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186049 Los(e)/Seite
Los 139
Hornby 0 gauge M series lithographed tinplate TS 401 red 0-4-0 Goods Set with original box and green 0-4-0 locomotive with tender No. 2595; a small German clockwork lithographed tinplate 0-4-0 locomotive, with patent number pending and Hornby Railways 2-rail electric HO gauge 4-6-2 'Kingfisher' locomotive and tender 60024, a railway picture 'Osbourne's Map of the Grand Junction Railway', framed, numerous rail and tram tickets, various London Underground maps, a Raphael Tuck George 5th coronation rotating card, car associated documents, and a collection of vintage books, including James the Red Engine from 1951.
Los 426
Three fob watches including a silver (0.935) centre seconds chronograph lever pocket watch, gilt frosted movement with compensated balance and regulator, hinged cuvette, the dial marked 'N.M.' with Roman numerals, minute markers with five minute divisions, outer seconds markers, subsidiary constant seconds and thirty minute recording dials and centre chronograph seconds, within an engine turned case with engraved cartouche, 51mm. Glass is absent.
Los 343
A collection of hat pins including a boxed set of studs and pins with engine turned blue enamel centres, porcelain topped, copper and green engine turned, glass spheres, eighteen silver mixed origin including Chester hat pins, a Japanese porcelain, and a 9ct yellow gold Chester marked finial.
Los 402
An interesting Queen’s South Africa Medal awarded to Private F. Copeland, Durban Light Infantry, who was killed in action on 15 November 1899 at the Battle of Chievely when Winston Churchill was taken prisoner by the Boers Queen’s South Africa 1899-1902, 1 clasp, Natal (866 Pte. F. Copeland. Durban L.I.) slight edge digs, otherwise very fine £400-£500 --- F. Copeland attested into the Durban Light Infantry and served during the Boer War. He was killed in action at the Battle of Chievely on 15 November 1899 when, having received reports of Boers heading towards Estcourt and Weenen, Colonel Long organised a reconnaissance force to head from Estcourt to Colenso upon an armoured train. After passing Frere station and continuing towards Colenso, the Natal Police had erroneously reported that the line ahead was clear. When it passed a Boer position 600 yards away, the artillery on board the train opened fire, followed in quick succession by the riflemen, and the train reversed in order to get closer to the Boer position upon a ridge. The Boer artillery and a Maxim opened fire, derailing the three train cars. Winston Churchill, who was present as a correspondent, along with Lieutenant Frankland, managed to pile the wounded onto the engine, whilst Captain Haldane held off the Boer forces. The engine was still operational, and Churchill and Frankland sent the train down towards Estcourt, where it reached safety. Churchill then returned to the battlefield to assist Haldane in holding off the Boers. A few members of the force managed to head back to Estcourt, but Churchill and the remaining men were taken prisoner by the Boers. Sold with the recipient’s copied medal roll extract annotated ‘Dead’, and copied regimental roll of honour for the Boer War.
Los 57
A fine Great War D.S.M. group of four awarded to Able Seaman N. L. Rae, H.M. Submarine B11, Royal Navy, for his gallantry during the sinking of the Ottoman battleship Messudiyeh in the Sea of Marmora on 13 December 1914 - all the crew of the B11 were valiant, with her captain, Lieutenant N. D. Holbrook, being awarded the V.C.; her second in command, Lieutenant S. T. Winn, the D.S.O.; and the entire of the rest of the crew the D.S.M. Distinguished Service Medal, G.V.R. (232229 N. L. Rae. A.B., H.M. Submarine. B.11.); 1914-15 Star (232229, N. L. Rae, A.B., R.N.); British War and Victory Medals (232229 N. L. Rae. A.B. R.N.) good very fine (4) £3,000-£4,000 --- V.C. London Gazette 22 December 1914: Lieutenant Norman Douglas Holbrook, Royal Navy ‘For most conspicuous bravery on the 13th December 1914, when in command of the Submarine B.11, he entered the Dardanelles, and, notwithstanding the very difficult current, dived his vessel under five rows of mines and torpedoed the Turkish battleship Messudiyeh, which was guarding the mine-field. Lieutenant Holbrook succeeded in bringing the B.11 safely back, although assailed by gun-fire and torpedo boats, having been submerged on one occasion for nine hours.’ D.S.O. London Gazette 22 December 1914: Lieutenant Sydney Thornhill Winn ‘In respect of his services as second in command of Submarine B.11 which torpedoed the Turkish battleship Messudiyeh in the Dardanelles on the 13th December 1914.’ D.S.M. London Gazette 1 January 1915: Able Seaman Norman Lester Rae, O.N., 232229 (in a joint citation with Petty Officer William Charles Milsom, O.N., 182452; Petty Officer Thomas Henry Davey, O.N., 215464; Chief Engine Room Artificer, 2nd Class, John Harding, O.N., 270410; Engine Room Artificer, 1st Class, Anthony Douglas, O.N., 270773; Stoker Petty Officer Patrick McKenna, O.N., 284570; Leading Seaman Alfred Edmund Perry, O.N., 234677; Leading Seaman Wilfrid Charles Mortimer, O.N., 219476; Able Seaman George Read, O.N., 231010; Able Seaman Edward Buckle, O.N., 237869; Able Seaman Tom Blake, O.N., J.1383; Signalman Frederick George Foote, O.N., J.1862; Acting Leading Stoker John Henry Sowdeii, O.N., 308448; and Stoker, 1st Class, Stephen James Lovelady, O.N., K.2240). ‘For service in the Dardanelles in Submarine B.11 on the 13th December 1914.’ Norman Lester Rae was born in Basingstoke on 19 August 1888 and joined the Royal Navy as a Boy Second Class on 15 September 1904. Advanced Able Seaman on 24 April 1908, he served during the Great War in the submarine B.11 under the command of Lieutenant N. D. Holbrook. Following the outbreak of the Great War, H.M. Submarine B.11, a rather primitive vessel launched on 21 February 1906, with a crew of two officer and 14 ratings, was redeployed from Malta to Tenedos, an island just south of the entrance to the Dardanelles, joining the fleet monitoring the entrance of the Dardanelles. When Britain formally declared war on Turkey on 5 November 1914 it was decided to probe the Straits from here, although they were known to be heavily defended by minefields and shore batteries, while fierce currents made them hazardous to navigate. On 13 December 1914 B.11 submerged a mile off Cape Helles at the western end of the Straits and, having dived under five rows of mines through uncharted currents, eventually reached Sari Sighlar Bay, south of Chanak on the Asian shore. Here she discovered the Turkish battleship Messudiyeh at anchor, which was carrying more than 700 men. firing a single torpedo from a distance of 750 metres, the torpedo hit the ship’s stern, causing her to capsize and sink, with the loss of 10 officers and 27 other ranks. Despite very heavy Turkish fire B.11 succeeded in returning safely to Tenedos; the return journey taking over eight hours, with any attempt to use the periscope resulting in heavy fire being brought to bear on her. For their great gallantry in attacking and sinking the Messudiyeh, all the crew of the B.11 were decorated; her captain, Lieutenant N. D. Holbrook was awarded the Victoria Cross; her second in command, Lieutenant S. T. Winn, was awarded the Distinguished Service Order; and all fourteen ratings (including Rae) were awarded the Distinguished Service Medal. They were also awarded £3,500 of prize money, with Holbrook receiving £600; Winn £480; the Petty Officers £240; and the seamen £120. For Rae and the other seamen this was the equivalent of almost three years’ pay. Rae served in various other submarines and shore based establishments for the rest of the War, and was shore demobilised on 27 March 1919. He subsequently emigrated to South Africa. Sold with a presentation pocket watch, by J. W. Benson, London, the outer silver case engraved ‘NLR’ on one side, and ‘Sunk by B11. “Messudiyeh” Dardanelles, Dec. 13. 1914’ on the other; and a hand-written letter written to the recipient from his former skipper, Commander Norman Holbrook, V.C., dated 12 December 1958.
Los 791
A George V engine turned silver vesta case, hallmarked HM., Birmingham, 1920; an Edwardian plain circular silver vesta case, hallmarked Birmingham, 1905, combined weight approx 1.53 ozt together with a silver plate and gilt metal novelty vesta case, the cover inset with profile of a horse`s head., on suspension ring (3)
Los 684
A Victorian lady's silver case pocket watch, open face, key wind, circular enamel dial bearing Roman numerals, DF & Co. movement, the case with engine turned engraved floral decoration, vacant shield reserve, Chester 1884, together with a George V silver sovereign holder, of plain pocket watch form, Birmingham 1910. (2)
Los 506
An Edward VII silver dressing table pot, with engine turned decoration, Birmingham 1915/16, cut glass ointment jar with silver lid, Birmingham 1911, cut glass and silver ointment jar, the lid embossed with a rose, London 1987, an Edward VII silver handled button hook, Birmingham 1907, and a Mexican floral sculpture, white metal, bears marks. (5)
Los 455
The notable Second War D.S.M. group of eight awarded to Petty Officer V. R. Crisp, Royal Navy, for his gallantry as an Oerlikon gunner in Lord Mountbatten’s famous command H.M.S. Kelly at the time of her loss to enemy aircraft off Crete in May 1941 Distinguished Service Medal, G.VI.R. C/JX.141619 V. R. Crisp. A./L./Smn., H.M.S. Kelly) impressed naming; Naval General Service 1915-62, 1 clasp, Palestine 1936-39 (JX.141619 V. R. Crisp, A.B. R.N.); 1939-45 Star; Atlantic Star; Africa Star; Defence and War Medals 1939-45; Imperial Service Medal, E.II.R. (Victor Robert Crisp) mounted as worn, extremely fine (8) £3,000-£4,000 --- Importation Duty This lot is subject to importation duty of 5% on the hammer price unless exported outside the UK --- --- Provenance: Bonhams, December 1999. D.S.M. London Gazette 8 January 1942: ‘For outstanding gallantry, fortitude and resolution during the Battle of Crete.’ The original recommendation states: ‘[For] courage and devotion to duty in continuing to fire the starboard Oerlikon gun up to the last possible moment when H.M.S. Kelly was sunk by 24 Ju. 87 dive bombers and for being instrumental in bringing down one Ju. 87 and in badly damaging another.’ Victor Robert Crisp was born at Forest Gate, London on 15 December 1918 and entered the Royal Navy as a Boy 2nd Class in May 1934. An Able Seaman in H.M.S. Garland on the outbreak of hostilities in September 1939 - in which ship he had witnessed active service off Palestine - he removed to another destroyer, the Wolsey, in January 1940. The Wolsey was heavily engaged off France in May-June 1940, delivering demolition teams, bombarding the enemy ashore, and embarking refugees and troops at Calais. It was however in Operation ‘Dynamo’ that she truly excelled herself, bringing away a total of 2,800 troops from Dunkirk to Dover over several trips. Having then served at the shore establishment Pembroke from July 1940, Crisp joined Lord Mountbatten’s famous command the Kelly as a Leading Seaman in November 1940. And he remained likewise employed up until her loss off Crete in May 1941. Kelly spent the first three months of 1941 patrolling the Western Approaches, as well as a great deal of time at sea off the French coast, where she was bombed on several occasions, including while in Plymouth harbour; she was also visited by Lord Mountbatten’s cousin, King George VI. In April 1941, Kelly sailed for the Mediterranean, and for three weeks was based in Malta, patrolling between the embattled island and the North African coast. On 21 May 1941, she was directed to Crete to assist Commonwealth forces defending the island against the German invasion. That evening, she encountered and sank two caiques carrying German troops, and bombarded Maleme aerodrome, enabling the New Zealanders to mount a successful counter-attack. Kelly and Kashmir then turned for Alexandria but, shortly after dawn on the 23rd, both ships were bombed and sunk by German dive-bombers. Kashmir was lost first - physically torn apart by a 1,000lb. bomb. The Stukas then concentrated on Kelly, just as Crisp concentrated on the Stukas with his Oerlikon gun. Then came a fatal blow when a bomb smashed Kelly’s X Turret, continued through the ship, and finally detonated just aft of the engine room. The ship capsized in around a minute, trapping many men below decks; the propellers were still turning as her upturned hull bobbed on the surface for upwards of half an hour. As the survivors awaited their consort Kipling to pick them up, the German pilots machine-gunned them in the water and on the life rafts. In total, 80 men were lost in the Kashmir and 131 in the Kelly, but Mountbatten and Crisp were among those rescued. The loss of the Kelly during the battle for Crete became one of the Second World War’s most famous incidents, largely thanks to Noel Coward’s celebrated film “In Which We Serve”. Despite the necessary change of names, the fictional exploits of the destroyer Torrin mirrored those of the Kelly and her commander Lord Louis Mountbatten in such a way as to immortalise both ship and captain in the eyes of the public. Crisp next served in the battleship Queen Elizabeth (May 1941-December 1942), in which period he was advanced to Acting Petty Officer. He would also have been present when the ship was attacked and seriously damaged by Italian ‘charioteers’ in Alexandria on 19 December 1941. A lengthy posting in Pembroke having ensued, his final wartime appointment was in the Malta shore establishment St. Angelo. He was released ‘Class A’ in February 1949. Sold with the recipient’s original parchment Certificate of Service and five wartime photographs, the latter depicting survivors being picked up, possibly therefore Kelly crew members being rescued by the Kipling; case of issue for I.S.M.; Dunkerque Medal in box of issue, and two swimming medals, one of them a Royal Life Saving Society bronze award, named and dated ‘Oct. 1934’.
Los 427
The fine Great War Q-ship operations D.S.C. group of three awarded to Engineer Lieutenant N. S. MacKinnon, Royal Naval Reserve, who was killed in action in the Cullist in the Irish Sea on 11 February 1918, having already been decorated and ‘mentioned’ for services in her against enemy submarines: at the time of his death he had received at least one more bravery recommendation Distinguished Service Cross, G.V.R., the reverse hallmarked London 1917 and privately engraved, ‘Eng. Lieut. Neil S. MacKinnon, 23rd Jan. 1918’; British War and Victory Medals, with M.I.D. oak leaves (Eng. Lt. N. S. Mackinnon. R.N.R.) together with Memorial Plaque (Neil Shaw MacKinnon) nearly extremely fine (4) £3,000-£4,000 --- Importation Duty This lot is subject to importation duty of 5% on the hammer price unless exported outside the UK --- --- Provenance: Dix Noonan Webb, April 2004. D.S.C. London Gazette 22 February 1918: ‘For services in action with enemy submarines.’ M.I.D. London Gazette 29 August 1917. Neil Shaw MacKinnon, who was born at Leith, Edinburgh on 23 April 1877, was commissioned as a Temporary Engineer Lieutenant in the Royal Naval Reserve in May 1917, the very same month in which the Q-ship Cullist was commissioned by Lieutenant-Commander S. H. Simpson, R.N., shortly to win a brace of D.S.O.s for his command of her in several lively encounters with enemy submarines. As it transpired, MacKinnon was to serve as his Engineer Lieutenant throughout this period, right up until his death in action on 11 February 1918, when the Cullist was torpedoed without warning and went down in two minutes. His mention in despatches was for services on the occasion of the sinking of an enemy submarine on 13 July 1917, the latter having been sighted on the surface at 11,000 yards range, from which distance it began shelling the Cullist. After firing 38 rounds without recording a hit, the enemy began to close the range to 5,000 yards and fired a further 30 rounds which started to straddle their target. At 1407 hours Cullist returned fire, her gunners getting the range after their second salvo and numerous hits were recorded on the enemy’s conning tower, gun and deck. Then an explosion was seen followed by bright red flames, and three minutes after engaging the submarine it was seen to go down by the bows leaving oil and debris on the surface - the latter included ‘a corpse dressed in blue dungarees, floating face upwards.’ But it was for actions fought by the Cullist on 20 August and 28 September 1917 that MacKinnon received his D.S.C. On the former occasion an enemy submarine was sighted on the surface and opened fire on the Cullist at 9,000 yards range. After 82 rounds had been fired by the submarine, just one of them scored with a hit on the water-line of the stokehold, the shell injuring both the firemen on watch and causing a large rush of water into the stokehold, which was overcome by plugging the hole and shoring it up. Several time-fused shrapnel projectiles were also fired at the Cullist but without effect. The submarine then closed the range to 4,500 yards at which time the Cullist returned fire and scored two hits in the area of the conning tower, upon which the submarine was seen to dive and contact was lost. During the second duel, which was fought on 28 September 1917, Simpson gave the order to open fire at 5,000 yards range - ‘thirteen rounds were fired of which eight were direct hits, causing him to settle down by the bowstill while about 30 feet of his stern was standing out of the water at an angle of about 30 degrees to the horizon. He remained in this position for about ten to fifteen seconds before disappearing at 12.43 hours.’ Soon afterwards Simpson spotted another enemy submarine and set off in pursuit, on this occasion to no avail. Nonetheless, he was able state in his official report that much credit was due to the Engine Room department, ‘who worked up to, and maintained a speed of 13 knots for four and a half hours, being 1.5 knots in excess of this ship’s previous full speed.’ And in official Admiralty correspondence dated 10 November 1917, the first suggestion that MacKinnon should be awarded a D.S.C is muted, the First Lord adding his approval five days later. Yet another brush with the enemy took place on 17 November 1917, when the Cullist was sighted by an enemy submarine which opened fire at 8,000 yards range. Within five minutes the enemy had the range and a shell glanced off the Cullist’s side, damaging one of three officers’ cabins before bursting on the water line. After disappearing in a bank of fog the submarine re-appeared and continued to shell the Cullist with such accuracy that for 50 minutes the decks and bridge were continually sprayed with shell splinters and drenched with water from near misses. In all, the enemy fired 92 rounds, while the Cullist returned fire from 4,500 yards, 14 rounds being fired at the submarine of which six were seen to be direct hits. The submarine, although badly damaged, was able to turn away, dive and escape. Once again, Simpson recommended his engineering officers, Mackinnon and a Sub. Lieutenant Wilson, their C.O.’s official report stating: ‘These officers are stationed in the Engine Room and Boiler Room during action and have always kept their department in a high state of efficiency and ready for any emergency, stimulating all ratings under their orders with their good example.’ On 11 February 1918, however, the Cullist’s luck ran out and she was torpedoed without warning in the Irish Sea and sank in two minutes. The enemy submarine then surfaced and asked for the Captain, but was told that he had been killed. The Germans picked up two men and after verbally abusing the remaining survivors, made off. Simpson, who had been wounded, was pulled into one of the rafts, and the survivors were subsequently rescued by a patrol trawler. Sadly, however, their gallant Engineer Lieutenant was not among their number, undoubtedly having gone down at his station in the Cullist. Aged 40, he was the son of Donald and Jessie MacKinnon of 1 Royston Terrace, Edinburgh and is commemorated on the Porstmouth Naval Memorial. Sold with comprehensive research.
Los 387
The rare Great War D.S.M. group of five awarded to Stoker Petty Officer A. Britton, Royal Navy, who was decorated for his gallantry in H.M.S. Laurel at the battle of Heligoland Bight in August 1914, his actions subsequently featuring in Deeds That Thrill the Empire Distinguished Service Medal, G.V.R. (289893 A. Britton, Sto. P.O., H.M.S. Laurel); 1914-15 Star (289893 A. Britton D.S.M., S.P.O., R.N.); British War and Victory Medals, with M.I.D. oak leaves (289893 A. Britton. S.P.O., R.N.); Royal Navy L.S. & G.C., G.V.R., 1st issue (289893 Alfred Britton, Sto. P.O., H.M.S. Hecla:) mounted as worn, nearly very fine (5) £2,400-£2,800 --- Importation Duty This lot is subject to importation duty of 5% on the hammer price unless exported outside the UK --- --- Provenance: Dix Noonan Webb, June 2002. One of 23 D.S.M.s for the battle of Heligoland Bight on 28 August 1914, the only D.S.M.s to be gazetted in 1914. D.S.M. London Gazette 23 October 1914. The recommendation states: ‘George H. Sturdy, Chief Stoker, and Alfred Britton, Stoker Petty Officer, both of H.M.S. Laurel, who both showed great coolness in putting out a fire near the centre gun after an explosion had occurred there; several lyddite shells were lying in the immediate vicinity.’ Alfred Britton was born at Stanstead, Suffolk on 23 November 1879, and joined the Royal Navy as a Stoker 2nd Class in September 1898. Having then been advanced to Stoker Petty Officer in December 1908 and awarded his L.S. & G.C. Medal in September 1913, he joined the destroyer H.M.S. Laurel in April 1914 and remained likewise employed for the duration of the Great War. Of events in the Heligoland Bight on 28 August 1914, Deeds That Thrill the Empire takes up the story: ‘When the action was at its hottest, the Laurel, Liberty, Lysander and Laertes found themselves suddenly in action against three of the enemy’s cruisers and a number of destroyers. In the early stages of the action Laurel and Liberty, which had been sent in advance of the light cruisers, were both exposed for some time to an attack of overwhelming strength. The Laurel, under Commander Frank Rose, found herself in action, and almost unsupported, against two German cruisers and a number of destroyers, whose efficiency had not yet been affected by meeting ships that could reply to them on equal terms, and she suffered severely. The first shell that struck her went into the engine room, killing and wounding a number of men. Next, her forward gun was struck, and put out of action, while the troubles of the engineers’ department were soon after increased by a shot which demolished the after funnel and started a fire which threatened the destruction of the ship. In close action the fore bridge is always the main object of attack; and so it was in this case. Commander Rose was struck in the left leg by a shell splinter early in the action; but he refused to leave his post of danger. His wound was hastily bandaged; and when, some time later, he was struck in the other leg, he still declined to be taken below, although, since he could no longer stand, he was compelled to hand over the command of his ship to Lieutenant Charles Peploe. By the time assistance arrived the Laurel was almost as done as any warship could be - and it was, quite likely, a German shell that saved her. She lay, almost helpless, an easy target for the enemy, when a shot struck her amidships; and, whether it set her oil fuel smouldering, or whether it was a particularly damaging sort of shell that did not quite “come off,” it enveloped her in a thick cloud of black smoke. Before it cleared away to disclose the target more distinctly to the enemy, our cruisers had arrived, and the Laurel was saved.’ Britton was finally demobilised in October 1920. Sold with copied record of service and other research.
Los 432
The extremely rare Great War D.S.M. and Bar group of twelve awarded to Chief Engine Room Artificer H. A. Harris, Royal Navy, awarded the D.S.M. for his gallantry in H.M.S. Vindictive in the Zeebrugge raid in April 1918 and participated in the ballot for the V.C.; he received a Bar for like services in the subsequent raid on Ostend in May 1918, thereby becoming one of only four ‘double D.S.M.s’ for these operations Distinguished Service Medal, G.V.R., with Second Award Bar (M.6218. H. A. Harris, E.R.A. 3Cl. “Vindictive.” Zeebrugge-Ostend. 22-3. Apl. 1918.) the reverse of the Bar officially impressed ‘9-10 May 1918’; British War and Victory Medals, with M.I.D. oak leaves (M.6218 H. A. Harris. E.R.A. 4 R.N.); 1939-45 Star; Atlantic Star; Africa Star; Italy Star; Burma Star; War Medal 1939-45; Jubilee 1935; Coronation 1937; Royal Navy L.S. & G.C., G.V.R., 2nd issue with fixed suspension (M.6218 H. A. Harris. E.R.A.1. H.M.S. Centaur) minor official correction to official number on the last, light contact marks, very fine or better (12) £4,000-£5,000 --- Importation Duty This lot is subject to importation duty of 5% on the hammer price unless exported outside the UK --- --- Provenance: Dix Noonan Webb, June 1999. Just 67 Bars were awarded to the D.S.M. in the Great War. D.S.M. London Gazette 23 July 1918: ‘For services during the operations against Zeebrugge and Ostend on the night of 22-23 April 1918.’ Bar to D.S.M. London Gazette 28 August 1918: ‘The following awards have been approved.’ The recommendation states: ‘H.M.S. Vindictive. Zeebrugge-Ostend 9-10 May 1919. The following [four] Engine Room Artificers distinguished themselves in H.M.S. Vindictive during the attack on Zeebrugge Mole on 23 April 1918. They immediately volunteered for further service in H.M.S. Vindictive and behaved with conspicuous bravery in that ship on the night of 9-10 May 1918. No other ratings in H.M.S. Vindictive volunteered for the second operation.’ Herbert Alfred Harris was born at Gosport, Hampshire on 10 July 1897, and entered the Royal Navy as a Boy Artificer in July 1913. At the time of his volunteering for the famous Zeebrugge raid in April 1918, he was serving as an Engine Room Artificer 4th Class in H.M.S. Royal Sovereign, and was one of the four E.R.A.s assigned to the care of Vindictive’s engines: all of them were subsequently awarded the Distinguished Service Medal and took part in the ballot for the award of the Victoria Cross. Vindictive’s role as a landing ship was of course crucial, acting as she did as a decoy to the raid’s accompanying blockships, so much so that her part in the raid had been the subject of wide praise and coverage. Captain A. F. B. Carpenter, R.N., one of five men to be awarded the V.C. for Vindictive’s efforts that memorable night, later recalled the hot reception afforded the ship as it closed the Mole: ‘They literally poured projectiles into us. In about five minutes we had reached the Mole, but not before the ship had suffered a great amount of damage to both material and personnel.’ And the carnage continued apace as her Royal Marine landing parties desperately tried to get ashore in the face of point-blank fire. But the performance of the engine room department, under Engineer Lieutenant-Commander W. A. Bury, was no less praiseworthy, he and his artificers having to shift from going full speed astern to full speed ahead, in an effort to maintain the much-battered cruiser’s position on the Mole. And when at 12.50 a.m. the recall signal was received, they managed to muster a speed of 17 knots. In total, 176 officers and men were killed in the raid and 412 wounded. Such was the bravery of all those involved that Article 13 of the Victoria Cross warrant was invoked. This stipulates that, when a corps or unit so distinguishes itself as to make it impossible to single out individuals, Crosses should be awarded by a ballot of those who survived. Two Victoria Crosses were awarded to the Royal Navy by this method, and another two to the Royal Marines. Under a further provision of Article 13, all those who did not receive the V.C. had their service records annotated to the effect that they had participated in the ballot for the V.C.: Harris’s service record is thus annotated, together with a note in respect of his award of the D.S.M. For the second raid on Ostend in May 1918, in which Vindictive was to act as one of the blockships, Vice-Admiral Keyes intended to allow the Senior Engineer present to take charge of the Vindictive’s engines, but Engineer Lieutenant-Commander Bury protested strongly against leaving the ship, and claimed his right to remain in Vindictive: ‘This very gallant officer, who greatly distinguished himself on 23 April, represented that his knowledge of the engines and boilers of his ship should be utilised. He further begged that Engine Room Artificers Hubert Cavanagh, Norman Carroll, Alan Thomas, and Herbert Alfred Harris, who also volunteered, might be allowed to remain with him. Keyes acceded to his request.’ And so, in the early morning mist on 10 May, Vindictive made her last eight-point turn, then steamed through the canal entrance at Ostend. Bury and his four E.R.A.s had experienced little trouble with the engines despite the hastily patched-up steam pipes which had been severely damaged by gunfire at Zeebrugge. In fact, to begin with, all was well below deck, the 35 men in the engine-room performing their duties admirably. And with Vindictive in position across the channel of the canal, Lieutenant Victor Crutchley gave orders for the ship to be abandoned, preparatory to the firing of the charges which would sink Vindictive, thereby blocking the channel. Crutchley, who had earlier been wounded by a direct hit on the bridge and assumed command after his captain was killed, displayed great courage. Having made every endeavour by manoeuvring his engines to place the ship in an effective position, he did not leave her until he had made a thorough search with an electric torch for survivors, under a very heavy fire. And that heavy fire now took its toll below decks, Engineer Commander Bury being severely wounded. But he remained in the engine-room until the last possible moment, and when everyone was clear, he blew the bottom out of the ship, by firing the main and auxiliary after charges. Three of his gallant E.R.A.s were saved; the fourth, Alan Thomas, was missing, but it was later learnt that he had been picked up by the Germans and taken prisoner. Harris was among those who escaped the embattled harbour in M.L. 254, commanded by Geoffrey Drummond, who, in common with Crutchley, was awarded a V.C. for his heroics that night. For his own part, Harris was awarded a Bar to his D.S.M. and, later still, a ‘mention’ (London Gazette 19 February 1919, refers). In the inter-war years, Harris served in the submarine Cachalot from May 1927 to January 1928, aside from a short period aboard the patrol boat H.M.S. P40 for a week in October 1927. He joined Centaur on 9 January 1928 and received his L.S. & G.C. medal the following July. He subsequently gained advancement to Chief Engine Room Artificer and signed up for a second term of ‘non-continuous’ engagement in July 1937, when he was assigned the service number P/MX. 54929.
Los 443
The extremely rare inter-war Palestine D.S.M. pair awarded to Stoker Petty Officer H. J. Shorter, Royal Navy, a volunteer from H.M.S. Barham who was wounded whilst serving as a train guard during the volatile General Strike of 1936 Distinguished Service Medal, G.V.R. (K.28338 H. J. Shorter, S.P.O., R.N. Palestine 1936) impressed naming, official correction to first four letters of ‘Palestine’; Naval General Service 1915-62, 1 clasp, Palestine 1936-39 (K.28338 H. J. Shorter, S.P.O. R.N.) some edge bruising to the first, otherwise very fine and better (2) £3,000-£4,000 --- Importation Duty This lot is subject to importation duty of 5% on the hammer price unless exported outside the UK --- --- Provenance: Douglas-Morris Collection, Dix Noonan Webb, February 1997 - DSM only, since reunited with NGS. Just three D.S.M.s were awarded for the pre-war operations in Palestine, all in 1936, out of an equally rare total of 10 D.S.M.s for the entire inter-war period. D.S.M. London Gazette 6 November 1936: ‘For gallant and distinguished services rendered in connection with the emergency operations in Palestine during the period 15 April to 14 September 1936.’ Henry Jack Shorter was born in Shaftesbury, Dorset, on 21 April 1896, and joined the Royal Navy as a Stoker 2nd Class in October 1915. Having then served ashore in Victory II, he joined the cruiser H.M.S. Doris in the following year and remained similarly employed until the war’s end. Advanced to Stoker Petty Officer in October 1930, and awarded the L.S. & G.C. medal February 1931, he joined the battleship Barham on the Mediterranean station in August 1935. When a general strike was declared in Palestine on 20 April 1936, it was feared the country’s railway system would be crippled. High on the list of the local authorities’ concerns was the onward transportation of cargo landed at the ports of Jaffa and Haifa. In consequence, a call went out for volunteers from ships of the Fleet lying at Alexandria, including H.M.S. Barham, and 13 railway crews of an engine driver and fireman were formed, in addition to further ratings being trained in a variety of other related disciplines, including signalling. By the summer, extremists were responding with acts of sabotage and intimidation, and the volunteer train crews - who managed to maintain a sixty percent service - received a two-man armed guard. Nonetheless, the actions of the extremists were highly effective, incorporating as they did the removal of railway track, and the use of explosive devices on the rails. Another, and most unpleasant form of sabotage, because of the difficulty in seeing it, was the widening of the gauge so that trains came off the rails. On the afternoon of 4 September 1936, a heavy goods train pulled by two engines was derailed by sabotage on the Jaffa to Jerusalem line near Qalqiliya, just north of Lydda, causing the death of a British soldier, a native driver, and five other casualties. In the first engine the native driver was killed and the fireman scalded so badly that he later died. Of the two-man military guard, one was killed and the other injured. In the second engine, the driver and the two-man naval guard were also injured, including Shorter, who was scalded. Here, then, the origins of the award of his D.S.M. By September 1936, large troop reinforcements had arrived, and the military were able to take over all the tasks of the Royal Navy, apart from maintenance of the coastal patrol to guard against gun-running. Sir Samuel Hoare, First Lord of the Admiralty, paid tribute to the naval personnel serving ashore in a speech on 4 September 1936, after a visit to Haifa: “Once again, the Navy has readily met an unexpected emergency. If I wanted an example of its adaptability, what better could I have than an armoured train fitted out and manned by naval personnel?” Shorter was invested with his D.S.M. in June 1937, shortly before he was pensioned ashore. Recalled in the summer of 1939, he joined the destroyer Keppel and shared in her part in evacuating troops from France in May-June 1940, before to removing to the cruiser Penelope in June 1941. Towards the end of the year, Penelope joined Force K in the Mediterranean, and she went on to witness extensive action on the Malta run and elsewhere, so much so that she was nicknamed ‘H.M.S. Pepperot’ on account of damage sustained. Interestingly, Shorter’s service record states that he was surveyed at 64th General Hospital, M.E.F. in early November 1943. He was finally released ‘Class A’ in October 1945. Sold with copied research including contemporary newspaper and Illustraed London News reports with photographic illustrations.
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The rare and outstanding battle of the Atlantic D.S.M. group of seven awarded to Chief Engine Room Artificer D. ‘Don’ Portree, Royal Canadian Navy, who was decorated for his gallant deeds in H.M.C.S. Assiniboine in August 1942, when she engaged, rammed and sunk the U-210. The action was captured in a remarkable series of photographs taken by an embarked official war correspondent and historian, an action marked by the extraordinary belligerence of the U-boat’s crew, several of whom loudly ‘Heiled’ on being rescued and brought aboard Assiniboine: not to be outdone, it is said that Canadian celebratory yells on getting their ‘kill’ probably ‘frightened U-boats’ as far as 10 miles away Distinguished Service Medal, G.VI.R. (21972 D. Portree, E.R.A.4, R.C.N.) impressed naming; 1939-45 Star; Atlantic Star, 1 copy clasp, France and Germany; Defence Medal, Canadian issue in silver; Canadian Volunteer Service Medal, with overseas clasp; War Medal 1939-45, Canadian issue in silver; Canadian Forces Decoration, E. II.R. (CPO 1/c D Portree) mounted as worn, good very fine (7) £3,000-£4,000 --- Importation Duty This lot is subject to importation duty of 5% on the hammer price unless exported outside the UK --- --- One of approximately 100 awards of the D.S.M. to the Royal Canadian Navy. D.S.M. London Gazette 22 December 1942: ‘For services in action with enemy submarines while serving in H.M. Canadian Ships.’ Donald Portree was born in Winnipeg, Canada in 1911 but later made his way east, ‘riding the rails’ during the depression. By 1940 he had settled with his wife in Hamilton, where he was working as a moulder at Dominion Foundries. Having then joined the Royal Canadian Navy, he was serving as an Engine Room Artificer in the destroyer H.M.C.S. Assiniboine by 1942. Assiniboine’s subsequent action with U-210 is well-documented, both in words and in photographs, due to her having embarked an official war correspondent and historian; the images used here are courtesy of the Department of National Defence/National Archives of Canada In August 1942, Assiniboine was detailed to act as escort to convoy SC-94, bound from Sydney, Cape Breton Island, Nova Scotia, to the U.K. Lieutenant-Commander J. H. Stubbs, R.C.N., commanding Assiniboine, had the largest and fastest ship amongst the accompanying escort of three R.N. and three R.C.N. corvettes, the whole charged with protecting the 33 participating merchantmen. In the event, 11 of them were sunk. On the morning of 6 August 1942, U-210 was sighted by Assiniboine’s lookout at 1125 hours, a few miles away on the convoy’s starboard bow. Increasing speed, she hastened towards the surfaced U-boat which dived after three salvoes from her guns. Assiniboine’s then delivered three depth charge attacks, following which U-210 was sighted again at 1712 hours, surfaced about half a mile away, in the shifting and sometimes dense fog. A wild goose chase ensued, the destroyer and U-boat darting in and out of the fog patches, with Stubbs being unable to bring his 4.7-inch guns to bear on the target. Finally, however, Assiniboine got so close that only her secondary armament was able to depress sufficiently to bear on the twisting U-boat, her half-inch calibre machine-guns desperately trying to compete with the U-boat’s torrent of 37mm. and 20mm. fire. Hits were achieved by both sides, German sailors being swept from the boat’s casing in rushing to man the guns, but themselves getting hits on Assiniboine’s bridge and forward gun positions, killing one gunner, and wounding thirteen others. A fire fed by gasoline stored on Assiniboine’s upper deck took hold, starboard of the wheelhouse, and the ship’s coxswain, Chief Petty Officer Bernays, ordered two members of his team to go out and fight the flames. One of them was Chief Engine Room Artificer Don Portree, who was flipped over the ship’s rails when the pressure suddenly surged through his fire hose. Holding on for dear life, he was at length hauled back aboard, and by the time Assiniboine’s First Lieutenant, Ralph Hennessy, arrived on the scene, he found that Portree and Chief Torpedoman Burgess were well underway in fighting the fire. Stubbs, meanwhile, continued his battle with the U-boat, dropping more depth charges but without result. Finally, he was able to move off and bring his 4.7-inch guns to bear, obtaining a hit on the submarine’s bridge which killed the German captain. And when the U-210 commenced to dive, Stubbs was at last able to ram her just behind the conning tower. Yet, in an extraordinary act of belligerence the U-boat resurfaced and resumed firing her 20mm. gun. Once again Assiniboine’s 4-7-inch guns got stuck in, whilst Stubbs circled and rammed, this time convincingly so: U-210 was finished, slipping beneath the waves for a final time. In concluding his official report, Captain Stubbs stated: ‘I turned as quickly as possible to find him surfacing again but slightly down by the stern, still firing and making about 10 knots. After a little manoeuvring, we rammed him again well abaft the conning tower and fired a shallow pattern of depth charges as we passed. Also one 4.7″ shell from “Y” Gun scored a direct hit on his bows. He sank by the head in about two minutes. Dianthus appeared out of the fog just in time to see him go. The yell that went up from both ships must have frightened U-boats for about 10 miles in the vicinity. Ten prisoners were picked up by Assiniboine, 8 by Dianthus, six of which were later transferred to Assiniboine. While they were being separated the prisoners “Heiled” several times at the top of their voices. When received onboard, officers, of which there were two, and ratings, were segregated. Casualties sustained amounted to one rating killed, one officer and twelve ratings wounded. Ship’s plating was punctured in dozens of places on the water line, gun shields, bridge, range finder, funnels and searchlight platform. Several bullets penetrated to the wheel house, which probably accounts for the lack of track charts for this particular period. All compartments below the waterline, aft to the provision room were flooded, and extra shores were placed. A./S. and R.D.F. were out of action as well as gun circuits and certain lighting circuits. It is notable that two of the most delicate instruments in the ship, the plot and the gyro, remained intact. In view of all this I decided the ship must return to St. John’s forthwith … ’ The gallant actions of Assiniboine’s crew were duly rewarded: in fact, in terms of a single action, the ship became one of the most decorated in the history of the Royal Canadian Navy: Stubbs received the D.S.O., his First Lieutenant the D.S.C., the coxswain the C.G.M. (one of just two such awards to the R.C.N. in the last war), and Portree and three others the D.S.M. Fourteen of the crew were mentioned in despatches, too. Portree received his D.S.M. at an investiture held in July 1943 and returned to Hamilton after the war. He died there in 1994. Sold with copied research.
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