The Hunslet was built in 1936 in Leeds. DLI Pressure Vessel Number 2924. Builders Number 1844 . The engine is of the Darwin class – refer classes of Hunslet locosattached makers table which shows the different classes of locomotive built by Hunlset.

First inspection of the locomotive was on Sept 14th 1937 when it was purchased new by the Australian Commonwealth Carbide Company to work on the Ida Bay Railway.-

Krauss – 2′ gauge – 0 4 0 built in 1906 in Munich, Germany.

Krauss locomotive
Our locomotive weighs 7 tonne and is a combination of the (inside)frame and wheels of ex Zeehan Tramways Krauss – builders No 5800 and Sandfly Colliery Krauss (outside frame 2 – 4 – 0)No 5682 – which came to Tasmania in 1907. The rebuilding was done by the Second River Tramway near Launceston in 1971. This locomotive was fitted with new tyres in 1986. A new firebox (cost $8,000.00) was fitted in the boiler during a 20 month period prior to February 2003

 The boiler notes for the Ida Bay Krauss state DLI Boiler number 2972, New Boiler for Ida Bay Krauss BN 5682 Inspected at Electrona 1938, built in Victoria 1937

Check out some history about Krauss locomotives in Australia

First class passenger car A – 1

A1 Carriage
This is the only surviving example of a North East Dundas Tram carriage. It was built in the Launceston Railway Workshops in 1898. Purchased in very poor condition circa 1986 and fully restored by Peter, Christopher and Vivian Martin over a 4 year period.


Passenger car PB1

passenger car
This Passenger Car originally built by the Mt. Lyell Mining and Railway Company as a wooden framed, side door, cross bench carriage and was used until 1961 on the Boulder Tramway at Renison Bell to take miners from the town to the mine. The ceiling height has been raised 450mm. It is now fitted with a steel under frame and has end platforms with end doors.

Guards Van DB1.

Guard's Van
This guard’s van was built by Ralph Proctor in Launceston in 1979 on a wooden framed flat wagon from components of Tasmanian Government Railways Guards’ Vans.


OB-1 – previously known as FT-1.

During SteamFest 2017 it was used for the first time to carry passengers. Peter Martin has put together a history of OB-1
[read more=”Click here to Read More” less=”Read Less”]
From my memory a very decrepit steel frame flat wagon frame came to Second River Tramway at Karoola from a large pile of 2’ gauge railway equipment owned by the Don River Railway which was stored at ‘Andora’ – the property of the late David von Stieglitz near Evandale.
Around that time the Don River Railway members were looking at various sites in the North with a view to setting up a 2’ gauge railway operation.
We now know that they decided not to go ahead with a 2’ operation but changed to the Don site and a 3’ 6” operation.
Circa 1972 when we had our Krauss rebuilt and running we started to dream about operating a 2’ gauge railway. We made an arrangement with the Don Railway that we could collect some 2’ gear off their heap at Evandale.

I think ‘we’ were Jack Shennan, Bruce Palmer? Peter Brabon, Ralph Proctor, John Allum and I.
When the wagon frame arrived at Karoola we noticed that most of the floor boards were very rotten so we replaced them all with second hand timber from the ‘disposals’ area of the TGR in Launceston.
The bogies we put under the wagon were the best two of several we had also secured from Evandale.

As a point of interest I vaguely recall the Ida Bay Hunslet being at Andora when we were out there ‘collecting.’
In the early days our ‘train’ was just the Krauss and the above flat wagon.
We had also collected a wooden framed flat wagon which was rotten at one end.
In due course – thanks mainly to the carpentry skills of Ralph Proctor – this flat wagon was taken to Ralph’s spare block behind 12 Melbourne St. in Launceston and rebuilt into our DB – 1 – but that is another story.

The new floor on FT-1 was clad with second hand flat iron (to try to protect it from the weather) FT-1 was used to transport sleepers, rails and ballast when we were extending our track. Passengers were ‘accommodated’ on the FT and told to sit down near the middle – no one ever fell off and no one was burnt with sparks from the loco.
For many years our trains consisted of K1 or K2 (now in the Launceston Museum), FT-1, PB -1 (another story) and DB -1 (guards van)
Following our transfer to Sheffield in 1994 FT–1 was kept in the loco shed and the floor gradually became a repository for many items which might be useful ‘one day.’
During SteamFests we noticed that our train could not cope with the number of passengers on offer so we decided to convert FT–1 into an open passenger wagon.
I decided to dismantle and rebuild both bogies or wheel assemblies first to allow each piece to be inspected and replaced or repaired if found to be faulty. Ian Larcher and Keefe McPake dismantled and water blasted most of the East bogie.

The suspension – which consisted of 6 large coil springs and their mountings under each bogie required major work. All the bottom spring retaining plates were broken – now either repaired or replaced. One of the 12 arch bars was actually broken and another was corroded very badly. Some coil springs were broken – fortunately we had several spares.
Both bolsters (9” square timber) were too rotten and were replaced with celery pine which was supplied and milled to size by Lizard Cannel. These bolsters each required at least 20 holes of various sizes to be drilled in them at the workshop of Eric Howe at Tarleton using Eric’s pillar drill to achieve the accuracy required.
While the wheels were out we cleaned and repacked all the axle boxes. We also checked each wheel for concentricity and each axle for cracks, straightness and journal condition.
Lizard and I with help from a number of Work for the Dole participants reassembled the East bogie and did most of the work on the West bogie.
Concurrent with the bogie work we welded 8 – 3” x 4” angle irons to the frame, repaired the floor and began converting the flat wagon to an open ‘box’ wagon with higher than usual sides using heavy fineline pine timber for strength. Keefe McPake and I fitted and bolted the ‘box’ in place. I made the door later
OB – 1 was fitted with seat frames and cushions and through air lines by Lizard and various WFD participants and was Trial Run on the weekend before SF 16 and ran each day of SF 16. Volunteer train crews and station staff noticed that OB 1 was always the first carriage to be filled by passengers.
The weather during SF16 was very hot and we noticed a couple of minor problems with hot sparks and that all the passengers were sitting in the full sun.
We had in ‘store’ some beautiful King Billy Pine curved beams – originally for TGR wagon roofs and decided to construct a roof incorporating all the timbers we had.
The existing 8 – 4” x 3” angle irons were extended by welding about 3’ on top of each.
40mm square RHS with brackets to bolt the curved timbers were welded on and the curved beams were bolted in place.

10mm x 150mm radiated boards were then secured on top of the timbers as roof lining.

The outer roof will be flat steel with a gutter fitted on each side. The roof overhangs the sides by about 150mm.  End boards were machined from pine packing crate timbers and secured by bolting to steel brackets welded to the ends of the 40 x 40 RHS
Most of the welding was done by Lizard Cannel, Darrel Semken and I. Lizard, Alan Walkley, Mathew Jones, Damien Sturmey and I fitted and screwed the roof boards and fascia boards in place. At time of writing the steel roof and guttering are still to be fitted.[/read]

We also have:

  • A steel framed bogie flat wagon.
  • A steel bottom dumping ore wagon – ex Mt Lyell Mining and Railway Company.
  • A gang motor – ex Tasmanian Government Railways – regauged from 3’6” to 2′. (Not yet on site)
  • Frame and wheels of two Battery – Electric locos from Australian Paper Mills Boyer Tas.
  • Frame and wheels of a ‘Days’ 0 – 4 – 0 petrol 2′ gauge locomotive.