July 2020 - by MAP Model Railway Group

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Mervyn Seal’s affinity with the railway came from a near miss with movie fame; recruited as an extra in The Titfield Thunderbolt his contribution sadly ended up on the cutting room floor – thankfully his legacy takes a more tangible form in the 2mm scale shape of the superb recreation of the River Dart in 1944 in the build up to D-Day.

Churston to Kingswear
The old Great Western shakes
The old Great Western makes 
A charge along, like troops in a battle
Through Galmpton’s fields scattering the cattle
Out through Greenway Tunnels night
Sparkles the river below to the right
Over Maypool Viaduct on it goes
And through the trees the whistle blows,
Descending fast to the river’s side
To show its most scenic ride
And ever again in a wink of an eye
Britannia Halt and Box whistle by
Along the waters of the River Dart
Steaming to Kingswear for me to part
The engine with its anger won
Chuff’s gently into Platform one.

As a student studying Architecture, expectations were to gain experience in an architect’s office. in the long summer holiday, of 1952, again economics played its part. and by chance created greater interest in historic railway transport.

Near Bath on a disused railway line Ealing Studios were filming the “Titfield Thunderbolt”. Cycling, a normal form of transport, enabled visiting the film set currently at a village outside of Bath at Monkton Combe. On arrival, the scene being shot was of the star John Gregson loading fruit into the Guards Van. Edging closer to the scene I was able to speak to some friends who were being paid to stand as I was. Taking their advice, arranging an interview with someone in casting, I eventually received a telegram (no telephone in the House) that I was accepted as an extra.

The pay was unbelievable, but more memorable was the daily issue of neat picnic lunch boxes. Although the end of the war was long ago, this was still the time of rationing. Every lunch was like Christmas, with the variety and quality of food that I had not experienced in life. The film work seemed negligible, plenty of time for sunbathing or playing cards.

Designated to the second unit, one did not meet the stars, except the main star the “Lion” alias the Titfield Thunderbolt. Days were spent being paid to sit in the historic carriages pulled by this beautiful wonderful steam locomotive through the glorious scenic countryside. The overgrown embankments covered in a myriad of colourful wildflowers, the like I have never seen since, Surprised, I was asked to be a stand-in for the star John Gregson. The pay was good before, now my earnings escalated to obscene heights. For a distance shot of the unique train, I was John Gregson standing in the guard’s van dressed like his character. The Titfield pulled full steam the carriages, and Guards van along the scenic valley. On the slopes of the hill the cameras were rolling Gregson’s large hat suddenly blew away. Petrified I stood motionless, not knowing what to do. Talking out of the corner of my mouth to the Cockney assistant in the van did not relieve my dilemma. My work was for the cutting room floor, nothing of my film career has been identified on the Silver screen!

I was enamoured with the Titfield Thunderbolt, I cycled with my sketch pad to have many memorable warm evenings alone with the Locomotive. The Titfield on the line, in those days no protection, or security. I sketched every detail to finally create a painting that was hung at the Bath Society of Artists exhibition and unexpectedly sold. Fortunately, I made a tracing which enabled another painting 50 years later.

The encounter with the Titfield Thunderbolt, brought me closer to the history of the railways, a greater appreciation. However, the main concern was to qualify as an Architect and of course marriage, as you did in those days.”

History of the Line

The Historical Model Railway Society encouraged railway-related education by young people, through their Education Award Fund. The worthwhile cash awards were designed to cover costs of films, maps, travel etc. to complete a thesis suitable for publication, as a series in their HMRS Journal.

A very appropriate project for Alex thirteen years old, for furthering education, also to assist the model and our desire for historical accuracy.

Alex’s application for the project was readily approved by the HMRS. The scheme proved very interesting to research libraries, archives, drawings of the 1860’s, and field studies. The progress on the model was slowed, as interest in the research by Alex, and myself as assistant, became of prime importance to prioritise. It was of great interest obtaining information, photographs, and plans from the National Railway Museum, Local Museums, Libraries, County Records and Swindon Railtrack archives. The studies gave meaning to incidental finds abandoned along the track, as our knowledge increased on history and facts on Kingswear Railway.

It was most exciting to discover remains of the 1864 Noss timber viaduct, consisting of 13 spans supported on timber piles set deep in the mud of Noss Creek. Our field study identified the remains of the original timber trestles protruding from the mud after 130 years.

Also, interesting to discover hidden in vegetation various artefacts remaining from World War II, that were eventually incorporated into the model. Later Alex’s article the history of the Kingswear Railway was published as a serial in the HMRS journal. I was able to assist with illustrating his articles with drawn plans, sections, and Artist illustrations.

The knowledge gained, greatly authenticated the Kingswear model. 

When I first moved to Kingswear people enquired was I related to the Seale’s of Dartmouth. I had never given serious thought, until the research by Alex, and myself for his article on Kingswear, as well as the model construction.  Researching Dartmouth on the opposite side of the River Dart, old maps showed the name spelt Seal, the same as ours. Later documents showed the name spelt Seale, names often changed over time, especially when non-educated persons used scribes who had their own interpretation of how to spell a name.

Sir Henry Seale MP for Dartmouth, in 1840 first envisaged a railway from Dartmouth north to connect with the mainline at Totnes, to serve the arrival of steam packet ships, from the West Indies arriving at Dartmouth.

It was Charles Seale Hayne nephew of Sir Henry who used his wealth, and influence twenty years later, to extend the railway on the route from Torquay to Kingswear and Dartmouth.

This prompted interest in genealogy on my family, for worthy railway connections. My only discovery was a William Seal brother of my Grandfather who worked on the GWR line at Monkton Combe, Nr, Bath in 1902s.  With great expectations of his position, the research revealed a simple navvy! Promoting a railway to Kingswear required a family of wealth. It is worthy of commenting on the Seale family’s creation of wealth, essential to investing and promoting the building of a railway in the 19th Century. The wealth was accrued in the 18th Century when John Seale, in partnership with Aldermen of the City of London invested in the profitable practice of commerce raiding on the seas, against the French, Dutch, and Spanish ships.

Brunel’s design for the Kingswear Railway Line could be said to be financed by robbery on the High Seas!
 

Locomotives

In the very early days Graham Farish locos were used, converted to finescale standards using Neil Ballentine wheels, formerly available from the 2mm Scale Association. These wheels had steel tires on plastic centers and were prone to distortion with changes in temperature and humidity. Later on the 2mm scale association introduced conversion kits using their all-metal wheels, running in bearings mounted on PCB side frames overlaid on the Graham Farish chassis block. This was applied to an old Graham Farish 57xx Pannier tank which proved to be a good running model. Our own home-made version of this type of conversion was later applied to a Farish 8F chassis, forming the basis of the 28xx 2-8-0 and to a 41xx large prairie. The revolution in motive power came with the introduction of the Dapol Hall. With this model having cast metal wheels it was possible to turn the wheels on a lathe to reduce the thickness of the flanges, suitable spacers being added to bring the axles to the correct gauge. A second advantage of the Dapol models was the square axles that meant setting the quartering, often a difficult task in 2mm, was not necessary. This method of conversion has been applied to two Dapol 49XX ‘Halls’, a 57XX and a 68XX Grange is in the process of being converted.
 

Rolling Stock

The majority of the carriages in the early days were the generic Graham Farish ‘suburban’ and ‘mainline’ coaches and we still have quite a few of these in service. They have been re-wheeled using 2mm association axles which simply clip in place of the original N-gauge axles. These are supplemented by some kit-built coaches including those once available from ultima, now available again from Etched Pixels. Ultimately the old generic coaches will be replaced with more accurate models of genuine GWR coaches including models built from Worsley Works etched kits as well as converted ready to run items such as the Dapol ‘Collet’ coaches.

Freight stock is mostly converted Peco and Graham Farish mixed with a number of both N and 2mm plastic, resin and etched kits from various sources. We are also in the process of weathering much of the locos and rolling stock.

We have found that by following NMRA recommended practice (RP-20.1) as closely as possible for the weight of freight and passenger vehicles we have had much better running, fewer derailments, and more reliable coupling and uncoupling. It is not always possible to get the full recommended weight into our tiny wagons, particularly open wagons, but nevertheless the improvement was outstanding.
 

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