186062 Preisdatenbank Los(e) gefunden, die Ihrer Suche entsprechen
186062 Lose gefunden, die zu Ihrer Suche passen. Abonnieren Sie die Preisdatenbank, um sofortigen Zugriff auf alle Dienstleistungen der Preisdatenbank zu haben.
Preisdatenbank abonnieren- Liste
- Galerie
-
186062 Los(e)/Seite
Los 166
WW2 ace, test pilot legend Wg Cdr Roland Beamont DSO DFC signed Benham official 1991 Engineering FDC BLCS62. Comm. 50th Ann of the 1st flight Whittle Jest Engine. Flown by RAF Canberra with flight cachet. Special BFPS postmark. Good condition. All autographs are genuine hand signed and come with a Certificate of Authenticity. We combine postage on multiple winning lots and can ship worldwide. UK postage from £5.99, EU from £7.99, Rest of World from £10.
Los 108
A Second War 1942 Malta ‘Immediate’ D.S.M. group of seven awarded to Stoker Petty Officer A. A. Gill, Royal Navy, for his gallantry during the bombing and sinking of H.M.S. Maori in the Grand Harbour, Valetta, on 12 February 1942 Distinguished Service Medal, G.VI.R. (K.63381 A.A. Gill S.P.O.); 1939-1945 Star; Atlantic Star; Africa Star; Italy Star; War Medal 1939-45; Royal Navy L.S. & G.C., G.VI.R., 1st issue (K.63381 A. A. Gill. S.P.O. H.M.S. Defiance.) mounted as worn, nearly extremely fine (7) £2,000-£2,400 --- D.S.M. London Gazette 12 May 1942. The original Recommendation, dated 20 February 1942, states: ‘When His Majesty’s Ship Maori was hit by a bomb at about 0115 on 12 February 1942, this rating was in charge of one of the Fire Parties under Chief Stoker Worrall. He showed great determination and courage in his efforts to check the spread of fire. When it became evident that further efforts in this direction were useless, he assisted in the shutting of water-tight doors and the lowering of boats. He was one of the last to leave the ship. He conducted himself throughout with exceptional zeal and devotion to duty and showed no regard for his personal safety when in great danger of being hit by splinters from exploding ready-use ammunition, thereby setting a fine example in accordance with the highest traditions of the Service.’ H.M.S. Maori (destroyer) served during the Second World War as part of the Mediterranean Fleet; she had been earlier involved in the pursuit and destruction of the German battleship Bismarck in May 1941, and served with the 14th Destroyer Flotilla during the Battle of Cape Bon in December 1941. The Maori (Commander R. E. Courage, RN) was attacked by German aircraft and sank at her moorings in the Malta Grand Harbour on 12 February 1942; the commanding officer’s report adding the following: ‘H.M.S. Maori, while lying at No. 3 Buoy, Grand Harbour, was hit by a bomb in the Engine Room and Gearing Room... The attack was unexpected as the aircraft was not engaged by any ship or shore battery, with the result that nearly all the Officers and Ship’s Company were asleep at the time. A large fire developed rapidly in the vicinity of the Gearing Room, separating the Officers, who were all in the after part of the ship, from the Ship’s Company; and this fire grew and spread to the ready use ammunition lockers on the after superstructure, causing continuous explosions with flying splinters as round after round of ammunition exploded. Finally, a large explosion took place, probably caused by the Depth Charges in the War Head Magazine... The fact that the Officers were aft and the Ships Company forward, threw the responsibility of initiating the fighting of the fire onto the senior ratings. Chief Stoker C. J. Worrall... and Stoker Petty Officer A. Gill... showed outstanding efficiency and zeal and courage in organising and carrying out this duty.’ Miraculously, despite the loss of the ship, only one of the crew was killed. Maori was raised and scuttled off Malta on 15 July 1945; located a few hundred metres off the shore of Valletta, she is now a popular dive site. Sold with a contemporary H.M.S. Maori Christmas Card, inscribed ‘To My Darling Wife, Your Loving Hubby, with the Seasons Compliments, xxx’; and copied research.
Los 113
A rare Second War escaper’s group of six awarded to Able Seaman G. V. Wilson, Royal Navy: captured on the occasion of the loss of the destroyer H.M.S. Bedouin on the Malta run in June 1942, he ‘jumped ship’ on being entrained for Germany from Italy in September 1943 and reached Allied lines some three months later - in a subsequent letter to his counterpart in Naval Intelligence, the Deputy Director of Military Intelligence recommended this gallant rating for mention in despatches 1939-45 Star; Atlantic Star; Africa Star; Italy Star; War Medal 1939-45, with M.I.D. oak leaf; Naval General Service 1915-62, 2 clasps, S.E. Asia 1945-46, Malaya (C/JX. 158999 G. Wilson, A.B., R.N.), good very fine and better (6) £800-£1,000 --- M.I.D. London Gazette 30 May 1944: ‘For enterprise and devotion to duty.’ The following information has been taken from a letter written by the Deputy Director of Military Intelligence, addressed to his naval counterpart at the Admiralty and dated 26 March 1944: ‘Able Seaman Wilson was captured off Pantelleria on 15 June 1942. He was sent via Pantelleria and Castelvetrano to Campo 52 (Chiavari). This camp was taken over by the Germans after the Armistice and on 12 September 1943, the prisoners of war were entrained for Germany. In Wilson’s cattle truck the prisoners worked all day and finally managed to force an opening. They then got out of the truck and jumped off the train - Wilson made his way South and finally met Allied troops at S. Vincenzo on 16 December 1943.’ The Deputy Director of Military Intelligence closed his letter with the following observation: ‘Had this man been in the Army, D.M.I. would have forwarded to the Military Secretary a recommendation for the award of a Mention in view of his brave conduct.’ George Vitty Wilson was born in Hartlepool, Durham in July 1922. In which year he joined the Royal Navy remains unknown, but he may have witnessed active service in H.M.S. Bedouin off Norway in 1940-41. Certainly he was among the ship’s complement by the time of the ship’s deployment to the Mediterranean in June 1942. Of her subsequent loss, the following account has been taken from Hocking’s Dictionary of Disasters at Sea in the Age of Steam: ‘The destroyer Bedouin, Commander B. G. Scurfield, was leader of a small flotilla which formed part of a force escorting a convoy to Malta in June 1942. The force, which had left Britain on the 5th, was known as the “Harpoon Convoy”. On the 15th, when about 30 miles S. of Pantelleria, British aircraft reported the presence of two Italian cruisers and five destroyers some 15 miles to the northward. The Bedouin and her flotilla were despatched to engage this force which was superior to them, both in number and gun power. The action began at 6.45 a.m., the 6-inch guns of the Italian cruisers outranging the lighter weapons of the British destroyers. The Bedouin and Partridge were hit and badly damaged, but the three remaining destroyers managed to get within range and scored three direct hits on an Italian destroyer. Meanwhile the light cruiser Cairo, 4.220 tons, five 6-inch guns, with four ‘Hunt-class’ destroyers had joined in the action and forced the Italians to turn away. This engagement, though very brief, deprived the convoy of its naval escort, and during this time it suffered a succession of bombing attacks in which two merchantmen were sunk. The Bedouin was taken in tow by the Partridge, but, as both ships were disabled, their progress was slow. Later the Italian squadron returned and the Partridge was compelled to cast off the two and the Bedouin was left to face both warships and torpedo bombers. She was hit by an aerial torpedo and sank at 2.45 p.m.’ The torpedo hit Bedouin’s engine room, blasting clear through the ship. She immediately rolled over to port and sank with a loss of 28 men. At dusk, an Italian floatplane and an Italian hospital ship picked up 213 survivors, Wilson among them. Following his gallant escape - and release from the Royal Navy - Wilson returned to Hartlepool and was employed as a Millwright. He died there in December 2004. Sold with copied research.
Los 117
A Second World War Submariner’s D.S.C. group of nine awarded to Senior Commissioned Engineer A. G. W. Stokes, Royal Navy, for services as Warrant Engineer in H.M. Submarine Shakespeare during Mediterranean patrols, including two Special Operations and the sinking of the Italian Submarine Velella in the Gulf of Salerno on 7 September 1943 Distinguished Service Cross, G.VI.R., reverse officially dated 1943 and hallmarked London 1943; 1939-45 Star; Atlantic Star; Africa Star, clasp, North Africa 1942-43; Burma Star, clasp, Pacific; Italy Star; War Medal; Royal Navy L.S. & G.C., G.V.R., coinage head (M.35095 A. G. W. Stokes. E.R.A. 1 H.M.S. Titania.); Coronation 1953, mounted as worn, very fine and better (9) £1,600-£2,000 --- D.S.C. London Gazette 23 November 1943: ‘For bravery and skill in successful patrols in one of H.M. Submarines.’ Seedie’s Submarine List states: ‘Mediterranean Patrols and two Special Operations. Sank the Italian Submarine Velella in the Gulf of Salerno on 7 September 1943.’ Commanded by Lieutenant M. F. R. Ainslie, who won a D.S.O. for the same operational period [the same gazette carried further awards of 2 D.S.Cs, 1 bar to D.S.M., three D.S.Ms and five mentions]. Shakespeare did indeed enjoy a busy and successful commission as part of the 8th Submarine Flotilla in the Mediterranean, one of her more notable achievements being her victorious “Sub-on-Sub” encounter with the Italian Velella in the Gulf of Salerno on 7 September 1943 - Ainslie fired a salvo of six torpedoes, four of which found their mark with spectacular results (‘there was not much left of the enemy submarine’). It was in this same patrol that the Shakespeare carried out one of her ‘special operations’, namely the delivery of a C.O.P.P. party, including three S.B.S. men, for beach reconnaissance work, the type of clandestine activity that often befell a submarine’s lot in the Mediterranean at this time - namely the Allied landings in Sicily and Italy. So, too, the risk of attack from prowling aircraft - including the Allied variety - one such incident being described by Ainslie in his war patrol report for June 1943: ‘The Officer of the Watch reported an aircraft attacking from the starboard beam. Almost as soon as sighted the aircraft delivered its attack - a type not previously experienced. The whole thing was over in a few seconds, the sequence of events being as follows: firstly, a sheet of sparks and flame from the aircraft, secondly, a deafening roar and thirdly, several projectiles hitting the water some 20 to 30 feet short of the submarine just before the conning tower. There was no explosion but personnel inside the submarine stated afterwards that they were quite convinced at the time that we had been hit by a torpedo or bomb, the noise was so great, and the submarine jumped to such an extent.’ Arthur George William Stokes served in the engineering branch of the Royal Navy and received his L.S. & G.C. medal as an Engine Room Artificer 1st Class whilst serving in the Submarine Depot Ship Titania. He was appointed Warrant Engineer in July 1938 and served in H.M. Submarine Shakespeare from 3 November 1941 until 11 September 1944, during which period he took part in 13 war patrols under Lieutenant Ainslie, and a final patrol under her new skipper Lieutenant D. Swanston, 17-27 August 1944. With Shakespeare about to depart for the Far East where she had further adventures, Stokes transferred on 11 September 1944, to H.M. Submarine Spearhead to oversee her commissioning and launch on 2 October 1944. His final wartime appointment was to H.M.S. Kestrel on 7 December 1944. He was promoted to acting Commissioned Engineer in June 1945 and to Senior Commissioned Engineer in April 1947. He was still serving in May 1953 and died on 2 February 1975.
Los 306
A rare ‘Yangtze incident’ M.B.E. group of eight awarded to Lieutenant-Commander G. B. Strain, Royal Navy, one of only four officers who remained on board the Amethyst for the duration of her captivity and her dash down-river to freedom The Most Excellent Order of the British Empire, M.B.E. (Military) Member’s 2nd type breast badge; 1939-45 Star; Africa Star; Pacific Star; Italy Star; Defence and War Medals 1939-45; Naval General Service 1915-62, 1 clasp, Yangtze 1949 (Lieut (L). G. B. Strain. R.N.) official correction to second initial, mounted on card with a copy Korea pair for display purposes, good very fine (8) £4,000-£5,000 --- M.B.E. (Military) London Gazette 2 January 1950: ‘Lieutenant Commander (E) G. B. Strain, R.N., H.M.S. Amethyst. George Blackstock Strain, more commonly known during his service days as ‘Jock’, was born on 25 August 1917 to Janet Brown Glen (née Blackstock) and Weatherall Ritchie Strain, of Oban, Scotland. His birth certificate shows that his father was employed as a Mercantile Clerk and that his parents had married in November 1913 in the Kelvin District of Glasgow. His name first appears in the Navy List as an Acting Temporary Sub Lieutenant (Sp.Br) Royal Naval Volunteer Reserve with seniority of 6 March 1944. The abbreviation ‘Sp.Br.’ indicates that he was an officer of the ‘Special Branch’; the abbreviation ‘Sc’ that precedes his name in the Navy List indicates that he was an officer employed on ‘Scientific Duties’. On 1 October 1944 he was appointed to the convoy escort ship H.M.S. Antwerp serving as a Fighter Direction Ship with the Mediterranean Fleet. His next appointment on 14 May 1945 was to the 2,650-tonne Minelayer Ariadne. In 1946 he was offered and accepted the opportunity to transfer to the Royal Navy with the rank of Lieutenant (E) with seniority backdated to 25 July 1941 - the abbreviation (E) signifying that he was an officer of the Electrical Branch. On 17 June 1946 he was appointed to Collingwood, the Royal Navy Electrical School at Gosport, Hampshire. He remained in this posting for eighteen months, and during this period underwent specialist training and qualified as an officer of the Electrical Branch. The Navy List for January 1948 shows him as being unattached and therefore with no indication of where he was serving. The Navy List for January 1949 shows that in November 1948 he was appointed to the 1,250-tonne frigate H.M.S. Black Swan, then serving with the Far East Fleet, and was later appointed Electrical Officer, Yangtze Flotilla. On 19 April 1949 as part of his Yangtze Flotilla duties, during the Chinese Civil War, he took passage aboard the 1,350 ton frigate H.M.S. Amethyst to Nanking where she was to relieve the ‘C’ class destroyer Consort as guard ship to the British Embassy. At that time, Nanking was the capital of the Nationalist Republic of China. Following hand-over, it was intended that he would return down river aboard Consort. Whilst on passage, on 20 April, Amethyst came under heavy and sustained artillery fire from well-concealed Chinese Communist troops on the north bank of the Yangtze River; the south bank of the river was held by the Nationalists, and the north bank by the Communists. About 9.30 on 20 April 1949, a Communist shore battery opened fire on Amethyst, hitting her bridge, mortally wounding her captain, Lieutenant Commander B. M. Skinner, and injuring First Lieutenant Geoffrey Weston, before he could pass on the captain’s order to return fire. A second shell hit the wheel-house wounding the coxswain and, in trying to take evasive action, Amethyst slewed to port and grounded on a sandbank near Rose Island. Other shells exploded in the sick bay, the port engine room, and finally the generator. The loss of power also disabled the gyrocompass and electrically-controlled firing circuits. Amethyst was now a helpless target and had grounded in such a way that neither of the two gun turrets at the front of the ship could be brought to bear on the P.L.A. (People’s Liberation Army) targets. The shelling continued, ripping large holes in the hull (some near the waterline), the sickbay and the port engine room. Only one turret was able to bear on the hostile batteries; it fired under local control until it was disabled. Just after 10.00, the wounded First Lieutenant ordered the evacuation of all but essential personnel. Just over 60 men reached the southern shore. Shelling stopped at 11.00; 22 men had been killed and 31 wounded (the wounded were taken off by sampan the next day, and the evacuation of nonessential personnel completed). The ship had received over fifty hits, and P.L.A. snipers continued to fire at any visible movement on board. During this time H.M.S. Consort was sighted, flying seven White Ensigns and three Union flags, steaming down from Nanking at 29 knots. Consort came under fire from the shore batteries and returned fire with her 4.5 inch guns, destroying the enemy shore batteries before she attempted to take Amethyst in tow. Consort turned about wit all guns blazing at the north bank batteries, destroying an enemy position. However, Consort came under heavy fire, and the attempt was abandoned with 10 killed and three injured. First Lieutenant Weston refloated Amethyst on 22 April and moved her out of range of the P.L.A. artillery. The British Assistant Naval Attaché, Lieutenant-Commander J. S. Kerans came on board and took over command of the ship and the 50 or so crew members, including Strain, who remained on board during the entire Yangtze incident. On 26 April an attempt to free Amethyst from the mud was successful and the ship then proceeded to move up river and anchored off Fu Te Wei. Later that day a signal was received: ‘H.M. ships London and Black Swan are moving up river to escort the Amethyst down stream. Be ready to move.’ Both ships were heavily shelled as they attempted to help Amethyst, and they were forced to retreat with 3 killed and 14 wounded. Amethyst remained under guard by the P.L.A. for 101 days and vital supplies were not permitted to reach her. After a fourth attempt, the R.A.F. Sunderland flying boat from 88 Squadron succeeded in landing a replacement doctor, and medical supplies. Negotiations with the Communists made no progress, because they insisted as a precondition that Kerans must begin by confessing that the ship had wrongly invaded Chinese national waters and had fired upon the P.L.A. first (in 1988 the Chinese commander, Ye Fei, admitted that it was his troops that opened fire first). According to Lawrence Earl in the Yangtze Incident: ‘As early as mid-May Kerans reserved a corner of his mind for thinking about a possible break-out from the river in case his negotiations for a safe-conduct should fail. With this in his mind he decided to get the ship into seaworthy shape as soon as possible. He appointed Garns and Saunders, under the supervision of Strain, as Damage-Control Party, but he did not mention to anyone his secret fears that a break-out might eventually become the only avenue to freedom. The damage control party used hammocks stuffed with mattresses and blankets and old clothing, anything they could lay their hands on that could be spared. Then they used from one to three of these at a time according to the size of the hole. After that they shored up the damaged area with planks, using the stock of timber, taken on board in Malaya sometime previously, which they cut down to proper sizes. In a month they had succeeded in adequately filling in eight holes along the waterline, but one waterline hole, dead astern and directly over the rudder, resisted all their efforts. Kerans w...
Los 317
A Great War ‘Western Front’ D.C.M. group of four awarded to Private C. J. Parker, 7th Battalion, South Staffordshire Regiment, for gallant services as a Brigade Headquarters ‘Runner’ Distinguished Conduct Medal, G.V.R. (13503 Pte. C. J. Parker. 7/S. Staff: R.); 1914-15 Star (13503 Pte. C. Parker. S. Staff: R.); British War and Victory Medals (13503 Pte. C. J. Parker. S. Staff. R.) medals unmounted, good very fine (4) £900-£1,200 --- D.C.M. London Gazette 1 January 1919; citation published 3 September 1919: ‘For conspicuous devotion to duty and consistent gallantry during the past two years as brigade headquarters orderly. He is a pathfinder of the first order, and during the whole of his service has shown a fine example to all other runners. He is most cool under fire, and has never failed to deliver messages no matter how adverse the conditions were.’ Charles James Parher was a native of Birmingham and served in France with the South Staffordshire Regiment from 14 July 1915, as part of the 33rd Brigade in the 11th Division. Sold with original portrait photograph in uniform; St John Ambulance Association re-examination badge (34120 Charles J. Parker 1931) with five additional loose dated clasps 1932-35, all numbered as before; Rescue Fire & Ambulance Brigade enamelled lapel badge, fibre identity disc; miniature D.C.M.; City of Birmingham Gas Department Ambulance Trophy, gilt-bronze and enamelled fob (Charles J. Parker 1930) in Vaughtons Ltd fitted case; certified copies of Marriage and Death certificates, dated 3 June 1925 (Gas Works Engine Driver) and 25 September 1936 (aged 46 years, Foreman at Gas Works) respectively; together with copied research.
Los 484
Three: Sapper A. H. Andrews, Royal Engineers 1914 Star, with later slide clasp (9998 Sapr: A. H. Andrews. R.E.); British War and Victory Medals (9998 Spr. A. H. Andrews. R.E.) very fine Three: Private H. Day, Army Service Corps 1914 Star (M-27749 Pte. H. Day. A.S.C.); British War and Victory Medals (M-27749 Pte. H. Day. A.S.C.) some polishing, good fine (6) £80-£100 --- Alfred Harold Andrews attested into the Royal Engineers and served with the 9th Field Company during the Great War on the Western Front from 23 August 1914. The award of the clasp to his 1914 Star is confirmed on his Medal Index Card. Henry Day, a tractor engine driver from Swindon, Wiltshire, attested into the Army Service Corps on 2 July 1909. He served during the Great War with the 5th Ammunition Park on the Western Front from 16 August 1914 until 21 October 1914, before returning to the U.K. due to a fracture of his left ulna. Afterwards serving at home, he was discharged due to sickness on 28 December 1915 and awarded a Silver War Badge, No. 233,593.
Los 503
Four: Warrant Engineer T. S. Hopkins, Royal Canadian Navy, late Royal Navy 1914-15 Star (T. S. Hopkins. C.E.R:A.1. H.M.C.S. Rainbow) officially impressed in the usual style associated with Canadian Naval personnel; British War and Victory Medals (T. S. Hopkins. Ch. E.R.A. 16108 R.C.N.); Royal Navy L.S. & G.C., G.V.R., 1st issue (269085 T. S. Hopkins, C.E.R.A. 2Cl., H.M.S. Queen:) mounted court-style for display, extremely fine (4) £140-£180 --- Importation Duty This lot is subject to importation duty of 5% on the hammer price unless exported outside the UK --- --- Thomas Samuel Hopkins was born in Neath, Glamorgan on 19 July 1876, and joined the Royal Navy as an Acting Engine Room Artificer Fourth Class on 27 September 1897. He was advanced Chief Engine Room Artificer Second Class on 2 June 1909, and served in H.M.S. Queen from 14 May 1912, being awarded his Long Service and Good Conduct Medal on 15 October 1912, and promoted Chief Engine Room Artificer First Class on 1 June 1914. He was posted to H.M.C.S. Rainbow on 10 July 1914, and served in her throughout the Great War (apart from a brief period at the Shore Establishment Shearwater from 9 May to 30 June 1917). He was advanced Warrant Engineer, Royal Canadian Navy, on 1 April 1920, and was pensioned later that year. Sold with a group photographic image of the crew of H.M.C.S. Rainbow, in which the recipient is identified; and copied research.
Los 86
A Great War ‘Dover Patrol’ D.S.M. and ‘Zeebrugge raid’ M.I.D. group of five awarded to Chief Engine Room Artificer W. May, Royal Navy, a Jutland veteran who was later commended for his conduct after a collision between the Phœbe and Miranda in November 1918 Distinguished Service Medal, G.V.R. (270362. W. May, C.E.R.A. 2Cl., “Phœbe” Dover Patrol 1918); 1914-15 Star (270362. W. May, E.R.A.1, R.N.); British War and Victory Medals, with M.I.D. oak leaves (270362 W. May. C.E.R.A.2, R.N.); Royal Navy L.S.& G.C., G.V.R., 1st issue (270362. William May, E.R.A.1Cl., H.M.S. Duke of Edinburgh), mounted as worn, very fine (5) £1,400-£1,800 --- D.S.M. London Gazette 20 September 1918: ‘For services in destroyers of the Dover Patrol between 1 January and 30 June 1918. M.I.D. London Gazette 23 July 1918: ‘For distinguished services on the night of 22/23 April 1918’ (Raids on Zebrugge and Ostend). William May was born in Plymouth on 8 December 1879. An engine fitter by occupation, he entered the Royal Navy as an Acting Engine Room Artificer Class 4 on 4 February 1901. He received promotions to E.R.A. 4th Class in May 1903; 3rd Class in November 1904; 2nd Class in November 1908; and 1st Class in November 1913. At the start of the war he was serving aboard the armoured cruiser Duke of Edinburgh, and was with her at the battle of Jutland. Still on the Duke of Edinburgh, he was promoted to Acting Chief Engine Room Artificer 2nd Class in August 1916, but was posted to Vivid II in the following month and thence to the destroyer Phœbe in December 1916, in which he served throughout the remainder of the war. He was Mentioned in Despatches for his services aboard the Phœbe in the raid on Zeebrugge on 22 and 23 April 1918, and awarded the D.S.M. for his services aboard the Phœbe in the Dover Patrol during that year. Late in the war he was commended for his conduct on the occasion of the collision between the Phœbe and the Miranda on 7 November 1918. He was pensioned ashore in 1923. Sold with copied record of service and other research.
Los 89
A fine Second War ‘Far East’ D.S.M. group of eight awarded to Chief Engine Room Artificer R. L. Jerrard, Royal Navy and Royal New Zealand Navy, who served in H.M.S. Achilles throughout the war - a veteran of the Battle of the River Plate, when the cruiser ‘Achilles opened fire on the German ‘pocket battleship’ Admiral Graf Spee in the South Atlantic, at 6.21 am on 13 December 1939, it became the first New Zealand unit to strike a blow at the enemy in the Second World War. With the New Zealand ensign flying proudly from her mainmast - as battle loomed, a signalman had run aft with the ensign shouting ‘Make way for the Digger flag!’ - Achilles became the first New Zealand warship to take part in a naval battle.’ Jerrard went on to serve in operations in the Pacific, in particular as part of Operation Iceberg, the Battle of Okinawa, and as part of Task Force 37, in operations against Kure, Miko and Kobe. The Achilles remained in the task force’s operational area during the final air operations - ultimately leading to the dropping of the atomic bombs on Hiroshima and Nagasaki in August 1945. Distinguished Service Medal, G.VI.R. (C.E.R.A. R. L. Jerrard. C/M. 38366); Naval General Service 1915-62, 1 clasp, Palestine 1936-1939 (M.38366 R. L. Jerrard. E.R.A.2. R.N.); 1939-45 Star; Atlantic Star; Pacific Star, 1 clasp, Burma; War Medal 1939-45; New Zealand War Service Medal; Royal Navy L.S. & G.C., G.VI.R., 1st issue (M. 38366 R. L. Jerrard, E.R.A.2, H.M.S. Achilles.) mounted for wear, generally good very fine (8) £2,400-£2,800 --- D.S.M. London Gazette 11 June 1946: ‘For distinguished service during the War in the Far East.’ The Recommendation states: ‘For distinguished service during the War in the Far East while serving in H.M.N.Z.S. Achilles. And, more especially, for his persistent and cheerful leadership as senior Chief Engine Room Artificer during which time he built up in his department a spirit of teamwork and cheerful readiness to tackle and master a succession of difficult jobs.’ Robert Leslie Jerrard was born in Porstmouth, Hampshire, in 1908. He was the son of Chief Petty Officer R. W. Jerrard, R.N., and followed in his father’s profession by joining the Royal Navy as a Boy in August 1924. Jerrard advanced to Engine Room Artificer 2nd Class, and entered the New Zealand Division of the Royal Navy. Jerrard served with H.M.S. Achilles (cruiser), from June 1938 - September 1943 and from February 1944 - May 1946. The cruiser was taken into the New Zealand Division of the Royal Navy: ‘As the formal title indicated, the New Zealand naval forces developed within a Royal Navy framework. The cruisers were loaned to New Zealand, which merely paid their running costs - a major advantage for a cash-strapped government. New Zealand also depended upon British expertise and personnel. Senior officers, including Achilles’ Captain Edward (later Rear-Admiral Sir Edward) Parry, were seconded British officers. In 1939 the New Zealand Division comprised 82 officers and 1257 ratings, of whom eight officers and 716 ratings were New Zealanders, supporting them was a 670-strong New Zealand Volunteer Naval Reserve. New Zealand sent its personnel to Britain for training, relied on British logistic support, and looked to the Royal Navy for traditions, advice and example. A small element of the wider British fleet, this force would be placed under the operational control of the Admiralty on the outbreak of war, in accordance with New Zealand’s defence strategy... As the international situation darkened in the last week of August 1939, the likelihood of these plans being implemented suddenly became very real. Both New Zealand cruisers were hurriedly readied for sea. Ships’ bottoms were cleaned, supplies were loaded, and crews were brought up to their war complements. In H.M.S. Achilles’ case, this amounted to 31 officers and 536 ratings - of whom five officers and 316 ratings were New Zealanders [Jerrard being one of the experienced British crew]. Early on 29 August, with Germany preparing to invade Poland, the Admiralty requested that the ships move to their war stations. Seven hours later Achilles put to sea, bound for Balboa in Panama’s Canal Zone.... Achilles was well away from New Zealand when shortly after midnight on 3 September Captain Parry received a signal from London: ‘Commence hostilities against Germany.’ The previous day he had been ordered to change course to the Chilean port of Valparaiso. Achilles arrived there on 12 September 1939. Of all the battles waged during the Second World War, arguably the most important was the Battle of the Atlantic, the struggle to keep open the sea routes to the British Isles... At the outset, the battle also involved denying the Atlantic and other sea routes to Germany. An immediate task for the Royal Navy was to track down and destroy the estimated 237 German merchant ships at sea or in foreign ports. As well as cutting off German trade, this action would prevent these vessels being armed and used to prey of Allied trade. For six weeks Achilles played its part in this world-wide effort, moving along the coasts of Chile, Peru, Ecuador and Colombia in order to deter German ship movements. The only Allied warship on this coast (all the South American countries were neutral), it was ready to intercept any German merchant ship heading for refuge in a neutral port or any of the 17 ships already holed up at various places that might dare to put to sea.’ (The Battle of the River Plate, The New Zealand Story, refers) The German pocket battleship Admiral Graf Spee had been deployed, with the support ship Altmark, to cruise near the Cape Verde Islands in September 1939. With the outbreak of war she was ordered to move into the South Atlantic to operate as a commerce raider, whilst avoiding major engagements. The ‘warship claimed its first victim, sinking the British merchant vessel Clement. The British ship managed to broadcast a distress signal, providing the first indication that a German raider was operating in the area... As a result, Achilles was ordered to quit its watchdog role along South America’s west coast and proceed to the South Atlantic. After a steady passage, and refuelling at the Falkland Islands, Achilles reached the southern approaches of the River Plate on 26 October. It joined Commodore Henry (later Admiral Sir Henry) Harwood’s South America Division, which had been transferred from the America and West Indies Station. The New Zealand ship joined the division’s heavy cruisers H.M.S. Exeter and Cumberland and the light cruiser Ajax in patrolling the Rio de Janeiro/River Plate area.’ (Ibid) On 2 December, in the eastern South Atlantic, the Graf Spee sank the Blue Star Line’s Doric Star, bound from New Zealand to the United Kingdom, and five days later she sank the steamer Tairoa. Both ships had got off distress messages, and their final positions gave the indication that the German ship was heading for the east coast of South America. Harwood concluded that the River Plate was the most likely target, and by the early hours of 12 December 1939 had gathered the Achilles, Ajax and Exeter. Harwood’s educated guess was vindicated when at 6.14 am the following morning the Graf Spee’s smoke was spotted on the horizon. Faced with a much more heavily armed German ship, Harwood’s division faced the prospect of long range annihilation. However, instead of standing off and using the longer range of his guns to good effect, the German Captain closed with the enemy. The Graf Spee ‘opened fire at 6.18 am at a range of just under 20,000 metres. E...
Los 90
Six: Able Seaman W. F. Thomas, Royal Navy, who was present aboard the destroyer H.M.S. Cossack at the time of the famous ‘Altmark Incident’ of 16 February 1940, when 300 British merchant seamen were rescued from the holds of the German auxiliary ship Altmark in neutral waters in Jossingfjord, Norway 1939-45 Star; Atlantic Star, 1 clasp, France and Germany; Africa Star, 1 clasp, North Africa 1942-43; Italy Star; War Medal 1939-45; Royal Navy L.S. & G.C., G.VI.R., 1st issue (J. 105039 W. F. Thomas, A.B., H.M.S. Cossack) mounted as worn, minor edge bruising to last, good very fine or better (6) £260-£300 --- William Francis Thomas was born in Portsmouth on 28 June 1905 and joined the Royal Navy as a Boy Second Class in November 1921. Having qualified as a Leading Torpedo Man in the 1930s, he served during the Second World War in the destroyer H.M.S. Cossack, and was present at the time of her spectacular rescue of some 300 British merchant seamen from the German Auxiliary ship Altmark on 16 February 1940. The Altmark Incident On the night of 16 February 1940, the German Auxiliary Ship Altmark was at anchor in Jossingfjord, Norway, with 300 British merchant seamen being held in appalling conditions in her holds, the survivors of earlier sinkings in the South Atlantic by the Graf Spee. Being in neutral waters, the Altmark was protected by two Norwegian torpedo-boats ordered to prevent British intervention. But, in a daring operation, H.M.S. Cossack - under the command of Captain Philip Vian, R.N. - was tasked with mounting a rescue operation. Vian’s own account takes up the story: ‘Having placed Cossack in a position from which our pom-poms could play upon Norwegian decks, whilst their torpedo tubes were no instant menace to us, I said we could parley no longer, and must board and search the Altmark forthwith, whether we fought them or not. Kjell's captain decided that honour was served by submitting to superior force, and withdrew. On rounding the bend in the fjord, Altmark at last came into view. She lay bows inshore, encased in ice, her great bulk standing black against the snow-clad mountains. Thoughts of the six-inch guns with which the Altmark was said to be armed were naturally in our minds. Though our own guns were manned we were obviously an easy target, and the enemy's first shots might well immobilise us at once. There was nothing for it, however, but to go ahead and get to grips as quickly as possible. The Altmark Captain was determined to resist being boarded. On sighting Cossack, he trained his searchlight on our bridge to blind the command, and came astern at full power through the channel which his entry into the ice had made. His idea was to ram us. Unless something was done very quickly the great mass of the tanker's counter was going to crash heavily into Cossack's port bow. There followed a period of manoeuvring in which disaster, as serious collision must have entailed, was avoided by the skill of my imperturbable navigator, McLean, and by the speed with which the main engine manoeuvring valves were operated by their artificers. Lieutenant Bradwell Turner, the leader of the boarding party, anticipated Cossack's arrival alongside Altmark with a leap which became famous. Petty Officer Atkins, who followed him, fell short, and hung by his hands until Turner heaved him on deck. The two quickly made fast a hemp hawser from Cossack's fo'c's'le, and the rest of the party scrambled across. When Turner arrived on Altmark's bridge he found the engine telegraphs set to full speed in an endeavour to force Cossack ashore. On Turner's appearance, the captain and others surrendered, except the third officer, who interfered with the telegraphs, which Turner had set to stop. Turner forbore to shoot him. It was now clear that as a result of her manoeuvres Altmark would ground by the stern, which she did, but not before Cossack, the boarding party all being transferred, had cast off, to avoid the same fate. It was expected, with the surrender of the German captain, that the release of our prisoners would be a drawing-room affair. That this was not so was due to the action of a member of the armed guard which Graf Spee had put aboard. He gratuitously shot Gunner Smith, of the boarding party, in an alleyway. This invoked retaliation, upon which the armed guard decamped; they fled across the ice, and began to snipe the boarding party from an eminence on shore. Silhouetted against the snow they made easy targets, and their fire was quickly silenced by Turner and his men. In the end German casualties were few, six killed and six badly wounded. The boarding party had none, save unlucky Gunner Smith, and even he was not fatally wounded. Resistance overcome, Turner was able to turn to the business of the day. The prisoners were under locked hatches in the holds; when these had been broken open Turner hailed the men below with the words: "Any British down there?" He was greeted with a tremendous yell of "Yes! We're all British!" "Come on up then," said Turner, "The Navy's here!"’ Thomas was awarded his Long Service and Good Conduct Medal in March 1941, and after participating in the Second Battle of Narvik, saw further action off North Africa, Italy and Normandy. He was released 'Class A' in October 1945.
Los 91
Five: Chief Engine Room Artificer W. J. P. Thompson, Royal Navy, who served in H.M.S. Glasgow when she evacuated the King of Norway to the United Kingdom on 29 April 1940 1939-45 Star; Atlantic Star; Africa Star; War Medal 1939-45; Royal Navy L.S. & G.C., G.VI.R., 2nd issue (MX.51240 W. J. P. Thompson. C.E.R.A. H.M.S. Victory.) good very fine (5) £140-£180 --- William Joseph Philip Thompson was born in Wandsworth, London, on 30 April 1912 and joined the Royal Navy as a Stoker Second Class on 17 September 1934. He transferred to the trade of Acting Engine Room Artificer Fourth Class on 20 December 1934, and was advanced to his ultimate rate of Chief Engine Room Artificer on 7 January 1943. He served during the Second World War in a variety of ships and shore-based establishments, including H.M.S. Glasgow when she evacuated the King of Norway to the United Kingdom on 29 April 1940, and in H.M.S. Gallant in 1941, and was awarded his Long Service and Good Conduct Medal on 17 March 1950. He was shore pensioned on 25 December 1953. Sold with original Parchment Certificate of Service; a good set of original Engine Room Artificer’s papers; a postcard photograph of the recipient; and copied research.
Los 92
Three: Able Seaman H. J. Beck, Royal Navy, who was killed in action when H.M.S. Acasta was sunk in the Norwegian Sea by the German Battlecruisers Scharnhorst and Gneisenau, during Operation Alphabet- the evacuation of Norway, 8 June 1940 1939-45 Star; Atlantic Star; War Medal 1939-45, with named Admiralty enclosure, in card box of issue, addressed to ‘Mrs. K. H. Rhodes, 17 York Road, Erdington, Birmingham 23’; together with the recipient’s Memorial Scroll (Able Seaman H. J. Beck Royal Navy), in envelope of issue, addressed to ‘Mrs. K. H. Rhodes, 28 Cliveden Avenue, Perry Barr, Birmingham’; named Buckingham Palace enclosure, in envelope addressed to ‘Mrs. Kathleen Beck’; and a H.M.S. Cardiff 3rd Cruiser Squadron Prize Medal, bronze, the reverse engraved ‘Cruiser Arbuthnot Winners 1927 Ord: Beck’, nearly extremely fine (4) £300-£400 --- Harry John Beck was born in Aston, Birmingham, on 4 September 1908, and joined the Royal Navy as a Boy 2nd Class on 8 January 1924. Advanced Ordinary Seaman on 4 September 1926, and Able Seaman on 4 March 1928, he served during the Second World War as an Able Seaman in the destroyer H.M.S. Acasta from 23 August 1939, and was killed in action during Operation Alphabet on 8 June 1940. On 31 May 1940 H.M.S. Glorious sailed from the Clyde to the Norwegian coast to carry out air operations in support of the evacuation of allied forces from Norway in Operation Alphabet. On 8 June she returned to Scapa Flow, escorted by the destroyers H.M.S. Ardent and Acasta. On the way through the Norwegian Sea the funnel smoke from Glorious and her two escorting destroyers was spotted by the German battleships Scharnhorst and Gneisenau at about 3:46 p.m. The German ships were not spotted until shortly after 4:00 and H.M.S. Ardent was dispatched to investigate. H.M.S. Ardent and H.M.S. Acasta laid a protective smokescreen to hide the British ships, and engaged the German ships with their 4.7 inch main armament, which proved to be ineffective. Despite coming under heavy fire from the much larger guns of the Germans, H.M.S. Ardent carried out a torpedo attack. She managed to score a single hit, but was struck repeatedly by enemy shells, and eventually capsized with the loss of 10 officers and 142 ratings. H.M.S. Acasta was finally sunk after roughly two hours of fighting; the battle flag of the Gneisenau was lowered to half-mast and her crew brought to attention to honour the brave fight of Acasta and her crew. Meanwhile, the Scharnhorst switched her fire to H.M.S. Glorious at 4:32 p.m. and scored her first hit six minutes later on her third salvo, at an approximate range of 24,000 metres (26,000 yd), when one 11.1 inch shell hit the forward flight deck and burst in the upper hangar, starting a large fire. This hit destroyed two Swordfish being prepared for flight and the hole in the flight deck prevented any other aircraft from taking off. Splinters penetrated a boiler casing and caused a temporary drop in steam pressure. At 4:58 p.m. a second shell hit the homing beacon above the bridge and killed or wounded the captain and most of the personnel stationed there. Glorious was hit again in the centre engine room around 5:20 p.m. and this caused her to lose speed and commence a slow circle to port. She also developed a list to starboard. The German ships closed to within 15,000 metres and continued to fire at her until about 5:40 p.m. Glorious finally sank at around 6:10 p.m. with the loss of 1,207 out of her crew of 1,250. The whole engagement lasted just short of three hours and cost the lives of 1,519 officers and ratings. From Acasta there was just one survivor. Beck was amongst those killed, aged 31. He is commemorated on the Portsmouth Naval Memorial. His medals were sent to his widow Kathleen Hilda Beck, who had subsequently remarried. Sold with the recipient’s Parchment Certificate of Service; a Vocational Training Certificate; various photographs, including one of the recipient on his wedding day, and a postcard photograph of him outside his shop; various newspaper cuttings; letter to the recipient’s widow from the British Red Cross Society; and a copy of the book ‘The Man who hit the Scharnhorst’, the Ordeal of Leading Seaman Nick Carter.
Los 307
Two BSA Dandy scooters, currently wearing registration numbers PTH 16 and YRL 648 but with letters from DVLA allocating the numbers MSV 907 and MSV 931 due to lack of documents to retain the original numbers, though no V5s have been found by the vendor and neither number appears to be live on the DVLA system for these bikes, together with various engine parts, exhausts etc 10%+VAT buyers premium on this lot
Los 309
1950 Ariel 4G MK1 Square four, motorcycle registration number BGL 345. Forming part of a deceased's estate the history folder comprises only an MOT from 1989, which lists a mileage of 7095 miles, frame number CW445, engine number JJ447 (as shown on MOT as F No), with Barton Motors of Bath supplier's label to number plate mount who incidentally are the MOT station who undertook the 1989 MOT. Engine turns over but appears to have been unused since the last MOT, odometer currently records 7101 miles10%+VAT buyers premium on this lot
Los 315
1934 Morris 8 two door saloon car, original transferable Worcestershire registration number FK 6396, with V5c recording four previous keepers. The paperwork with the car includes a 1953 buff logbook listing the owner as Ernest Charles Badham, for whom there are also two receipts, one dated 1946 for work including a rebuilt engine and also slips for a hire rent agreement, dated 1939 and various 1950s and modern tax discs for the car. Also included are before and after photographs of the restoration undertaken in 1996/7, the quality of which shows today, though with signs of use as would be expected with nearly 30 years of enjoyment. Driven to the auction by the vendor, the odometer currently records 1964 miles 10%+VAT buyers premium on this lot
Los 549
T851 RCR - Renault Laguna 1.6 16v RT Sport car, in blue. First registered in May 1999, this five-door hatchback RT Sport edition originally boasted an upgraded 16 valve engine, rear spoiler, sun roof and air conditioning. This example in blue, with a mileage circa 60,000. Running condition unknown as has been stood for over a year. V5c not present (this message will be updated if it is located), one key, and original driver's handbook present. Last MOT expired 28th October 2002, which it passed with only one advisory (perished tyre). Important Notice: As a second-hand vehicle, buyers are reminded that such items are sold strictly 'as is' with no guarantees or warranties as to any aspect of its mechanical or electrical safety, or roadworthiness implied by Auctioneum or any agent, irrespective of any description, or written / verbal report.
Los 248
2 boxed 1977 Matchbox 75 Superfast emergency vehicles, #41 ambulance & #13 Snorkel fire engine. Ambulance in white with blue tinted windows, red cross ambulance decals and opening rear doors. Fire engine with yellow plastic extending rescue ladder. Both in near mint condition. Boxes show scuffing to corners, tear mark on one side of fire engine box.
Los 421
Two albums of photographs principally of Hong Kong and the Far East1931-1932 and circa 1935-1938both related to the travels to and from England by an engineer working in the Engineering department at Hong Kong University, and the day-to-day life of his family, travelling out and visiting various countries en route. Views include 'The City Illuminated for the Jubilee of King George V May 1935', 'The workshop and engine labs Engineering Society 1934', further views of Singapore, Columbo Ceylon Feb 1937, aboard the P and O 51 Rawalpindi Jan 1938, Bombay, Ceylon, Shanghai and Japan. Provenance:- inherited by the vendor from her grandfather Isaac Day who worked at the University of Hong Kong as an engineering lecturer circa 1918-1938.
Los 290
AN ELIZABETH II ENGINE-TURNED SILVER CIGARETTE BOX by Asprey & Co Ltd, London 1964, rectangular, of large proportions, the hinged lid and base with leaf borders, wood lined. 21cm wideThe marks are clear and well-struck. The lid opens and closes tightly. The interior is clean and tidy. No personalised engraving. A good quality example.
Los 358
A WILLIAM IV SILVER-GILT SNUFF BOX by Nathaniel Mills, Birmingham 1836, rectangular, the sides and base engine-turned, with applied foliate borders. 8.2cm by 5.3cm by 2.8cm, 4.7 troy ounces Hallmarks are clear, the hinge works well and the cover closes snugly, some slight surface marks to the top of the lid, but overall in good condition.
Los 427
AN 18 CARAT GOLD OPEN FACE POCKET WATCH circular gold dial with gilt roman indices and engine turned centre, applied rose, yellow and white gold foliate border and gilt hands, winding aperture at 1 o'clock position, hinged front cover revealing an unsigned fusee movement, case hallmarked by Henry Jackson, London 1817, key included. Case diameter 45mm, 76.4 grams grossWatch is currently functioning but timekeeping not tested.
Los 370
Crate of assorted collectable toys to include: Marks and Spencer The Royal Train OO gauge model railway set;'Princess Elizabeth', Bandai 1:16 scale Garrett steam traction engine kit in original box (partially constructed), Tri-ang Railways T31 Station Set in original box with platforms, gantries etc. Together with two locomotives, OO gauge railway carriage in original packaging, Hornby Railways Dock Authority Shunter in original box etc. Kit has not been collated-sold as seen
Los 511
A large collection of 300+ 20th century black & white / coloured Royal Mail United Kingdom multiple collectors packs of subject related postcards, mostly packaged. Lot to include; Aardman Animations, Joe 90, Battersea Dogs Home, Magical Realms, Classic Locomotives of England, The Royal Society, Morris & Co, Thomas The Tank Engine, Post Boxes, Transports of Delight, Paralympic Games, The Crown Jewels, London 2010 Festival of Stamps, LMS Coronation Class Railway, Hamlet amongst many others.
Loading...-
186062 Los(e)/Seite