - 14A 509 and 19D No.1 - and returned to Bulawayo, via Centenary Park. There is a plinthed 2' gauge Falcon here, not far from the road. After lunch, we returned to the shed and station area and spent the rest of the afternoon until sundown recording the various shunting turns, with still no sign of the Union Limited showing up, making it at least 24 hours late. All the locomotives around the shed, workshops and scraplines were identified, although possibly three locos were 'missing'. Using Dusty Durrant's book, the Smoke That Thunders, there appear to be three 15A locomotives that we did not find: 399, last used in 1981 and presumed scrapped, 418, last used in 1993, but declared serviceable and 419, last used in 1993 and possibly scrapped. The locos that were found, appeared to be in three categories, either in steam / serviceable, stored serviceable or withdrawn. Many of the latter engines were stripped of parts, sometimes reduced to frames and boiler only. However, having seen 519 in steam later in the Festival, it is clear that the workshops can revive many of these locomotives if the need arises. Thursday 12th July 2001. Again we spent the morning at the shed with the following in steam: 9B 115, 12th 190, 15A 386, 394 and 416, 14A 514 and 517, 16A 612 and 20th 730. 612 left the shed about 08.15 (late) and we then followed to Luveve Road Bridge to record its departure on the Ballast trip to Cement. This time it had a respectable load of clay wagons and again we caught it up at the level crossing before Cement. The loco carried out some shunting around the cement works, and then shunted some of the clay wagons into the Brick and Pipe works adjacent to the Cement Works, before returning quickly to shunt the exchange sidings. We left 612 at Cement as we had to return to Bulawayo to be in time for the 13.30 mixed departure with 9B 115 to Figtree. In the event, we could have lingered a while at Cement, as the 9B was inevitably late off shed and we left Bulawayo 90 minutes down. By now 90 minutes late seemed to be the standard delay and throughout the rest of the trip it was incredible how often we were 90 minutes late for reasons that were never explained. Unfortunately, this meant we arrived close to sunset at Figtree. It had been tender first to Figtree, so there was no appetite for runpasts, as we wanted to get to Figtree quickly to run round and return. After an age to water and reform the train (not sure why we had to do this, presumably because we had to wait for the light to fade) we did a false arrival in the last of the light and then set off non-stop to Bulawayo, missing all of the potential return runpasts. Friday 13th July 2001. Well the day dawned promising, but the date should have sounded alarm bells. We arrived at the station at 06.20 to see the 25NC 3410 CITY OF BLOEMFONTEIN backing down onto the Union Limited. This was very promising, as scheduled departure was 07.00. The light was perfect, but of course, this being the 13th…. The crew suddenly realised that the generator vehicle was the wrong way round and they would have to go off and turn it. At least we got the 25NC leave at 07.00 in perfect lighting conditions, albeit only with the generator car. However, having got the slide back, it still looks like a spectacular departure. The Union eventually got underway some 90 minutes late and our 08.00 mixed departure behind 15A 416 finally left about 10.00, for reasons never made clear. We had runpasts at Luveve, Tenela, Sawmills, Gwaai River Bridge, Ingwe and Intundhla and cracked some excellent glint shots. Of course, late running sometimes has a silver lining. Scheduled arrival at 15.30 was of course, hopelessly missed and we finally arrived nearer to 19.00. Saturday 14th July 2001. Awoke at 06.00 planning to watch the Union depart behind the 15A 416, but of course I could have had a lie in, because it finally left about 07.00 with the 25NC ! We were due to depart at 07.00 on the mixed with the 25NC, but left about 08.00 with the 15A 416, not such a bad substitute and more authentic for the route. We had runpasts at Mambanje, Lukosi River Bridge, Hwange Tunnel (entrance and exit), service stop shots at Thomson Junction, further runpasts at Deka River Bridge, Zanguke Bank and finally a glint shot service stop at Matetsi, by which time we were about five hours late. We eventually arrived in Victoria Falls about six hours later than our scheduled arrival of 15.00 so it was straight to the hotel, shower and bed. Sunday 15th July 2001. An early start to walk down to the Falls and then returned to the station ready for the 09.00 departure behind 12th class 204 to Simonga. Rumours abound that there is no water supply and that they have had to drop the fires on the 25NC and 15A. These prove to be true and we eventually depart about 10.00 on the Victoria Falls Safari Express, across the Victoria Falls Bridge and into Zambia. The original intention to continue to Simonga is abandoned in favour of more time at the Railway Museum in Livingstone and ensuring we are back for the afternoon helicopter trips. We stayed at the museum for the opportunity to have a good look around. It was possible to identify all the locomotives, many of which are still in good condition, some seem to be under restoration, while a few are derelict and unlikely to be restored. The neighbouring Zambezi Sawmills yard still retained two 7th class as stationary boilers and after managing to get past the gateman, we got some nice photographs of them. Our guide claimed they were still used, although had clearly not been used for sometime, with the sawmills being mothballed. There was certainly no timber on site. We returned to the train and got some nice pictures of its return to the station and then reboarded for the run back to the bridge, where the train was posed for photographs. We got some further nice shots between Baobab trees on the return to Victoria Falls station, before heading for Elephant Hills helicopter pad for a flight over the falls and bridge. The 12th was posed on the bridge for about an hour and a half for photographs, although it was dwarfed by the magnificence of the Falls and River Zambezi. It's also very difficult to do the train shot justice when overawed by the Falls themselves. The original departure time of 21.00 for the Union and 22.00 for the mixed was shelved for a midnight departure to Thomson Junction. The spare water tenders had been taken over the border into Zambia for refilling, but the water issue was to dog us the following day. Monday 16th July 2001. We awoke early hoping to watch the Union leave at 07.00 behind the 15A 416, but… It eventually left about 09.00, but as always with late running, it gives you the opportunity to get something else and in this instance, this was the magnificent departure of Wankie Colliery's 15A No.11 with coal empties for the mine. After this, we chased the Union to the Baobab Hotel where we got a wonderful shot from the hotel gardens, again a shot that wouldn't have been possible earlier, as it would have been in shadow. Some of the group opted to follow the Union to Dete, whereas we opted to return to Wankie Colliery. The situation was largely unchanged from earlier in the trip with 19th 4 in steam again, but two Garratts were in use - 15A No.11 (as above) and No.12 shunting coal tar tanks in the sidings, before tripping down to Thomson Junction and back. We then adjourned to Thomson Junction for our mixed train to Dete behind the 25NC. We knew it would be late leaving and had gambled on a 10.30 departure, but in the event we sat and waited…and waited…and waited, eventually leaving at 15.00, almost six hours late. At least we had the baboons and vervet monkeys to keep us entertained. The 25NC crew had been unhappy with the water level in the tender and therefore the Wankie Garratt had taken the spare tender to the colliery for filling, which took a very long time. However, in the event, this late running meant we got some nice runpasts at Hwange Bridge, Entuba and Lukosi River Bridge. We were at Lukosi for about 17.00, about the time lions come down to the water to drink. We didn't see any, but we saw their paw prints and the elephant's foot prints and it certainly adds spice to any photo opportunity. Unfortunately we just missed the glint on the false start from Lukosi, mainly because we'd all been too slow in detraining and getting to the photoline in time. We had been due back in Bulawayo about 22.00 that evening, but we clearly weren't going to make that and so hotel beds were abandoned for another night on the train, having left Lukosi seven hours late. We then continued through the night to Sawmills. Tuesday 17th July 2001. Today's original plan had been to chase the Union to Bannockburn, but as we weren't at Bulawayo and had awoke at Sawmills some 12 hours late, this plan was scrapped. We finally arrived in Bulawayo at 13.00, approximately 15 hours late. After freshening up at the hotel, we returned to the shed and station area to photograph the shunts. In steam were 15A 386, 394 (West End and 416, 14A 514, 517 and 519 (Ash) - a new addition, and 20th 730 at the station having brought the Union in from Sawmills and the 25NC on shed at Bulawayo. 9B 115 and 12th 190 backed down from the shed to the station to take the 15.55 mixed to Heany Junction. We took the departure, then raced off to Queens Park and waited and waited. Perhaps we'd missed it. This was unlikely, but… There was no sign of anything on the horizon, so we headed to Cement to try and find out some news. When we arrived there, a diesel had derailed on the main line, meaning it couldn't have got back to Bulawayo. We headed back to Bulawayo via Mpopoma to discover it had actually got as far as Westgate, before setting back to the station. The Union got away later that evening. Wednesday 18th July 2001. An early start by road to the border crossing and into Botswana for the trip to the copper mine operated by Bamangwato Concessions Limited at Selebi-Phikwe. We arrived mid afternoon to find 19th 19D LO806 shunting at the discharge hopper shed. 19D LO807 had gone down to the exchange sidings. We followed LO806 out to Selebi North mine and got a return load just before sunset in glorious light. We managed to locate the rest of the fleet earlier at the workshops / shed. 19th LO801 was stored out of use alongside the workshops, 19th LO804 was fresh from overhaul and undergoing a repaint inside. Also fresh from overhaul and a repaint were 19D LO805 and 14A LO810. 14A LO809 was workstained and awaiting overhaul outside the workshops, while missing Garratt 14A LO811 was located in a scrapyard beside the perimeter road, having derailed and rolled over. It looks unlikely to be repaired. Thursday 19th July 2001. We returned to the mine for first light in the morning with LO806 and LO807 busy shunting around the discharge shed. LO807 moved off to the exchange sidings, LO806 went out to Selebi Mine and we followed to watch it loading and then return with its train of ore. By early afternoon, the shed had raised steam on 15A LO810 and it was put to use on a short haul trip with ore hoppers to Selebi No.3 shaft and back. We were lucky to see this in use, principally because we had asked the previous evening and the management had very kindly obliged and put it to use for us. We returned by road via Francistown (to see the plinthed 15th 352) to Bulawayo arriving back after dark. Friday 20th July 2001. We spent the morning at the shed watching the sun rise and catching the glint shots. A perfect morning and perfect finale to the trip. In steam were 15A 386 (West End), 394 (Westgate), 416 (Ballast), 514 (New Grain), 519 (Ash), 525 (shed - new addition), 612 (Yardmaster). Spent the rest of the morning watching the shunts, particularly Westgate (a rare steam turn) and New Grain, before heading to the railway museum at mid-day. Everything was located and identified at the museum, so we returned to the shed and station area to follow the shunts again, until it was time to leave about 16.00, head back to the hotel to freshen up, then a bus to Bulawayo airport, internal flight to Harare, then overnight flight to Gatwick and home. In Summary: I was frustrated by the late running, but mainly because little was done to brief participants on what was happening and why we were running late. I work for the railways in the UK and generally find that passengers are tolerant of delay if they are kept informed as to what is happening. Silence from the guard usually invokes rail rage. I think enthusiasts would be the same. We're generally content if we know what's going on. So for Zimfest 2002, some updates would be appreciated - maybe a tannoy/PA on the train. The other (related) frustration was the lack of a close of play briefing to reflect on the days events and update everybody on the following day's programme. Lack of a briefing will mean that people will inevitably get left behind and then annoyed at not being kept informed. That said, the late running meant we got some photographs we would not otherwise have got and I'm sure everyone will agree that the photo of the 12th emerging from a dark sky between Ingwe and Intundhla on the first trip out to Dete was magnificent. The weather on Saturday for the Plumtree specials was abysmal, but no different to what I'd left behind in England. Is this unusual for Zimbabwe in July? Otherwise the weather was magnificent throughout. Thanks Geoff for organising Zimfest 2001. I know some of us moaned and groaned from time to time (me included), but we did appreciate the hard work you'd put in to organise such an event. The niggles pale into insignificance once you've returned home and got the slides back. It was my first trip to Zimbabwe and I thoroughly enjoyed it. I'm very pleased with my slides, I enjoyed the company and I loved the country. I will be back. ZAMBIA. Livingstone Museum, 15/7/01 12th 204 worked VFSE train from Vic Falls (4 coaches). Museum locos on show: ZIMBABWE, July 2001. Rate of Exchange (Banks and Credit cards) ZWD 80=Pound 1 NRZ is in a bad state (as is the country). Fuel shortages, and lack of foreign currency to pay for spares has produced loco and wagon shortages. Wankie colliery has been unable to obtain spares for its washing and loading machinery. Traffic was well down from 1999 to 2000, (from 12.2 Million tonnes to 9.5, and a peak of 12.4 in 1997.) Domestic traffic down 8.6-5.9 million, but it is unclear whether allowance has been made for traffic lost to the private BBR (eg Colleen Bawn to Cement). Part is due to flooding in Mocambique. Annual report for 2000 shows 74 Diesel and 30 Electric main line. 73 diesel 19 steam on shunt. Steam locos reduced through 'an ongoing process of desteamerisation'. Through airbraked trains from SA to Tanzania were seen behind Spoornet/BBR diesels. Coal liner trains were lightly loaded, usually single DE11 plus 20. Two Botswana diesels (similar to DE10A) have been hired for the Vic Falls line (BD224 is one) Traffic to Botswana was very light, despite agreement that Cape Town to Zimbabwe traffic would continue to use this route.. NRZ is said to be demanding payment in advance by foreign currency for export traffic, which will be of great benefit to the road industry. From 26/7 a morning and evening commuter service was introduced between Mufakose (Gweru line) to Harare with connecting buses from neighbouring townships (sorry, high density housing areas). Fare to be ZWD 15. If successful, services to be introduced from the Mutare and Mazoe lines. Theft of signal cable and equipment has reached epidemic proportions. Over ZWD 400 Million worth in the last three months. The maximum penalty is a fine of ZWD 400 under an old law against illegal copper trading. Sources SARA News 6/01, Chronicle, Daily News, Mr Norman Maranga (Chief engineer traction and rolling stock.) Wankie colliery 16/7. Garratts. (ex NRZ 15) 406 Repairs. 9 OOU (part dismantled). 10 in wks. Cement 22/7. 416 on Ballast. Left Mpopoma 0800. Returned with brake van 1130 Bulawayo Museum. Continues to do an excellent job with limited funds. The new curator,
George Barker keeps up Dave Putnam's good work and has set about cosmetic repainting of
several steam locos. One new exhibit is a white painted travelling eye clinic coach. Most
of the coaching stock is under cover, but many of the locos are in the open and need
protection from the sun. Diesels 1407/1845/1531 have been well repainted by NRZ Mutare
wks. The Great Zimbabwe steam fiasco. Time is an infinitely elastic concept in Zimbabwe, and urgency a word unknown in the national dictionary. Unseasonable weather, signal/power failures, derailments and late running freight trains cannot be blamed on the organisers. Cancellation of several sections at short notice was annoying (the remaining ng loco, vintage cars and Zambesi sawmills line). Locomotives regularly departing two or three hours late and running after dark instead of in good photo light suggests a weakness of management and supervision, though jumping around and swearing will only result in a heart attack. To send two large locos to Vic Falls without confirmation of water supplies seems a little careless. 500 metres from the greatest flow of water in Africa, and none for the locos. The municipality had apparently decided to embarrass the railways over non-payment of bills. Water tanks had to be sent to Livingstone. Neither was water available at TJ, the 25NC extra tender going to the colliery where it drained their supplies and took four hours to fill though a 2 inch pipe with a 1 inch leak. Those who have taken annual leave and paid heavily in foreign currency were not amused at the delays, including sitting 7 hours extra at TJ and arriving back at Bulawayo 15 hours late. Still, the THF 25NC 3410 did reach Vic Falls via Beit Bridge and Bannockburn and returned safely. Differences of opinion and operating practice between Spoornet and NRZ were apparent and the Afrikaaner support crew of the 25NC took an indecent delight in the misfortunes of the Zimbabweans. Not that THF were free of blame. They arrived 28 hours late after a derailment in Northern Province, forgot that their caboose could only be coupled to their train at one end and took ages to pump water from one tender to the other as a balancing pipe was not fitted. The reputations of RTC THF Geoff Cooke and the Pretorii were not enhanced. Phrases including the words 'Piss up' and 'brewery' came to mind. A further steamfest is planned for Nov/Dec 2002 to coincide with a solar eclipse and
the centenary of the Bulawayo-Harare completion. Plans are even more ambitious and the
weather will be worse for photographs. A pity that so much went wrong as the idea was good
and should have been workable. Zimbabwe was a blast but I guess if your sole objective in life is the master photo shot on every runpast that must occur on schedule then it would have been disappointing. For me: Double headed 20th class, 16th on freight to cement. 25NC on the North Line. 100 kph on the Dete Straight with 15th class 416. 190 at Sunset in the Hwange National Park and then a night run to Dete with the fire dancing off the underside of the smoke trail. Wankie 15th class alongside the 25 at TJ. Dawn at Bulawayo Steam shed, free run of the Steam Shed and the P15 shop at any hour, two hours watching four Garratts on disposal, coaling and watering. 6 loco's in steam to be seen in the environs of Bulawayo Station. The 19D's at Selebie. (9 different classes of loco in steam and working, 9th, 12th, 14th, 15th, 16th, 19th, 19D, 20th, 25NC. Where else in the world in 2001?) And I was able to purchase the original front buffer beam number plate from the 20th class number 747 "Jumbo" for which I was also offered a replica brass name plate in brass. Yes the SA support crew were a bunch of @*&^%$ who did their best to set the NRZ crews up for failure with a loco they had never seen before that was significantly more sophisticated than what they were used to. And yes water was a problem on the North line. But hey we got a cab ride to Wankie on a 15th. The Forman at Wankie did his level best to get that 30,000 litre 25NC second tender filled at the expense of his own operating requirements. (Neither of those two Brits were on that trip and the comments about 2" pipes are false. The Foreman actually had the fitters fit a brand new canvas drop on the steam shed water tank to ensure the tank was filled as expediently as possible). Was I frustrated at certain events? Sure I was but they pale in comparison. The political situation? The west of the country seemed unaffected at the moment except for the lack of foreign exchange and the spending power of the ZIM dollar which is a very serious situation. However, its certainly nothing like the reports in the British newspapers which, if I had read beforehand I would not have gone! The people are wonderful, doing their best to live with rulers from a different tribe and a different agenda. Would I go again?.....You decide. |
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Rob Dickinson
Email: webmaster@internationalsteam.co.uk