Discussion in 'Heritage Rolling Stock' started by steamwife, Dec 18, 2007.
The 50 Alliance?
One for them to discuss but figures I'm hearing range from £150k up. With 2x mainline locos already in the fleet as well as 3 others to keep maintained and running this may be a step too far, especially with the caveat and all the additional costs that incurs.
For the minted version of me, it'd be the prototype DVT.
Thanks, I'd seen those entries but I noticed they were last updated 5 years ago so assumed they'd moved on since then. I'd also seen another report (of unknown provenance) that they were dropped from the Folkestone project after they were found to require much more work than initially thought - which seems a bit odd since they were hacked about to become part of the pub project in the 1980s. As well as that 30 years in the sea air didn't seem to have been kind to them when I last saw them and my untrained eye assumed they'd have needed major work anyway.
I was at the East Kent last year(? possibly 2021), and they were still there then.
I saw them in May 2018 and they were well covered. Not owned by the East Kent but stored there. Looked to be a fair bit of work needed, but nothing impossible. A lot of the interior marquetry was intact. Few photos -
1932 Brighton Belle Car 89 Pullman Driving Car
There seems to be some discrepancy in location as the eBay ad suggests its in London but the VT Database suggests its in Derbyshire, the photos in both seem to be the same location though?
The current owner lives in London, the coach is still behind the pub. The listing shows where his address is, not the coach's.
Think the Restoration project already have two power Cars.. is the asking price somewhat optimistic given the cost of moving it.
I think the asking price is very reasonable to be honest, but, as you say the estimated moving costs of £40k seems to be a major stumbling block for any potential purchaser.
Do the former BB cars contain the dreaded blue insulating material to any significant extent? Even if they don't, it's difficult to see this vehicle being attractive to heritage railway operators given its virtually total incompatibility with most loco-hauled stock!
Incompatible by virtue of ... ?
Air brakes and electric train heating for a start …
Back-converting to loco-hauled stock would, I suggest, not be a project for the faint hearted.
Not much of that on heritage lines so...
Sorry, not sure I understand your point. @61624 said it had "virtually total incompatibility with most loco-hauled stock!" - you queried "Incompatible by virtue of ... ?" to which I answered "Air brakes and electric train heating for a start …" And now you are saying "Not much of that on heritage lines so..." - which is exactly the point! The carriage is, sadly, a fundamentally bad fit for pretty much every heritage line in the country.
Quite feasible to do - one of the identical coaches now on the Brighton Belle was fitted with steam heat, 24V electrics, and Vac brake, and we did the same with ex 6-Pul coach Bertha on the Bluebell back in the early 1990s. The structural condition of the body is a greater problem! The seller said on the carriage restorer's email group that transport might be £25,000 - it all depends how much the crane company charge to lift it out. I'm not sure why it need be that much. We had a 200-ton capacity crane to lift a boiler recently because the crane company didn't have the smaller one we'd requested that day, and it cost a fraction of that.
Crane lifts depend on Radius and weight.
A while back I had to estimate for the removal and relocation of a Portacabin messroom trackside at Gainsborough.
When I worked out the weight Of about 5 tonnes i found that I required a 600 Tonne lift Road crane due to the reach needed to recover the cabin off the top of an embankment.
I then had a quote from the Crane Company at which point it was decided to forget the old cabin and buy and install 2 brand new cabins.
I would not be surprised if the remnants of the old cabin are still in place 30 years on.
It's in a very awkward position to move. There is an electricity cable running above it which goes to a building straight ahead of the coach, and which has been constructed since the coach arrived. There is also a sandstone block wall to remove at the end of the coach. The ground falls away quite sharply from the end of the coach into the car park, and this route appears to be the only way of loading. The figures quoted are pretty accurate when taking the obstructions into account.
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