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186062 Los(e)/Seite
Los 231
An engine turned silver cigarette box with fitted interior, a cased set of five silver coffee spoons in a fitted case, one lacking, a cased set of six tea knives with silver handles, a two handled presentation cup, a small circular silver dish and an ashtray, various dates and makers, together with a repousse decorated oval dish and a cased set of four metalwares bridge pencils.
Los 232
A William IV cut glass dressing table container, London 1836, an oval silver photograph frame, another smaller, a hand mirror with engine turned silver back, a matching clothes brush, dressing table items with green enamel and silver backs, a Victorian glass hatpin box with pierced silver lid, and various other hallmarked silver and plated items.
Los 137
illustrations of Steam Machinery and Steam Naval Architecture, Atlas to the Enlarged Edition (Re-issued in an Improved Form) of Tredgold's Work On the Steam Engine, 1840 fo., (frontis detached, t.p. states 125 engravings, 124 found incl. frontis., plate numbering out of sequence) contemp. bds. (detached and lacking backstrip). Sold not subject to return.
Los 1053
Six: Chief Engine Room Artificer W. T. Carr, Royal Navy queen’s South Africa 1899-1902, 2 clasps, Tugela Heights, Relief of Ladysmith (C.E.R.A., H.M.S. Terrible), impressed naming, note: not entitled to clasps; China 1900, 1 clasp, Taku Forts (Ch. E.R.A. 2Cl., H.M.S. Whiting); 1914-15 Star (141652 C.E.R.A.1, R.N.); British War and Victory Medals (141652 C.E.R.A.1, R.N.); Royal Navy L.S. & G.C., V.R., 3rd issue (Ch. E.R.A.2 Cl., H.M.S. Goliath) minor edge bruising and contact marks, very fine (6) £700-800 William Thomas Carr was born in Deptford, Kent, on 12 November 1864. A Fitter by occupation, he entered the Royal Navy as an Acting Engine Room Artificer 4th Class in June 1887. He was confirmed in that rank in November 1888 when on the Calypso, and was advanced to E.R.A. 3rd Class whilst on the same ship in June 1890. He was promoted to E.R.A. 2nd Class whilst on the Ringarooma in June 1894 and Chief E.R.A. 2nd Class when based at the Chatham Torpedo Store in May 1898. During the Boer War he served aboard the 1st class cruiser Terrible, for which was awarded the Queen’s medal with no clasp. Then during the China War he served aboard the destroyer Whiting, for which he was awarded the Queen’s medal with clasp for Taku Forts. Carr attained the rank of Chief Engine Room Artificer in April 1904 when on the Triton and was pensioned ashore on 27 June 1909. With the onset of war he was recalled and posted to the armoured cruiser Cressy. He was serving aboard her when she was sunk in the North Sea, together with her sister ships, the Aboukir and Hogue, by the German submarine U.9, on 22 September 1914. Suffering as a result of this experience he was invalided on 7 October 1914. Sold with riband bar and copied service papers. A total of 55 officers and other ranks of the Whiting were entitled to the China Medal with single clasp ‘Taku Forts’. £700-£800
Los 1129
Four: Engine Room Artificer 1st Class J. H. Rowe, Royal Navy 1914-15 Star (M. 14200 E.R.A. 4, R.N.); British War and Victory Medals (M. 14200 E.R.A. 4, R.N.); Royal Navy L.S. & G.C., G.V.R., coinage bust (M. 14200 E.R.A. 1, H.M.S. Curlew), one or two edge bruises and polished, thus good fine or better (4) £70-90 James Henry Rowe was born in Birmingham in January 1887 and entered the Royal Navy as an Acting Engine Room Artificer 4th Class in June 1915. He subsequently witnessed active service in the battleship H.M.S. Dominion, from August 1915 to April 1918 - in which period she survived a U-Boat attack in May 1916 - and, following a brief appointment aboard the Commonwealth, in April to May 1918, transferred to submarines with an appointment at Dolphin. His service record thereafter reveals assorted appointments in ‘H’, ‘K’ and ‘L’ class submarines 1918-28, prior to his return to surface duties in the Calliope in 1928. £70-£90
Los 1130
Nine: Commander K. J. Riddell, Royal Navy, who won a ‘mention’ for his leadership of at least two boarding parties in the South Atlantic 1939-40 1914-15 Star (Mid., R.N.); British War and Victory Medals (S. Lt., R.N.); 1939-45 Star; Atlantic Star, clasp, France and Germany; Africa Star; Pacific Star; Defence and War Medals, M.I.D. oak leaf, together with a silver dollar of Chiang Kai-shek, the reverse with engraved inscription, ‘D.O.S., Drunken Old Sots Avec Knobs, Hong Kong 1926-27’, and the edge engraved, ‘Life Holder Lieutenant K. J. Riddell’, fitted with loop and bar suspension and four engraved clasps, ‘12.3.1927’, ‘12.4.27’, ‘Ambrose Ch. Party’ and ‘Roman Party’, mounted as worn, generally very fine or better (10) £350-400 Kenneth John Riddell was born in June 1899 and entered the Royal Navy as a Cadet in May 1912. Appointed a Midshipman in the cruiser H.M.S. Lowestoft in August 1914, he was quickly in action at Heligoland Bight on the 28th of that month, following which he removed to the battleship Britannia that October, and thence to the cruiser Courageous in November 1916. Having then served as a Sub. Lieutenant in the destroyer Nith from December 1917 until July 1918, he transferred to submarines, but, having held appointments in assorted ‘E’, ‘K’ and ‘L’ class submarines, reverted to the Retired List in the rank of Lieutenant-Commander in January 1929. recalled shortly before the renewal of hostilities in September 1939, Riddell joined the cruiser Despatch on the South Atlantic Station, and was mentioned in despatches for his part in the boarding and capture of the Dusseldorf on 15 December 1939, and the boarding of the Troja on 29 February 1940 (London Gazette 24 April 1940). On the former occasion, and as described in his official report, with the exception of the Captain, Chief Officer and a wireless operator, the enemy abandoned ship in two boats, undoubtedly because they were aware that a time bomb had been set in the Dusseldorf’s engine-room. As it transpired, the resultant damage was minimal, and Riddell soon had control of the bridge and wireless office, so much so that he and his men were then able to re-embark those Germans who had taken to the boats, and order the embarkation of a prize crew from the Despatch. on the second occasion, a night action on 29 February 1940, the enemy ship, the Troja, was already burning fiercely. Nonetheless, having ‘encouraged’ the fleeing crew to make for the Despatch - ‘I fired a round over their heads to emphasise my orders’ - Riddell took two of his men and boarded the stricken vessel, to see whether the fire could be brought under control, ‘but the whole superstructure was now a mass of flames and the ship was commencing to list heavily and settling’. Of those captured Germans subsequently interrogated, the Second Officer said he had met Hitler, spoke at length of his faith in him and said that he had assisted to build a ‘strength through joy’ ship in the Troja. riddell appears to have served in the Despatch until March 1942, when he joined the staff of the Admiralty delegation in Washington D.C. Then in early 1944, he took up an appointment in Capetown, and finally reverted to the Retired List in the rank of Commander in July 1946. £350-£400
Los 1179
Five: Chief Engine-Room Artificer P. Stowar, Royal Navy, who served in H.M.S. Marlborough throughout the War, including the battle of Jutland, and was awarded the M.S.M. shortly after Marlborough evacuated members of the Russian Imperial family from Yalta in April 1919 1914-15 Star (M.2541 P. Stowar, E.R.A.3., R.N.); British War and Victory Medals (Act. C.E.R.A. 2 R.N.); Royal Navy L.S. & G.C., G.V.R., 2nd issue with fixed suspension (M.2541 C.E.R.A.1 H.M.S. Columbine); Royal Navy Meritorious Service Medal, G.V.R., Admiral’s bust (M.2541 P. Stowar A/C.E.R.A. 2Cl. ‘Marlborough’ War Services) suspension claw tightened and repaired on the last, otherwise about very fine (5) £350-400 M.S.M. London Gazette 17 July 1919. percy Stowar was born at Wimborne, Dorset, on 20 July 1889, and entered the Royal Navy as an acting Engine Room Artificer on 15 October 1910. He joined the battleship Marlborough in June 1914, was present at the battle of Jutland in 1916, and was still serving aboard her when she evacuated the Dowager Empress Marie Feodorovna, Queen Alexandra’s sister, and other members of the Russian Imperial family, from Yalta, in the Crimea, in April 1919. He received his L.S. & G.C. medal in November 1925, was granted a Hurt Certificate for a fractured patella in February 1928, and left the Navy later that year. Sold with copy record of service. for further details of the services of H.M.S. Marlborough at the battle of Jutland see Lot 1411 for the D.S.O. group awarded to her Executive Commander. £350-£400
Los 1201
Pair: 2nd Lieutenant C. Halse, General List and Royal Flying Corps, who was shot down in flames by ‘Blue Max’ holder Fritz Bernert in April 1917 british War and Victory Medals (2 Lieut.), very fine or better (2) £250-300 Clive (Harold) Halse, who was born in Queenstown, South Africa in November 1892 and educated at Kingswood and Selborne Colleges, enlisted as a Trooper in Cullinan’s Horse in November 1914. Discharged in April 1915, he was embarked for the U.K. where he joined the Royal Flying Corps that July. Sometime thereafter attached to No. 26 (South African) Squadron as an Air Mechanic, he fractured his right arm while starting an aircraft engine at Netheravon in November 1915. he had, meanwhile, been appointed a Cadet for pilot training, and duly gained his ‘Wings’ at Oxford in July 1916, following which he was posted to No. 70 Squadron, a Sopwith Strutter unit operating out of Fienvilliers in early 1917. Tragically, however, he was shot down in flames over Vaucelles during a reconnaissance flight to Cambrai on 24 April, his fate being witnessed by a fellow squadron officer, 2nd Lieutenant N. C. Seward. Modern references further confirm that he was one of five victims claimed in a single action that day, the whole by Oberleutnant Fritz Bernert of Jasta 2 - a record. Bernert, who the previous day had been awarded the Pour Le Merite and eventually scored 28 ‘kills’, died of influenza in October 1918. halse was interred in Honnechy British Military Cemetery; his MIC entry confirms his entitlement to the British War and Victory Medals, both of which were despatched to his next of kin in August 1922, but South African records have not been checked for his possible entitlement to the 1914-15 Star. £250-£300
Los 1212
Pair: 2nd Lieutenant H. C. Lake, Royal Air Force, late Royal Naval Air Service, who was killed in a flying boat accident at Calshot in April 1918 british War and Victory Medals (2 Lieut., R.A.F.), together with related Memorial Plaque (Harold Caldecott Lake), generally extremely fiine (3) £250-300 Harold Caldecott Lake, from Clerkenwell, London, was appointed a probationary Flying Officer in the Royal Naval Air Service in November 1917, and attended No. 209 Training Depot Squadron at Calshot. And it was while piloting a Franco-British Aviation Company (F.B.A.) Type B Pusher Biplane (Flying Boat Trainer) at that establishment on 6 April 1918 that he was accidentally killed, the subsequent Court of Inquiry finding the tragedy was due ‘to inexperience on the part of the pilot. He appears to have put the machine on a glide without cutting off or throttling down his engine. This action must have thrown him over on to the controls causing the machine to nose dive throwing him out of the [flying] boat.’ Aged 21 years, Lake was buried in Wandsworth (Putney Vale) Cemetery. £250-£300
Los 1215
Seven: Chief Petty Officer W. T. D. Downham, Royal Navy british War and Victory Medals (J.73138 Boy 1, R.N.), late issues; 1939-45 Star; Atlantic Star; Africa Star; War Medal 1939-45, M.I.D. oak leaf; Royal Navy L.S. & G.C., G.V.R., 3rd issue (J73138 A/P.O., H.M.S. Nelson) nearly extremely fine (7) £200-240 M.I.D. London Gazette 29 July 1941 & 1 January 1943. william Thomas Drayson Downham was born in Farnborough, Hampshire, on 17 March 1902. A Farm Boy by occupation, he enlisted into the Royal Navy as a Boy 2nd Class on 5 July 1917 and was advanced to Boy 1st Class in December 1917. Posted to light cruiser Centaur in January 1918, he was promoted to Ordinary Seaman in 1920 and Able Seaman in February 1921 when on the Shakespeare. In the Second World War he was a Chief Petty Officer aboard the destroyer Dainty when she was bombed and sunk by German dive-bombers off Tobruk, on 24 February 1941. In the inquiry into the loss of the ship, Downham, who was at the ship’s wheel in the wheel house, reported: ‘I was able to steer the ship for approximately two minutes when the steering gear failed and I reported to the bridge. The order was given ‘Stop engines; abandon wheel house’. The telegraph appeared to be in action and I received a reply from the Engine Room by gong. The First Lieutenant gave the order ‘Flood the foremost magazine’. This was carried out by myself and two Able Seamen - Able Seaman Taft and Able Seaman Burns. The next order from the Captain was ‘Everybody to the fo’csle; stand-by to abandon ship’. I assisted in tying the Hasty alongside and about 60 men jumped inboard’. For his services during the action, he was mentioned in despatches. He was further mentioned in despatches in 1943, for services as C.P.O. aboard the destroyer Wells. sold with copied service papers; report on the loss of the Dainty; gazette extracts; and medal roll. This latter shows Downham was issued with a duplicate pair of British War and Victory Medals in 1952. £200-£240
Los 1230
Family group: three: Corporal H. Phipps, Royal Air Force british War and Victory Medals (204577 Cpl., R.A.F.); Royal Air Force Meritorious Service Medal, G.V.R. (204577 Cpl. Mech., R.A.F.) pair: Private G. Phipps, Royal Sussex Regiment, killed in action, 26 March 1917 british War and Victory Medals (1650 Pte., R. Suss. R.), initial given as ‘C’ on second medal, nearly extremely fine and better (5) £350-450 Henry Phipps m.S.M. London Gazette 1 January 1919. ‘.... in recognition of distinguished services’. henry Phipps was born in Bognor, Sussex, on 14 April 1896. The son of Mr Frederick and Mrs H. Phipps of 44 Pier Road, Littlehampton, Sussex, and an Engineer by occupation, he enlisted into the R.N.A.S. as an Engineer on 1 August 1916. Holding the rank of Leading Mechanic, he later transferred to the R.A.F. as a Fitter (Aero Engine) with the rank of Corporal Mechanic. He served in France, 25 May 1915-19 June 1916; 29 June 1916-18 April 1917; 10 January-19 April 1918, and then latterly served there until February 1919. he is recorded as serving in the following actions (ref. Air Defence of Britain, by Cole and Cheeseman): ‘9 February 1916 (Daylight): Flt. Sub-Lieut. W. H. Oakey and Air Mechanic H. Phipps flying from RNAS Westgate in a B.E.2c No.1188 took part as one of 24 defence sorties against one Friedrichshafen FF33e and one Hansa-Brandenburg NW, whose target was Broadstairs and Ramsgate. The result of the raid was none killed and three injured. 19 March 1916 (Daylight): Flt. Sub-Lieut. Deans and Air Mechanic H. Phipps flying from RNAS Westgate in a B.E.2c No.1159 took part as one of 30 defence sorties against four Friedrichshafen FF33b-f, one Hansa-Brandenburg and one Gotha Ursinus W.D. whose target was Dover, Deal and Ramsgate. The result of the raid was 14 killed, 26 injured. 19/20 May 1916 (Night): Flt. Sub-Lieut. J. S. Browne and Air Mechanic H. Phipps flying from RNAS Westgate in a B.E.2c No.1158 took part as one of eight defence sorties against three Friedrichshafen FF33, three Hansa-Brandenburg NW and one Gotha Ursinus W.D. whose target was the Kent coast. The result of the raid was one killed and two injured.’ phipps was transferred to the R.A.F. Reserve in March 1919 and discharged in April 1920. He enlisted in the Class B Reserve as an Aircraftsman Class 2 on 21 December 1938 and was appointed a Serjeant on the following day. Sold with copied service papers and other research. george Phipps george Phipps, brother of Henry, was born in Bognor and enlisted at Littlehampton. Serving with the 4th Battalion Royal Sussex Regiment, he was killed in action in Egypt, 26 March 1917, aged 22 years. His name is commemorated on the Jerusalem Memorial. £350-£450
Los 1280
An emotive Second World War group of three awarded to Petty Officer P. H. Kissane, who was killed in action aboard H.M.S. Glowworm during her remarkably gallant clash with the heavy cruiser Hipper off Norway on 8 April 1940: her captain, Lieutenant-Commander Gerald Roope, R.N., was subsequently awarded a posthumous V.C., while Churchill famously announced in the House of Commons ‘Glowworm’s light has been quenched’ 1939-45 Star; Atlantic Star; War Medal 1939-45, unnamed as issued, together with a Royal Life Saving Society bronze medal (P. H. Kissane, Sept. 1932), and a quantity of original documentation, as listed below, extremely fine (Lot) £600-800 patrick Henry Kissane was born in Southampton in March 1908 and entered the Royal Navy as a Boy 2nd Class in September 1923. Advanced to Ordinary Seaman in the Tiger in March 1926, to Able Seaman on the Warspite in June 1927 and to Petty Officer at the gunnery establishment Excellent in August 1938, he was serving in the cruiser Belfast at the outbreak of hostilities. A brief period ashore at Drake IV followed in the new year, and thence his appointment to the destroyer Glowworm, in which ship he was killed in action on 8 April 1940. the Glowworm, in company with Greyhound, Hyperion and Hero, was screening the battlecruiser Renown as part of operation ‘Wilfred’, a minelaying operation off Norway. After becoming separated whilst searching for a man overboard, the Glowworm made contact with two German destroyers that were carrying troops for the invasion of Norway, and quickly went into action, gaining some notable hits. Shortly afterwards, however, the German heavy cruiser Hipper appeared on the scene and began to shell Roope’s command with accurate fire. John Winton’s definitive history, The Victoria Cross at Sea, takes up the story: ‘As usual, the German initial gunnery ranging was excellent and Hipper hit Glowworm with her first salvo. The weather made escape or evasive shadowing almost impossible, so Roope sent off an enemy sighting report (his second, both of which were received by the C.-in-C.) and closed the enemy. The destroyer Glowworm, 1,345 tons and armed with four 4.7-inch guns, therefore advanced upon the 10,000-ton Admiral Hipper, armed with eight 8-inch and twelve 4.1-inch guns. Glowworm was hit again, in the Captain’s day cabin, where the doctor and his action sick-bay party were all killed or wounded. Another shell brought down part of the foremast and the wireless aerials, which fouled the siren on the funnel, and Glowworm went into action with the strange mournful banshee wailing of her steam siren. She fired a spread of five torpedoes, all of which ran wide, and was hit again, forward and in the engine-room, where a large fire broke out. Glowworm made smoke and prepared for another torpedo attack. At some time now, Roope decided to ram his enemy. Glowworm emerged from the smokescreen, crossing Hipper’s bows from port to starboard, and fired another spread of five torpedoes, four of which got away and one of which just missed Hipper by yards. Glowworm was still making about twenty knots when Roope ordered a sharp turn to starboard and headed for Hipper’s starboard side. Helmuth Heye, Hipper’s captain, alarmed by the possibility of another torpedo attack, also tried to turn to starboard and ram Glowworm, but Hipper was much slower under helm and Glowworm struck her amidships, tearing away about 100 feet of her armoured plating, damaging the starboard side torpedo tubes, killing one man at his gun and puncturing two fresh-water tanks. glowworm drew clear after her collision and although her decks were swept by a storm of fire from Hipper’s 4.1-inch and 37mm. close-range weapons, got off another salvo and hit Hipper from a range of about 400 yards. She was by then losing way, settling by the bows, with a major fire raging amidships and all steam pressure lost. Roope ordered his ship’s company to abandon ship. He stayed on the bridge, smoking a cigarette. heye chivalrously stayed for over an hour to pick up Glowworm’s survivors. Roope was seen in the water, helping men to put on their lifejackets and he actually reached Hipper’s ship’s side, where a rope was thrown to him. He caught it, but was not able to hang on. He sank back exhausted and was drowned. One officer and 30 men of Glowworm’s total ship’s company of 149 were picked up. Two men died in captivity.’ Aged 32 years, Kissane left a widow, Nora, a resident of Eastleigh, Hampshire. He is commemorated on the Portsmouth Naval Memorial. sold with a quantity of original documents, including the recipient’s Certificate of Service; R.N. Certificate for the Educational Test, Part I, to ‘Patrick H. Kissane, Boy 1st Class, O.N. J.108276’, dated 2 March 1926; Queries in Seamanship, Gunnery and Torpedo booklet, with pencil written notes; Wightman’s Arithmetical Tables booklet, inscribed, ‘P. H. Kissane’; the recipient’s H.M.S. Tiger and H.M.S. Warspite Qualification Cards; his H.M.S. Greyhound Identification Card; postcards and photographs of ships including H.M.S. Glowworm; a photograph of the recipient; newspaper cuttings mostly regarding the loss of the Glowworm; cloth badge; a metal name-plate inscribed ‘P. Kissane’ and a quantity of copied research. £600-£800
Los 1411
A Great War ‘Jutland’ D.S.O. group of six awarded to Rear-Admiral H. S. Currey, Royal Navy, Commander and Executive Officer of H.M.S. Marlborough, the only ship to be torpedoed during the battle distinguished Service Order, G.V.R., the edge of the lower arm inscribed ‘H. S. Currey 1916’; 1914-15 Star (Commr. H. S. Currey, R.N.); British War and Victory Medals, with M.I.D. oak leaf (Capt. H. S. Currey, R.N.); Jubilee 1897, silver (H. S. Currey); Russia, Order of St Stanislas, 2nd Class with swords, gold and enamels by Eduard, the ring stamped ‘56’ and with St Petersburg mark for 1907-17, the horizontal reverse arms inscribed ‘H. S. Currey 1917’, the first five court mounted by Hunt & Roskell as worn and contained in Hunt & Roskell carrying case with fitted recess below the pad for the St Stanislas badge, good very fine (6) £4000-5000 d.S.O. London Gazette 15 September 1916: ‘In recognition of services as mentioned in the foregoing despatch’, viz: ‘Honours for service in the battle of Jutland. Remarks of Admiral Sir Cecil Burney [second in command Grand Fleet]. Commander Hugh Schomberg Currey, R.N. Executive officer of ‘Marlborough’ whose untiring energy and skilful work greatly assisted in saving the ship after she was torpedoed.’ Order of St Stanislas, 2nd Class with Swords London Gazette 5 June 1917: ‘Conferred by the Russian Government on Officers of the Grand Fleet for distinguished service rendered in the battle of Jutland.’ H.M.S. Marlborough, flagship of Vice-Admiral Burney Commanding the First Battle Squadron, was the only ship of the Grand Fleet to be hit by torpedo in the battle of Jutland, a remarkable point that was not lost on Admiral Jellicoe in his despatch: ‘One of the features of the action was the large number of torpedoes that crossed our line without taking effect on any ship except Marlborough. Sir Cecil Burney estimates that at least twenty-one torpedoes were seen to cross the line of his squadron. All were avoided by skilful handling, except that single one, and it is notable that the Marlborough herself evaded seven. Similarly the Fifth Battle Squadron, in rear of the First Battle Squadron, avoided a considerable number and the other squadrons had similar experiences.’ The following narrative of events were noted by an officer from the fore-top of H.M.S. Marlborough: ‘At 6.54 we were hit by a torpedo. We thought at the time it might have been a mine, for we saw no track of a torpedo whatsoever, but we know now for certain that it was a torpedo as bits of one were found later in the ship. It hit on the starboard side, and aloft the top swayed a lot and finally took up a list to starboard, so that I imagined one strut of the tripod mast had been shot away; but looking over the side of the top I saw that it was the whole ship that had taken a list to starboard. The shock caused some of the switches on the electrical switchboard to jump, and one of the gunnery control instruments got out of step; also some fuses of the telephone circuits went, but they were very quickly, replaced. a few minutes after we were hit we passed a destroyer, the Acasta, close on our port hand, flying 6 flag - ‘Am in danger of sinking’ - and the ‘Not under control’ signal; she had a collision mat stretched out over her starboard quarter. I was afraid for a moment that we were going to collide with her, as we passed so close to her that from aloft she was almost hidden by our ram, and we seemed to be practically on top of her. But she came by all clear, and her men cheered as we passed. at about 7 o'clock, when we were just getting ‘square’ again after the torpedo explosion, three tracks of torpedoes were seen approaching on the starboard side, all three apparently going to cross our track. The bridge were informed, and the ship was turned to port to avoid them, so that two passed ahead and one astern of us. Five or ten minutes before this some German destroyers had appeared on our starboard bow, so presumably these torpedoes, as well as the one that had hit us, came from them. directly after we had dodged these three torpedoes a four-funnelled cruiser of apparently the Roon class came into sight on our starboard beam, range 9,800 yards, bearing exactly on the beam, Green 90. She was stopped and already badly damaged, but we opened fire on her and fired four salvoes. The third and fourth salvoes hit her, opened up her sides, and revealed a deep red flame inside her hull. This was at 7.3, and two minutes later we ceased fire, as she appeared to be completely disabled and was sinking fast. we now sighted three battleships, and at 7.6 shifted target on to the left-hand one of them - they were ships of the Konig class, carrying two funnels wide apart. We opened fire at a range of 10,750 yards, and fired 14 salvoes. The sixth, the twelfth, thirteenth, and fourteenth were all distinct hits. From the sixth salvo a large cloud of grey smoke appeared near her foremast, and from the twelfth salvo two hits could be seen under her bridge, rather low down. at 7.10 we fired a torpedo from the fore submerged tube at the disabled enemy cruiser. At 7.19 a flotilla of German destroyers appeared on our starboard quarter, approaching us, and fire was quickly opened upon them with the 6-inch battery. Also one 13.5 inch salvo was fired from the turrets. Two destroyers were hit, and the remainder immediately turned away to starboard and disappeared from sight behind a dense cloud of funnel smoke. Fourteen minutes later (7.33) the tracks of the torpedoes they had fired were observed approaching from the starboard bow and beam. The tracks were quite clear to us from aloft, and could be picked out when nearly a mile away. At once we reported to the bridge, and they altered course to starboard, so that No. 1 track, the farthest off, passed ahead of us, but Nos. 2 and 3 were nearly on top of us before the ship commenced swinging. No. 2 passed so close to the stern that we lost sight of its track from the top, and we should certainly have been hit if the stern had not been swinging away under the influence of helm; and No. 3, which I saw break surface when about 500 yards on our beam, came straight for the ship, and its track came right up against our starboard quarter - it must have been running below its depth and went right under the ship. The fact that these three were as clear as daylight, whereas no track was visible from the torpedo that had hit us at 6.54, made one think that it was a mine, not a torpedo by which we had been hit, but, as I said, other certain evidence showed that it was a torpedo.’ Remarkably, only two stokers had been killed by the explosion of the torpedo. As Executive officer of H.M.S. Marlborough, Commander Currey was responsible for damage control and organizing repairs to the ship. At 3 a.m. on 1st June Vice-Admiral Burney reported that he had transferred his flag to Revenge and that Marlborough, her speed now reduced to 12 knots, was proceeding with Fearless in company and a few hours later four destroyers were detached to screen Marlborough. At 6.50 p.m., after a long day of repair work and damage assessment, Marlborough reported - ‘All compartments between 78 and 111 stations starboard from outer bottom to middle or main deck probably flooded. All double bottom compartments between these stations on starboard side vertical keel damaged and probably double bottom compartments vertical to 2nd longitudinal on port side also damaged. Boilers, auxiliary machinary in ‘A’ boiler room not damaged, except air blower and Diesel engine oil pump. ‘A’ boiler room partially flooded but water is being kept under.’ Marlborough arrived safely in the Humber on the morning of 2nd June, screened by Fearless and eight destroyers. Commander Currey was praised for his ‘untiring energy and skilful work,’ which ‘greatly assisted in saving the ship after she was torpedoed’ and was subsequently awarded the
Los 1494
A Great War ‘Western Front’ M.M. group of three awarded to 2nd Corporal A. Jones, South African Railways Overseas Dominion Section military Medal, G.V.R. (5832 Cpl., S.A.R.S.); British War and Bilingual Victory Medals (2/Cpl., S.A.R.O.D.S.) edge bruising and contact marks, nearly very fine and better (3) £350-400 M.M. London Gazette 17 June 1919. ‘93rd Broad Gauge Operating Company, 2nd South African Railway Service’. albert Jones was born in Maritzburg, Natal. An Engine Driver by occupation, he had previously served in the suppression of the Natal Rebellion of 1906. He attested for service in the S.A. Expeditionary Force at Roberts Heights on 22 November 1916, giving his place of residence as Durban. Serving with the S.A.R.O.D.S. he was posted to France. For his services there he was subsequently awarded the Military Medal. He was discharged on 29 May 1919. Sold with copied service papers which show that he was accidently wounded in the face by a bayonet in January 1919. £350-£400
Los 1511
A rare Fall of France 1940 D.F.M. group of four awarded to Flight Lieutenant L. S. Pilkington, Royal Air Force Volunteer Reserve, who was credited with 5 ‘kills’ as a Hurricane pilot in No. 73 Squadron prior to transferring to Spitfires of No. 111 Squadron and being killed in action on a Channel offensive sweep in September 1941: he was to have been married just six days later distinguished Flying Medal, G.VI.R. (741935 Sgt. L. S. Pilkington, R.A.F.); 1939-45 Star; Air Crew Europe Star; War Medal 1939-45, together with related dress miniature for the first, generally extremely fine (5) £5000-6000 d.F.M. London Gazette 16 July 1940: ‘For exceptional gallantry and devotion to duty in the air from January 1940, and especially from the 10-15 May 1940, during which period this airman pilot displayed unflagging zeal and courage in the face of superior forces of the enemy. He has shot down five enemy aircraft.’ Lionel Sanderson Pilkington, a native of Hull, entered the Royal Air Force Volunteer Reserve in 1938, qualified as a Sergeant Pilot and was posted to No. 73 Squadron, a Hurricane unit, and a component of 67 Wing, Advanced Air Striking Force, in early 1940 - records reveal him embroiled in a combat in Flight Lieutenant E. J. ‘Cobber’ Kain’s red section as early as 25 January. another followed on 26 March, when he fired all of his ammunition in a protracted dogfight with Me. 110s and Dorniers, one of the former hitting his propeller with return fire and causing him to drop 10,000 feet with a ‘spluttering engine’; so, too, on 21 April, when he got in a brace of attacks on 109s, one of them rolling over on its back. but it was after the ‘Phoney War’, on the advent of the German invasion of the Low Countries in May 1940, that No. 73 embarked upon a period of constant action, Pilkington noting in his diary as early as the 11th how he had to dive for cover at Reims-Champagne airfield, two bombs having landed yards from his quarters. Indeed his diary is extensively quoted in Twelve Days in May, by Brian Cull and Bruce Lander, with Heinrich Weiss (Grub Street, London, 1995): ‘[May 11] I get a Messerschmitt 110 but one also gets me! A cannon shot in the tailplane passes through the fuselage and out the other side! Bullets in the engine, shot away throttle control; cannot close throttle and bullet hits in cockpit, beside rudder bar. Land on [Rouvres] ‘drome by cutting switches, rudder control wire practically sheared.’ This action took place over Mourmelon, Pilkington flying Hurricane P2569/D - his victim was an aircraft from II/KG53, while ‘Cobber’ Kain also claimed a Bf. 110 on the same occasion. at first light on the 13 May, with the war correspondent Charles Gardner on hand to record events, Pilkington added a shared Do. 17 to his tally, in company with fellow pilots P./Os R. F. ‘Dickie’ Martin and D. S. ‘Don’ Scott, but the enemy aircraft’s rear-gunner was a good shot - ‘We all came back very riddled’. Again in combat that evening, this time against a brace of Heinkels near Vouziers, Pilkington saw one of them downed by Squadron Leader J. W. C. More - the crew managed to bale out but were lined up and shot by French troops on landing, or certainly according to Gardner. the very next day, in an early morning patrol over the Sedan battlefront, Pilkington and Flying Officer ‘Fanny’ Orton both seriously damaged Do. 17’s of 3/KG76, the former noting that large pieces came away from his Dornier’s starboard engine before his windscreen was covered in oil - ‘Also damage port engine and get the gunner ... Shots in my plane and I fly home as I cannot use my gunsight owing to the oil.’ The Dornier made it back to base, but with three of its crew wounded. later on the 14th, as one of six 73-pilots on a similar patrol, he engaged seven Stukas of I/StG76 over Malmy, his particular target diving into the ground and exploding, but then 73’s Hurricanes were jumped by 109s of III/JG53 and Pilkington’s fellow Sergeant Pilots, Basil Pyne and George Dibden, were both shot down and killed: ‘This is a hell of a blow to me. Hell!’ Notwithstanding such losses, 73’s punishing agenda continued apace, Pilkington sharing a claim for a Do. 17 with his C.O. on the following day: ‘Panic take-off. First off, chase some Heinkels but do not catch them. Come back to base and chase five Dorniers. Get starboard engine then jettison bombs. Crossfire gets me in oil and patrol tanks, also glycol. Get back to drome, glycol tank melted and run into engine. Face slightly burnt and eyes sore from glycol. C.O. says a good show.’ And in the air battles over Lille on the 19 May, again witnessed by the war correspondent Charles Gardner, he added another ‘probable’ to his tally - but as a result of damage caused by return fire was compelled to make a force-landing: ‘Think I got a He. 111 but one of the rear-gunners gets my oil tank and I fly back. See three He. 111s doing dive-bombing 200 yards away; also run into 15 Me. 110s. Fly back in cloud and land at French bomber drome. Given a fine lunch. Ken calls in a Maggie for me in the afternoon.’ His He. 111 was in fact most likely a Ju. 88 of KG51. at the end of the month, the first of 73 Squadron’s pilots were recalled to the U.K., but in common with No. 1 Squadron, their gallant part in the defence of France had been recorded for posterity by Noel Monks, another war correspondent who had followed their story from late 1939, and who subsequently published Squadrons Up! with such valuable combat experience under his belt, Pilkington was posted to No. 7 Operational Training Unit (O.T.U.) at Hawarden, Cheshire that July - and survived a prang with a student pilot in a Miles Master on the 17th. Far more unusually, he is credited with bringing down a Ju. 88, even though still based with No. 7 O.T.U., that September - an accompanying Tangmere Military Aviation Museum letter refers. sometime thereafter joining No. 111 Squadron, most probably in early 1941, when it commenced cross-Channel offensive patrols and escorts, he was shot down and killed by Me. 109s in a sortie to Hazebrouck in Spitfire AB-962 on 20 September 1941 - as Flight Lieutenant Keller concluded in his combat report for that date, ‘The Me. 109s on this occasion seemed to me to be making a far more concerted effort than usual and were present in greater numbers than hitherto’. Pilkington, by then a 22-year old Flight Lieutenant, was due to have been married on the 26th. He has no known grave and is commemorated on the Runnymede Memorial. sold with a quantity of original documentation, including Buckingham Palace condolence message; four wartime photographs, one a framed portrait, and another of a page in his Flying Log Book, carrying an endorsement from his 73 C.O., ‘Has proved himself a gallant and successful Fighter Pilot’, in addition to details of a claim for an He. 111 above; an R.A.F. permanent pass, for St. Athan, No. 11 Group, in the name of ‘741935 Sgt. L. S. Pilkington’, dated 21 November 1939; together with the remnants of his embroidered cap badge, his uniform ‘Wings’ and, most poignantly, his fiancee’s R.A.F. sweetheart’s brooch, gold and enamel. £5000-£6000
Los 1513
A particularly fine Second World War Mosquito navigator's D.F.M. group of four awarded to Pilot Officer L. J. Etheridge, Royal Air Force Volunteer Reserve, who completed 50 sorties over France, Holland and Germany in 1944-45, an action packed tour that included a brace of crash-landings back in England after damage sustained in action - once on one-engine with a hung-up 500lb. bomb: so, too, the spectacular daylight raids on the S.S.-occupied Chateau de Fou in August 1944 and S.S. barracks at Arnhem in the following month distinguished Flying Medal, G.VI.R. (1603309 F./Sgt. L. J. Etheridge, R.A.F.); 1939-45 Star; France and Germany star; War Medal 1939-45, extremely fine (4) £3000-3500 D.F.M. London Gazette 8 May 1945. The original recommendation states: ‘Flight Sergeant Etheridge has completed 50 sorties with his pilot, Flight Lieutenant Gasson, including three daylight operations. this N.C.O. has proved himself to be an excellent operational Navigator. He has never failed to bring his pilot to the target area, often despite poor weather conditions and without navigational aids. some of the sorties in which he was engaged involved very deep penetrations into enemy territory, where accurate navigation, without Gee facilities, was vital to the success of the missions. the results obtained by this Navigator and his pilot have been outstandingly good as the following examples will show. on the night of 6-7 August 1944, a moving light was attacked in France and due to the fact that the attack was pressed home to a low level the port engine was hit by a ricochet and caught fire at 1500 feet. The port propeller was feathered and the graviner switch operated. The return flight was made on one engine and Flight Sergeant Etheridge's accurate navigation brought them safely to England. It was found that height could not be maintained with the result that the English coast was crossed at 400 feet and a crash landing made at Ford. on the night of 4-5 October 1944, when carrying out a patrol over Holland and Germany, two trains were found in a railway station at Millingen, which were attacked with bombs and cannon. A large explosion followed the attack and later a fire started. During the same patrol a tug and six barges were found and successfully strafed. flight Sergeant Etheridge also took part in the successful daylight operations against the chateau south of Chatellerault on 2nd August, trains at Chalons on 25 August 1944 and on the barracks at Arnhem on 17 September 1944. flight Sergeant Etheridge possesses great determination and coolness in times of crisis. His fine offensive spirit, which is equal to that of his pilot, has gone to make an ideal Mosquito crew. In view of his fine operational record, I strongly recommend him for the award of the Distinguished Flying Medal.’ Laurence James Etheridge commenced his operational career with No. 107 Squadron, a Mosquito unit of 2nd Tactical Air Force's 138 Wing, operating out of Lasham, in July 1944, when, with his New Zealander pilot, Flight Lieutenant L. Gasson, he completed an offensive patrol over Vire-Falaise-Trouville sector on the night of the 24th-25th. Indeed it was to prove the first of a spate of such patrols in support of the Allied landings, 107s Mosquito VIs targeting enemy troops, transport and communications, often with great success, according to the Squadron's Operational Record Book (O.R.B.), by means of bombing and cannon fire delivered from altitudes as low as 500-1000 feet. Success was also dependent on a bright moon, a case in point being Etheridge's third sortie - against targets in the upper reaches of the Seine, from Rouen on the night of 30-31 July - when 107's Mosquitoes strafed and bombed a variety of trains, bridges, roads and in fact, any moving lights, but not without interference from the usual flak concentrations which had a habit of 'creeping up on the unwary'. etheridge's next sortie was of the daylight variety, one of a series of famous strikes against the S.S. and Gestapo, in this case an attack on troops of the notorious 158th ‘Security’ Regiment - who had recently murdered members of the S.A.S. - in the Chateau de Fou, south of Chatellerault on 2 August, a spectacular raid captured on camera, and one in which his aircraft, Mosquito A-NT. 136, formed part of the third wave - never the best place to be with aroused defences: ‘In the woods to the immediate south of the Chateau, one large explosion was seen after a cannon attack, possibly from motor transport. Bombs landed all round the Chateau but no direct hit was claimed. Strikes were obtained on the roof in a cannon attack and a small fire was seen to start inside. Aircraft ‘D’ sustained the loss of one engine over the target and crash landed at Thorney Island - crew unhurt. The trip back was uneventful except for a little flak soon after leaving the target, which was successfully avoided by all except F./O. Staple in Aircraft ‘J’ ... It is doubtful if the Chateau was entirely destroyed but troops possibly hiding in the woods would have been eliminated’ (107’s Squadron Operational Record Book refers). two days later Etheridge was part of a Squadron effort to lend support to the Army in the Caen sector, when 'much activity was seen in the battle zone and flak was very considerable', while on the night of 6-7 August, as cited above, he and Gasson were compelled to return from France on one engine, the other having been set alight by a ricochet from their own low-level cannon-fire - not mentioned, however, is the fact they were carrying a hung-up 500lb. bomb as they made their crash landing at Ford in Sussex and that said bomb exploded just two minutes after they had scrambled clear of the wreckage. Notwithstanding such a close-call, both were back in action over France, chasing trains out of Paris, the very next night. So, too, on the 8th-9th, evidence indeed of 107's constant operational agenda, another three nights of successive operations taking place between the 12th-15th, in one of which further trains were shot up in the Falaise sector. and as if this "three-nighter" agenda were not punishing enough, Etheridge and Gasson were called upon to carry out two sorties on the night of 16th-17th, both of them strikes against barges on the Seine - such was the ferocity of the flak that neither could see the results of their attacks. Bad weather then having intervened, their next sortie was flown on the night of 23-24 August, on a line between Cap D'Antifer and Lens, another on the 24th-25th, and a daylight operation against railway targets at Chalons in the afternoon of the latter date - a spectacular mission in which a number of oil-trains were hit, exploding 'with a terrific mushroom of flame and black smoke', but a mission, too, in which most of the participating aircraft were also damaged by return fire: a vivid portrayal of 107’s Mosquito VIs on a low-level railway strike over France, by David Pentalnd, is available as a limited edition print from Cranston Fine Arts. the Squadron now having moved to Epinoy, France, September started with a deep penetration sortie into Holland and Germany on the night of the 5th-6th, severe jamming preventing the use of GEE and making Etheridge's navigation role all the more difficult, while on the 9th-10th eight of 107s aircraft destroyed a brace of ammunition trains between Metz and Morhange, taking it in turns to carry out devastating cannon and machine-gun attacks. A successful sortie to Holland followed on the night of the 11th-12th, a less successful one on the 13th-14th, while on the 17th Etheridge and Gasson, piloting Mosquito B-NT. 207 in 107's sky black formation, paved the way for the biggest airborne landings ever made with a daylight attack on the S.S. barracks at Arnhem. At 0700 hours that morning, a total of 32 crews from 107 and 603 Squadrons were assembled for a special briefing, during which models of
Los 296
Khedive’s Star (4), 1882, rev. impressed, ‘4172 C.G.’; another, rev. impressed, ‘2145 Y.& L.’; another, rev. impressed, ‘79 1232’; another, 1884-6, rev. impressed, ‘7748 3GG’, last with hole drilled in rev., edge bruising, fine; others very fine (4) £120-140 Medal ‘4172’ awarded to 4172 Private W. Howard, 2nd Coldstream Guards, entitled to the Egypt Medal with clasp for Tel-el-Kebir. medal ‘2145’ awarded to 2145 Private A. Pople, York and Lancaster Regiment, entitled to the Egypt Medal with clasp for Tel-el-Kebir. medal ‘1232’ awarded to 1232 Private G. Keillew, Cameron Highlanders, entitled to the Egypt Medal with clasp for Tel-el-Kebir. medal ‘7748 3GG’ awarded to 7748 Private William Reed, Grenadier Guards. Reed was born in Crickhowel, near Abergavenny. An Engine Fitter by occupation and a member of the Royal Monmouth Engineer Militia where he served as a Bandsman, he attested for service in the Grenadier Guards on 6 November 1881. He served in Egypt, February-July 1885, for which he was awarded the Queen’s medal with clasp for Suakin 1885 and Khedive’s Star. He was discharged as a Drummer on 5 September 1893. Sold with copied service papers. £120-£140
Los 204
A late 19th century French sienna marble mantel clock By Baullier & Fils, Paris the giltmetal engine turned dial with roman numerals and maker's signature, within serpent cast bezel, the case with a bronze figure of a muse reading at a parchment scroll with wreath and adjacent lyre, the frieze with a classical tableau of winged reading figures, anthemia and cornucopiae, on feet cast as owl figures with coiled serpent terminals, the eight day movement with silk suspension striking the hours and half hours on a bell 37cm wide, 51cm high, 14cm deep Property of a private Surrey collection.
Los 1318A
RICHARD TREVITHICK. 3 letters referring to the Cornish Engineer. 1st dated 23 August 1830 from Hayle Foundry to Messrs Paynter & Whitford. 2pp "Mr. Follett, & remark what he says about Trevithick-we do not fear but we shall make our... without him... his threat of going over to the other side is a mere idle one & has no meaning." 2nd letter to Francis Trevithick, Grand Junction Railway, Birmingham, 15 Dec 1840, 3p-p concerning a steam dredger, Hull & Selby Railway, Welsh Locomotive Engine etc., etc. 3rd letter to Watkins of London & North Western Railway, Euston Station, Jan 13, 1853 3pp regarding Trevithick's inventions & patents. This letter being an extract from letter dated 12 Jan, 1853 written by Mr. Richard Edmonds of Penzance, Solicitor. (See illustration)
Los 294
A George V rectangular cigar box, the exterior with engine turned ornament and the interior lined in cedar, and silver gilt interior to lid, 10ins x 7ins x 4.25ins high, by P.G.D. & Son, London 1931, and a George V rectangular cigarette box with engine turned lid, 6.5ins x 4.5ins x 1.5in high, London 1924
Los 59
A SILVER KEY WIND LEVER WATCH, Adam Burdess Coventry No.25314 with Roman numerals and subsidiary seconds, the fusee movement signed and numbered as above with cut bimetallic compensation balance, jewelled end-stone and dust cover, in engine turned case with vacant cartouche, 50mm dia, makers mark "RJP" Chester 1901
Los 60
A SILVER KEY WIND LEVER WATCH W H Chambers & son, Exeter No.259854 with Roman numerals and subsidiary seconds, the movement signed and numbered as above, with cut bimetallic compensation balance, with dust cover, in engine turned case with vacant cartouche, 50mm dia. makers mark "WE" Birmingham 1895 and a SILVER COLOURED METAL KEY WIND LEVER WATCH with bimetallic compensation balance, in case engraved with foliage and flowerheads, 38mm dia. (dial af)
Los 62
A SILVER KEY WIND LEVER WATCH ON CHAIN, WALTHAM, Mass, No.6979983 with Roman numerals and subsidiary seconds, the full plate movement with over-coil spring, cut bimetallic compensation balance and polished cuvette, in engine turned case with vacant cartouche, 50mm dia. makers mark "AB" Birmingham 1897 and with graduated curb chain Albert with T bar, 31cms long (dial and movement signed)
Los 66
A SILVER KEY WIND LEVER WATCH English No.8601 with Roman numerals, subsidiary seconds, fusee movement with gold three arm balance and dust cover, in engine turned case with vacant cartouche, 50mm dia. makers mark "WJ" London 1879 and a SILVER KEY WIND LEVER WATCH English No.72840 Hutchins & Co Ltd. Cardiff with cut bimetallic compensation balance in engine turned case with vacant cartouche, 53mm dia. (dial af)
Los 76
A SILVER KEY WIND LEVER WATCH with CHAIN, English Watch Co. Birmingham, No.327444 with Roman numerals, subsidiary seconds, cut bimetallic compensation balance, and dust cover in engine turned case with vacant cartouche, 57mm dia. makers mark "TPH" Chester 1899 and a FETTER LINK ALBERT 35cms long with T bar and Canadian Coin fob
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186062 Los(e)/Seite