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186049 Los(e)/Seite
Los 239
Hand-thrown stoneware with engine-turned decoration, interior glazed.Impressed "WEDGWOOD", "MADE IN ENGLAND, and "dp" (Puxley's cipher)(H: 13, Dia: 7 3/4 in.)Qty: (1)ProvenanceSkinner 2658 (?), Lot 373Collection of Dr. Ellis F. Rubin and Suzanne Borow RubinLiteratureBirmingham Museum of Art, David Puxley: Wedgwood's First Studio Potter, Birmingham, 2015Buten, Harry, Wedgwood Rarities, Buten Museum of Wedgwood, Merion, 1969, p. 270 (near example illustrated)NotePer his CV, Puxley was employed on the Design Staff at Wedgwood, 1964-67Examined under UV light. Restored chip to foot.
Los 31
StonewareBlack Basalt dipped Caneware, engine-turned, with applied decoration in border below rim.Impressed "WEDGWOOD"(H: 4 1/4, Dia: 3 3/8 in.)Qty: (1)ProvenanceJD and Louise Traube Collection[Sotheby, 1988?]Skinner, Fine British Ceramics, Boston, April 10, 1992, Lot 162Collection of Dr. Ellis F. Rubin and Suzanne Borow RubinExamined under UV light with no evidence of restoration. Short darkened hairline to foot.
Los 62
StonewareEngine turned, decorated with "Domestic Employment" figures designed by Lady Templetown (1747-1823) and modeled by William Hackwood (1757-1839).Impressed "WEDGWOOD"(H: 5 1/2, W: 4 1/4, D: 7 in.)Qty: (1)ProvenanceCollection of Dr. Ellis F. Rubin and Suzanne Borow RubinLiteratureReilly, Robin, Wedgwood: A New Illustrated Dictionary, Antique Collectors’ Club, Woodbridge, 1995, p. 421Victoria & Albert Museum, London, accession number C. 57A-1911Examined under UV light with no evidence of restoration. A few very small and shallow chips to spout rim.
Los 63
Stoneware, interior polishedWhite Jasper inlay band on foot, engine-turned body. Decorated with "Domestic Employment" figures, designed by Lady Templetown (1747-1823) and modeled by William Hackwood (1757-1839).Impressed "WEDGWOOD"(H: 2 3/4, Dia: 6 5/8 in.)Qty: (1)ProvenanceSeal Simons, PhiladelphiaCollection of Dr. Ellis F. Rubin and Suzanne Borow RubinLiteratureHerman, Michael, Wedgwood Jasper: Classics, Rarities and Oddities from Four Centuries, Schiffer Books, Atglen, 2007, p. 59 (for a similar example)Reilly, Robin, Wedgwood: A New Illustrated Dictionary, Antique Collectors’ Club, Woodbridge, 1995, pp. 420-21 (for a similar example), p. 86 (for similar "cabinet pieces" with white inlaid foot band)Examined under UV light with no evidence of restoration. Some post-production grinding to foot.
Los 65
StonewareCentral decoration designed by Sir Joshua Reynolds (1723-1792). Engine-turned exterior. Impressed "WEDGWOOD" (Dia: 7 3/4 in.)Qty: (1)ProvenanceSkinner, European Furniture and Decorative Arts, Boston, July 12, 2013, Lot 947Collection of Dr. Ellis F. Rubin and Suzanne Borow RubinExamined under UV light. At well: restoration to top of oval "canvas" and "model's" foot.
Los 68
StonewareSolid blue Jasper (hexagonal foot) with engine-turned blue dip body, factory hole in base.Impressed "WEDGWOOD"(H: 8, Dia: 5 3/4 in.)Qty: (1)ProvenanceCollection of Dr. Ellis F. Rubin and Suzanne Borow RubinExamined under UV light with no evidence of restoration. Lid associated. A few short darkened hairlines to vase rim. Some overall darkened crazing. Interior staining. Several larger chips to base platform edges and feet.
Los 7
Glazed EarthenwareEngine-turned reeding to lower part of body, enameled red and black decoration in the "Etrucsan Honeysuckle" (no. 72) pattern, illustrated in the First Pattern Book (published circa 1790). Impressed "WEDGWOOD"(H: 7 1/2, W: 12 1/2, D: 10 in.)Qty: (1)ProvenanceCollection of Dr. Ellis F. Rubin and Suzanne Borow RubinLiteratureReilly, Robin, Wedgwood I, Stockton Press, New York, 1989, C54 and C55Examined under UV light. 3/4" darkened hairline from rim. A few restored chips to lid flange.
Los 80
StonewareEngine turning to upper part of body, applied white and light blue decoration on black dip body.Impressed "WEDGWOOD"(H: 8 3/8, Dia: 9 in.)Qty: (1)ProvenanceCollection of Dr. Ellis F. Rubin and Suzanne Borow RubinMinor loss to petal of one blue flower. Approx 6 in. U-shaped crack near base of pot visible to interior and exterior.
Los 95
StonewareThe body and foot decorated with engine-turned stripesImpressed "WEDGWOOD"(H: 9 7/8, W: 5, D: 4 3/8 in.)Qty: (1)ProvenanceCollection of Dr. Ellis F. Rubin and Suzanne Borow Rubin Examined under UV light. Finial reset. Handles restored. Touch-up to several full-length, in-body hairlines. Restoration to socle.
Los 91
FABERGÉ: ENAMEL MINIATURE PERFUME BOTTLE, CIRCA 1900The bottle decorated with light blue guilloche enamel over sunburst engine-turned ground, the neck of bicoloured foliate design, maker's mark, workmaster Feodor Afanassiev, length 4.3cm, fitted maker's caseFor further information on this lot please visit Bonhams.com
Los 114
The outstanding and rare Great War ‘immediate’ M.C., immediate ‘V.C. action’ D.F.C. and Waziristan 1925 M.I.D. group of seven awarded to Group Captain J. A. G. Haslam, Royal Air Force and Royal Field Artillery - ‘Freddie’ West’s Observer in 8 Squadron for both awards including the D.F.C. action, for which West was awarded the Victoria Cross, and during which epic engagement both airmen were wounded Military Cross, G.V.R., unnamed as issued; Distinguished Flying Cross, G.V.R., unnamed as issued; British War and Victory Medals (Lieut. J. A. G. Haslam. R.A.F.); India General Service 1908-35, 1 clasp, Waziristan 1925, with M.I.D. oak leaves (F/L. J. A. G. Haslam. R.A.F.); Defence and War Medals 1939-45, mounted on card for display, lightly polished, generally very fine (7) £10,000-£15,000 --- M.C. London Gazette 26 July 1918 (jointly listed with his pilot, Lieutenant F. M. F. West): ‘For conspicuous gallantry and devotion to duty. While on patrol, he, with another officer, observed fifteen motor lorries. As these could not be engaged by artillery by zone call, these officers flew 8,000 yards over the enemy lines, at a height of 3,800 feet, in the face of strong opposition from the ground, and dropped four bombs, obtaining direct hits on the lorries and doing considerable damage to their personnel. They then proceeded to attack them with machine-gun fire as they sought cover. A fortnight later they carried out, at a height of 150 feet, a reconnaissance of their corps front, on which an attack was expected. Despite the fact that the clouds were at 200 feet, and there was a thick mist, they obtained most valuable information. During this flight they directed and located the fire of our artillery on a concentration of enemy infantry. Throughout the operations their work in co-operation with our artillery was always of the greatest value, and their enterprise in attacking enemy troops and transport with bombs and machine-gun fire was splendid.’ The original recommendation states: ‘For conspicuous bravery and devotion in carrying out low reconnaissances, and in co-operation with our artillery. While on patrol near Wiencourt L’Equipee on the morning of April 22nd, 1918, they observed fifteen motor lorries on the Guillancourt Road. As these could not be engaged by our artillery by zone call, they flew 8,000 yards over the enemy lines at a height of 3,800 feet, in the face of strong opposition from the ground, and dropped four bombs, obtaining direct hits on the lorries and doing considerable damage to their personnel. They then proceeded to attack them with machine gun fire as they sought cover. On April 5th, 1918, they carried out, at a height of 150 feet, a reconnaissance of their Corps front, on which an attack was thought to be about to be made. Despite the fact that the clouds were at 200 feet, and there was a thick mist, they obtained most valuable information. During this flight they located and directed the fire of our Artillery on a concentration of enemy infantry East of Morlancourt. Their work in co-operation with our artillery has always been of the greatest value, and their enterprise in attacking enemy troops and transport with bombs and machine gun fire, hard to surpass.’ D.F.C. London Gazette 3 December 1918: ‘On 10th August this officer performed a very gallant action. While carrying out a contact patrol he was attacked by seven enemy scouts. Although wounded in the leg at the outset of the engagement, Lt. Haslam, with rare courage and determination, continued to serve his machine gun. One of the enemy aeroplanes was driven down, and the remainder dispersed.’ The original recommendation states: ‘For courage and determination in the face of a vastly superior force of enemy aircraft. On August 10th, 1918, while carrying out a Contact Patrol Reconnaissance for our Tanks, he and his pilot were attacked near Roye by seven enemy scouts. Lieut. Haslam, although wounded in the leg at the outset of the combat, continued to serve his machine gun, with the result that one of the enemy machines went down with its engine damaged, and the remainder were driven off. Throughout the days of the 8th, 9th and 10th of August, 1918, he carried out work of sterling value while on Contact Patrol, and his pluck in maintaining the fight on the 10th, after being wounded, is worthy of high praise.’ Haslam’s pilot, ‘Freddie’ West, was awarded the Victoria Cross for the above action. His award appeared in the London Gazette 8 November 1918, thus: ‘In recognition of his outstanding bravery during aerial combat. Captain West, while engaging hostile troops at a low altitude far over the enemy lines, was attacked by seven enemy aircraft. Early in the engagement one of his legs was partially severed by an explosive bullet, and fell powerless into the controls, rendering the machine for the time unmanageable. Lifting his disabled leg, he regained control of the machine, and, although wounded in the other leg, he, with surpassing bravery and devotion to duty, manoeuvred his machine so skilfully that his observer was enabled to get several good bursts into the enemy machines, which drove them away. Captain West then, with rare courage and determination, desperately wounded as he was, brought his machine over our lines and landed safely. Exhausted by his exertions, he fainted, but on regaining consciousness insisted on writing his report.’ M.I.D. London Gazette 20 November 1925 (Waziristan). James Alexander Gordon ‘Alec’ Haslam was the son of Mr and Mrs J. B. Haslam of 3 Bilton Road, Rugby, and was born in September 1896. He was educated at Rugby, and was awarded an exhibition at Corpus Christi, Cambridge - but in 1915 he opted to enter the Royal Military Academy at Woolwich. Haslam was commissioned Second Lieutenant in the Royal Field Artillery in February 1916, and served with the 125th Brigade, R.F.A. in the French theatre of war. Securing a secondment to the flying service in 1918, he trained as an observer and was posted to 8 Squadron (F.K.8’s) in Spring of that year. Haslam was crewed up with Lieutenant F. M. F. West as his pilot, the latter’s biography Winged Diplomat gives the following: ‘I had one unfailing source of uplift at this time, in the shape of my new observer, Lt. James [sic] Haslam. He was seconded from the Royal Artillery and was invaluable on artillery reconnaissance and range-spotting. He was finally allotted to me personally, and it was a comforting thought, when up above the lines with shrapnel flying around and enemy aircraft in the offing, that he was behind me. Haslam had been a Rugby scholar at Cambridge. Silent and shy, he oozed scholarship although he tried to hide it beneath a cloak of simplicity. He had been doing brilliantly at Cambridge and hoped to return there.’ The pair immediately hit it off in the air, and were to survive many scrapes together as Chaz Bowyer relates in For Valour - the Air VC’s: ‘A particularly dangerous low-level sortie for West and Haslam came on 23 April [sic], when they set out to bomb a concentration of German transport well behind the enemy lines. Reaching their objective, the F.K.8 crew made an accurate bombing run and then strafed the target from near zero height before turning for home. As they reached the front line again their aircraft was hit repeatedly by an intense barrage of ground fire, suffering hits in its engine and having an aileron shot away. By skill and good judgement, West scraped across the Allied front lines and accomplished a safe landing only 100 yards west of the trenches. Th...
Los 124
A scarce Second War ‘1945’ A.F.C., ‘1939’ A.F.M. flying instructor’s group of four awarded to Sergeant Pilot, later Wing Commander, J. Shearsmith, Royal Air Force Air Force Cross, G.VI.R., reverse officially dated ‘1945’; Air Force Medal, G.VI.R. (363255. S. Sgt. J. Shearsmith. R.A.F.) double-struck in places; Defence and War Medals 1939-45, mounted for display on card, generally nearly extremely fine (4) £2,600-£3,000 --- A.F.C. London Gazette 14 June 1945, the original recommendation states: ‘No. 7 Flying Training School (total instructional flying hours - 3230). As assistant to the Chief Instructor Flight Lieutenant Shearsmith has made an outstanding contribution to the efficiency of Flying Training Command. At all times he has displayed marked ability, loyalty and devotion to duty. Although, in his present capacity, much of his time is devoted to administrative detail, he has retained exceptional keenness to keep close contact with the flying instruction personal participation.’ A.F.M. London Gazette 2 January 1939, the original recommendation states: ‘This NCO pilot has been a flying instructor in the Intermediate Training Squadron of this unit from 9 Nov 1936 to 23 May 1938 and was then transferred to the Advanced Training Squadron. During the year ending 30 Sept 1938 he completed a total of 278 hours flying. I recommended this NCO for the Air Force Medal in February of this year in view of his extremely valuable flying services under peace conditions and since that date he has still continued to carry out such services. I look upon him as a very efficient pilot and an extremely competent instructor both in single and twin-engined aircraft, and he is most hardworking, energetic and conscientious in all his duties. He also instils the proper confidence in all pupils with whom he is dealing, and such pilots that he has trained have reached a standard which I consider highly commendable. His thoroughness in the work now allotted to him in the Advanced Training Squadron and his experience and efficiency in both squadrons have been of great value to the Service. Beyond his very excellent ability as an instructor at a Flying Training School, he is gifted with that sense of duty and bearing required of a NCO. Taking the excellent all-round work of this NCO during the time he has been at this unit, and the very great amount of work that has been given him during this expansion period, I feel that he is deserving of recognition. I therefore very strongly recommend him for the Air Force Medal. Air Officer Commanding remarks: Sergeant Shearsmith has, by his exceptional skill and devotion to duty as a Flying Instructor, performed most valuable work in No. 6 Flying Training School. I recommend the award of the Air Force Medal as an appropriate recognition of his services.’ Jack Shearsmith was born in Selby, Yorkshire in April 1907, and enlisted in the Royal Air Force as a Halton Apprentice in the 6th Entry in September 1922. Having passed out and mustered as a Fitter Aero Engine, he was posted for service with 6 Squadron in Iraq, September 1927. Shearsmith returned from Iraq in October 1929, and remustered as a pilot under training in June 1931. Shearsmith carried out his training at 4 F.T.S., and was promoted Sergeant in March 1932. Having served in Egypt on and off between 1930 - 1936, Shearsmith qualified as a Flying Instructor in November 1936. Shearsmith was posted to the Central Flying School in August 1936, and then to 6 F.T.S., Little Rissington, in November of the same year (presented with his A.F.M. by the A.O.C. at the station in February 1939). He was discharged to a commission in March 1940, and was granted an Emergency Commission as Pilot Officer on probation in the General Duties Branch the following month. Shearsmith briefly stayed as an instructor at 6 F.T.S., before serving at 7 F.T.S., April 1940 - September 1943. He advanced to Flight Lieutenant in April 1942, and to Acting Squadron Leader in February the following year. Subsequent wartime postings included at 18 (Pilots) A.F.U. and 7 (Pilots) A.F.U., before being appointed Chief Ground Instructor at 7 F.T.S. in April 1947. Shearsmith transferred to Aircraft Control Branch in November 1947, and to Fighter Control Branch in July 1949. He advanced to Squadron Leader in January 1952, and subsequent postings included with H.Q. 66 Group, H.Q. 12 Group, H.Q. Met Sector and as Master Controller at No. 144 Signals Unit, Bawdsey. Shearsmith advanced to Acting Wing Commander in April 1957, and retired three years later. Wing Commander Shearsmith resided at 13 Carleton Crescent, Walton, Peterborough in later life, and died in September 1977. Sold with copied service papers, and research.
Los 129
The unique Great War ‘Bristol Fighter Ace’ 1917 D.C.M. and 1918 Second Award Bar group of three awarded to Sergeant F. Johnson, Royal Air Force, late Royal Flying Corps, the most highly decorated surviving British N.C.O. fighter pilot Ace of the Great War; after four victories as an Observer/Gunner in an FE 2b during six perilous months from September 1916, Johnson become a Bristol Fighter Pilot and took his score up to sixteen; he usually closed to within 50 yards of an enemy aircraft before engaging and opening fire Distinguished Conduct Medal, G.V.R., with Second Award Bar (6391 Cpl. F. Johnson. 22/Sqn. R.F.C.); British War and Victory Medals (6391 Sgt. F. Johnson, R.A.F.) minor edge bruising, otherwise good very fine (3) £20,000-£30,000 --- Provenance: Dix Noonan Webb, March 2012. D.C.M. London Gazette 26 April 1917: ‘For conspicuous gallantry and devotion to duty as an Observer. He was attacked by three hostile machines and shot one of them down. He had previously shot down three other machines.’ D.C.M. Second Award Bar London Gazette 3 September 1918: ‘For conspicuous gallantry and devotion to duty in encounters with enemy aeroplanes, with the following results:- Attack and crashed a Pfalz scout, drove down an Albatross out of control. On previous occasions he had destroyed four enemy aeroplanes and driven three down out of control.’ Frank Johnson was born in Oldham, Lancashire on 28 December 1896, the son of James and Rachel Johnson. He enlisted in the Royal Flying Corps in June 1915, aged 18, and soon qualified as an Air Mechanic, then as an Observer/Air Gunner. 22 Squadron Royal Flying Corps, F.E. 2b Observer and Air Gunner Johnson was sent out to France in February 1916, to No. 22 Squadron, as an Observer and Air Gunner for the F.E. 2b, which was intended for long-range reconnaissance and escort duty. The F.E.2b was a robust two-seater biplane with a rear-mounted ‘pusher’ engine. The observer was located in the nose of the nacelle with the pilot sitting above and behind him. The F.E.2 could also carry an external bomb load and was routinely fitted with an air-photography camera. The observer was armed with a .303 Lewis machine gun firing forward on a specially designed, swivelling mount that gave it a wide field of fire. A second Lewis gun was set up in the front of the pilot’s cockpit on a high telescopic mounting so the pilot could fire forward over his observer’s head. In practice, this ‘pilot’s gun’ was appropriated by the observers, especially when they discovered that by climbing onto the rim of their cockpit they could fire backwards over the top wing. To some extent this overcame the notorious vulnerability of rear-mounted engine ‘pusher’ aircraft types to ‘stern’ attacks from behind. The view from standing on the cockpit rim was excellent in most directions, although even this desperately dangerous position failed to cover a very large blind spot under the aircraft’s tail. The observer's perch was a precarious one, especially when firing the ‘rear/pilot’s gun’, and the observer was liable at any time to be suddenly thrown out of the aircraft. The arrangement was described by Frederick Libby, an American ace who served as an F.E.2b observer in 1916: ‘When you stood up to shoot, all of you from the knees up was exposed to the elements. There was no belt to hold you. Only your grip on the gun and the sides of the nacelle stood between you and eternity. Toward the front of the nacelle was a hollow steel rod with a swivel mount to which the gun was anchored. This gun covered a huge field of fire forward. Between the observer and the pilot a second gun was mounted, for firing over the F.E.2’s upper wing to protect the aircraft from rear attack ... Adjusting and shooting this gun required that you stand right up out of the nacelle with your feet on the nacelle coaming. You had nothing to worry about except being blown out of the aircraft by the blast of air or tossed out bodily if the pilot made a wrong move. There were no parachutes and no belts. No wonder they needed observers.’ Johnson fought his first combat on the last day of August 1916. It was a protracted dog-fight on account of several different enemy attacks, and one that resulted in Johnson expending all his ammunition. On 24 September 1916 he had his first taste of success, sharing in the destruction of an enemy aircraft (probably a Halberstadt D) over Epehy, but a few days later, on 30 September, his pilot was compelled to make a forced landing at Bray after their aircraft’s propeller was damaged during an encounter with several enemy aircraft over Ligny. Between September 1916 and February 1917 Johnson shot down four enemy aircraft. His victories were achieved in four different F.E.2bs, working with four different pilots. After his first success over Epehy in September, an Albatross D.1 fell to his gun in combat over Guedecourt on 16 October, when he engaged his quarry from a range of 15 to 20 yards. He followed up with another attack at 30 yards range on 20 October over Le Sars, this time observing his opposing gunner collapse into the enemy machine. Johnson claimed another Albatross D.1 over Bancourt on 22 November, after emptying a double drum at 70 yards range. Finally, in terms of his claims with 22 Squadron, he emptied a double drum into an Albatross D.II at 50 yards range over Haplincourt on 4 February 1917, the enemy aircraft being seen to crash at Bancourt. For his achievements up to February 1917 Johnson was awarded the D.C.M. rather than the M.M. This was a most unusual tribute for a Sergeant, given that, had Johnson been a Warrant Officer, he would have been eligible for the M.C. It probably reflected his outstanding keenness and devotion to duty, mentioned in both of his citations, in addition to his high level of conspicuous gallantry when heavily outnumbered during air battles. 20 and 62 Squadrons Royal Flying Corps - Bristol Fighter Pilot and Ace Johnson was then sent back to the UK to be trained as a pilot. He took his Aviator’s Certificate (No. 4531) on a Maurice Farman Biplane at the Military School, Ruislip in April 1917. At the end of the year he was posted back to France as a member of No. 20 Squadron, which operated the strong and agile Bristol F.2 Fighter. Its primary armament was a single fixed Vickers machine-gun mounted in front of the pilot, supplemented by a flexible, rear-mounted Lewis gun for the observer. 20 Squadron was probably the highest scoring and most decorated R.F.C. Squadron serving on the Western Front, with 613 combat victories. Johnson scored nine more victories between 11 October 1917 and 17 February 1918, with four different gunners in the rear of the two-seater Bristol Fighter. He often flew with ‘Ace gunner’ Captain J. H. Hedley. Johnson quickly added to his four earlier victories, sending an Albatross D.III out of control over Moorslede on 11 October. In December 1917 he rapidly increased his score to double figures, adding five Albatross D.Vs to his tally; two of them in the same patrol back over Moorslede on 22 December. After Johnson downed one with his front guns at 50 yards, Captain Hedley hit another at point-blank range and watched it fall in flames. 1918 got off to an equally impressive start, when Johnson locked-on to an Albatros D.III over Staden on 25 January and buckled the enemy aircraft’s wings with 100 rounds at only 10 yards range. A few weeks later, on 17 February, once more over Moorslede, Pilot and Observer each claimed a Pfalz D.III, one of them from a range of 15 yards. Johnson was then transferred to No. 62 Squadron, which also flew ...
Los 145
A Great War submariner’s D.S.M. group of three awarded to Leading Seaman H. C. Wright, H.M. Submarine D7, for the sinking of the U-45 in September 1917 Distinguished Service Medal, G.V.R. (191473 H. C. Wright, Lg. Sean. H.M.S. “D7” Atlantic Ocean 12th Sept. 1917); Queen's South Africa 1899-1902, 1 clasp, Natal (H. C. Wright, A.B., H.M.S. Doris) impressed naming; 1914-15 Star (191473 H. C. Wright, L.S. R.N.) light pitting, otherwise very fine (3) £1,200-£1,600 --- D.S.M. London Gazette 17 November 1917: ‘For services in action with enemy submarines.’ The recommendation states: ‘Sinking of German submarine U45 12 September 1917. Since joining the flotilla on 14 April Submarine D7 has done 99 days on patrol and 54 days in harbour, which I believe to be a record for any overseas patrol, and which has only been possible through the sustained and united hard work of the whole of the crew, and especially the engine room staff.’ ‘It was not until September 1917 that a patrol submarine north of Ireland achieved a sinking. U-45 (Sittenfield) had sailed with U-88 and U-54 on the 5th; a week later she was on the surface west of the Shetlands when D-7 sighted her and dived to attack. Twenty minutes later a stern torpedo, fired at 800 yards, struck the U-boat just before the conning tower. One of the two survivors picked up by the British submarine was the radio operator, who had been about to send a message to Wilhelmshaven. He did not have time to do so, and the German command had no idea as to where U-45 was sunk.’ The commanding officer of D7, Lieutenant O. E. Hallifax, was awarded the D.S.O. for this action, as well as one D.S.C. and two further D.S.M.s to other members of the crew. Herbert Charles Wright was born on 10 July 1881, and joined the Navy in July 1899. He joined the submarine branch in November 1912 and served aboard H.M. Submarine D7 from that date until February 1919. He served aboard E33 towards the end of that year and was Shore Pensioned in July 1921.
Los 146
A fine Second War ‘Malta Convoy’ D.S.M. group of six awarded to Chief Stoker C. E. Hughes, Royal Navy, for his gallantry during the Second Battle of Sirte on 22 March 1942 when H.M.S. Kingston was hit by a 15-inch shell whilst escorting convoy MW10 from Alexandria to Malta; arriving in Malta he was wounded when the stricken Kingston was hit during an air raid on the Grand Harbour on 4 April 1942 and later sank; he had previously been recommended for the D.S.M. for his services in the same ship, for which he was ultimately Mentioned in Despatches Distinguished Service Medal, G.VI.R. (K.58629 W. C. Hughes. Ch. Sto.); 1939-45 Star; Atlantic Star; Africa Star, 1 clasp, North Africa 1942-43; Italy Star; War Medal 1939-45, with M.I.D. oak leaf, nearly extremely fine (6) £1,400-£1,800 --- D.S.M. London Gazette 8 September 1942: ‘For gallantry, skill and seamanship in H.M. Ships... Kingston... in a brilliant action against strong enemy forces which were driven off and severely damaged. This action resulted in the safe passage to Malta of an important convoy.’ The original Recommendation states: ‘For fine leadership, initiative and devotion to duty as senior rating of damage control parties when the ship was hit by a 15” shell. Through his efforts and organising ability a fire which might have proved serious was extinguished before it had a chance to get out of control.’ In his report to the Admiralty, Commander Philip Sommerville, D.S.O, D.S.C., R.N., records: ‘I have the honour to report my proceedings during and after the action between the convoy escort and enemy surface forces during the passage of convoy MW10 from Alexandria to Malta. A Divisional torpedo attack was launched at an enemy battleship accompanied by three cruisers. These forces engaged the division with main and secondary armaments. At 18:46 on 22 March Kingston was hit by a 15-inch shell which passed through the whaler on the starboard side, through No. 2 Boiler Room intake and the S.R.E. Room, and exploded under the port Oerlikon platform. Shortly after managing a turn to fire our torpedoes the ship stopped. Before the enemy battleship passed out of view she was seen to be on fire forward and the explosion of one torpedo was observed. The widespread damage to Kingston was quickly got under control by prompt and resourceful action by all hands. The fire in the S.R.E. Room was extinguished remarkably quickly. Nearly all the torpedo tubes crew were killed or wounded and on the 4-inch gun deck no one escaped injury. Casualties were also sustained on the Oerlikon and searchlight platforms and at ‘X’ gun. One officer and fourteen ratings were killed and one officer and twenty ratings wounded. By 19:05 the Kingston was able to proceed on the starboard engine at 16 knots which later increased to 20 knots. I proceeded independently to Malta. I entered Malta Harbour at 08:38 on 23 March.’ M.ID. London Gazette 11 June 1942: ‘For services aboard H.M.S. Kingston’ (downgraded D.S.M. recommendation). Edward Charles Hughes was born in Hackney, London, on 21 January 1902 and entered the Royal Navy as a Stoker Second Class in H.M.S. Victory on 24 March 1920. Advanced Stoker Petty Officer on 290 December 1928, he was awarded his Long Service and Good Conduct Medal on 22 June 1935, and having been advanced Chief Stoker joined H.M.S. Kingston on 15 September 1939, serving in her during the first three years of the Second World War. Hughes was awarded the D.S.M. for his gallantry during a convoy to Malta on 22 March 1942, and having arrived safely in the Grand Harbour was wounded during an air raid on Malta on 4 April 1942; Commander Philip Somerville, the Captain of H.M.S. Kingston, was killed in this raid, along with one other officer and ten ratings. Kingston was hit again by a bomb on 8 April, and three days later, on 11 April 1942, she received another direct hit which broke her back and she sank. Hughes’s D.S.M. was announced in September 1942, in the same London Gazette that the operational awards for Operation Pedestal were announced, and he was subsequently congratulated by Lieutenant G. J. Kirkby, D.S.C., formerly of H.M.S. Kingston, on 29 October 1942: ‘Dear Hughes, I was delighted to read your name among those in the recent list of awards for our action in March. Please accept my heartiest congratulations. It is a shame we are not still all happily together to celebrate in the old style in the Wardroom. I could then thank you personally for the splendid work you did on that occasion, and for your continuous hard work and efficiency and unfailing loyalty to all of us throughout all that grand commission. Are you recovered from the injuries you received in April? It nearly broke my heart to lose the Captain and so many friends, and to think of the old ship being so remorsely attacked during that unhappy period. I have been out of Destroyers since that time, but hope to go back very soon. Again let me congratulate you and wish you good luck.’ Hughes was invalided out of the Royal Navy on 16 March 1943. Sold with the recipient’s original M.I.D. certificate, dated 11 June 1942, and original letter to Hughes from Lieutenant Kirkby, as quoted above; together with copied record of service and other research.
Los 147
A Second War D.S.M. awarded to Acting Chief Motor Mechanic C. Lonsdale, Royal Navy, for his gallantry during M.L. 238’s daring entry into the enemy held harbour at Krk, in the northern Dalmatians, on the night of 6 December 1944 Distinguished Service Medal, G.VI.R. (A/C.M.M. C. Lonsdale. P/MX.99499.) extremely fine £1,600-£2,000 --- D.S.M. London Gazette 21 August 1945: ‘For courage, initiative, and great devotion to duty in damage control after the M.L. 28 [sic - M.L. 238] had made a daring entry into the enemy-held harbour of Krk, on the night of 6 December 1945 [sic - 1944]’. M.L. 238’s Daring entry into Krk Harbour ‘A further spirited engagement was the outcome of a daring entry by M.L. 238, under the command of Lieutenant-Commander W. Gibson, R.N.R., into the harbour of the enemy-occupied island of Krk, in the northern Dalmatians south of Fiume. Three Motor Launches were involved: Gibson’s vessel; M.L. 468 (Lieutenant F. A. Scott, R.N.V.R.); and M.L. 460 (Lieutenant K. D. Dewar, R.N.V.R.). Gibson had been ordered to hunt out and to attack two enemy craft reported to be patrolling off Krk. They arrived on their ground soon after 9 p.m. on 6 December 1944. There was a full moon, with a south-easterly breeze and slight swell, with occasional heavy rain squalls blotting down the visibility to almost nothing. The patrol was carried out within 100 to 200 yards of the shore, Gibson purposely keeping close in, as the moonlight was very bright between squalls and he wanted to keep under the shadow of the land. However, they sighted no enemy craft, and at about 11.30 p.m. moved off towards Krk town with the intention of ‘having a look in the harbour, with the possibility of sinking something inside’. At ten minutes past midnight, Gibson detached Motor Launches 468 and 460 half a mile from the harbour entrance with orders to cover him with their gunfire ‘if things got too warm and I am unable to get out’. He took his own ship into the little port, which has an entrance about 200 yards wide and is partly protected by a breakwater, the end of which he passed within 50 yards. About 300 yards away he soon saw what he took to be five craft tucked into a corner of the harbour deep under the shadow of the land. They looked like schooners and lighters; but, wishing to make certain, he switched on his small searchlight. The moment he did so he was fired upon by a battery of six 20-mm guns. As he wrote: ‘I opened fire with Bofors at the surface craft ahead... They [the 20-mm. guns] were replied to by our midship and after Oerlikons. Numerous light machine guns were observed firing from both the mole to port and a low quay to starboard... These were silenced in about one minute by very effective fire from both port and starboard twin Vickers. Hits were observed in the direction of the surface craft, and a dull red glow was seen, followed by a small explosion.’ Then the Bofors shifted its fire to the shore battery on the starboard bow. The noise of the gunfire was terrific. ‘We were receiving some hits from these guns, and the white tracer from their guns, and the red tracer, together with shell-bursts of Oerlikon and Bofors, were illuminating the town and ship at so close a range - roughly 100 yards. At about 20 minutes past midnight Gibson put his engine to slow astern, with the idea of backing out of harbour. But the stern of his ship fell off to starboard, which left her across the harbour entrance. It was then found that both engines were out of action, petrol pipes having been cut by a 20-mm shell bursting in the engine-room. However, except for one gun, all the shore batteries had ceased firing, and a few rounds from the Bofors silenced this one. ‘I ordered cease fire, although still in the harbour entrance, about 50 yards from the south mole. My intention was to make another investigation and see if the boat could be got clear without calling in the others to assist.’ They succeeded in this. The fuel tanks were changed over, and although the engines had an airlock in the fuel system, the boat was got under way by constant hand pumping and joined her consorts outside. M.L. 238 was hit at least eleven times by 20-mm shell, and many more times by splinters and bullets. As may be imagined, she was fairly badly knocked about, but by some miracle had no casualties at all. In his report of the engagement, Gibson mentioned Acting Chief Motor Mechanic Cecil Lonsdale and Stoker John Nugent, whose action in the engine-room undoubtedly saved the ship from destruction. This was endorsed by a senior officer, who added that the shooting of M.L. 238’s guns seemed to have been very accurate against the shore positions, ‘which is very much to the credit of the discipline and morale of the crew under close and heavy fire’. Sold with original Naval Gratuity Certificate, awarding the recipient a gratuity of £20 in respect of his D.S.M.; and somewhat damaged Admiralty enclosure announcing the award of the D.S.M.
Los 260
Pair: Second Lieutenant H. S. Matthews, Royal Air Force British War and Victory Medals (2. Lieut. H. S. Matthews. R.A.F.) both in named card boxes of issue, extremely fine (2) £100-£140 --- Harold Stanley Matthews was born on 24 July 1898 and joined the Royal Naval Air Service on 4 November 1917, transferring to the Royal Air Force on 1 April 1918. Serving with 217 Squadron, he was injured when his DH4 ran into a lorry on landing on 12 June 1918, and on 29 July 1918 his aircraft suffered engine failure on take off, and crashed into two aircraft. He transferred to the Unemployed List on 15 June 1919. Sold with copied research.
Los 263
Pair: Engine Room Artificer 4th Class F. Kickbush, Royal Naval Canadian Volunteer Reserve British War and Victory Medals (F. Kickbush. E.R.A. 4. 6397. R.N.C.V.R.) with three Masonic Medals, two of which for the Chilliwack Chapter, Canada, generally very fine or better (lot) £80-£100 --- Frank Kickbush was born in Chilliwack, British Columbia, Canada in June 1899.
Los 486
Royal National Lifeboat Institution, Sir William Hillary, silver (Colin H. Bryant, Voted 18th. January 1940.) with uniface ‘double dolphin’ suspension, on original investiture pin, in case of issue, extremely fine £800-£1,000 --- Colin H. Bryant was born in Farnham, Surrey, on 1 September 1890 and joined the Royal Navy as a Boy Second Class on 20 March 1907. He served as Coxswain of the Dover Motor Lifeboat from 1930 to 1940, and was awarded the Royal National Lifeboat Institution’s Silver Medal ‘in recognition of his courage and seamanship when the lifeboat under his command rescued the crew of sixteen of H.M. Trawler Blackburn Rovers, which was in distress off Dover in a whole W.S.W. gale with a very heavy sea on 26 November 1939.’ ‘While H.M. Trawler Blackburn Rovers, with 16 men on board, was on an anti-submarine patrol near Dover, in rough seas and a south westerly gale, a wire fouled her propeller. The crew let go the anchor, but this failed to hold and the boat began drifting towards a mine field. The Dover lifeboat men were summoned and the 64 ft. ‘Special' lifeboat Sir William Hillary left harbour at 10 a.m., taking with her Lieutenant Richard Walker, R.N.R., the Assistant King’s Harbour Master, who had a chart showing the minefields in the area. In the heavy seas, it took nearly one and a quarter hours for the lifeboat to reach the disabled trawler, by which time she was right on the edge of a deep minefield. Although the boat herself could drift through this area without touching a mine, there was a grave danger that her anchor cable would come into contact with a mine. There was then the added problem that even if she passed through this particular minefield safely, the trawler would then enter a shallow minefield. Coxswain Bryant took the lifeboat alongside, and Lieutenant Walker instructed the trawler’s crew to collect all the ship’s papers together and as much of her secret gear as they could and to pass them all over to the lifeboat and, before they abandoned ship, they were to scuttle the vessel. The trawler was rolling violently in the heavy seas, which by that time were breaking clean over her, and she offered no lee at all for the lifeboat. Coxswain Bryant had to use all his skill to hold the lifeboat in position while the papers and gear were transferred, and his two Mechanics had great difficulty in remaining at the engine controls, so violent was the motion of the lifeboat. By that time, they were all well aware that they were right in the middle of the minefield, but still the work went on of transferring the gear. At any moment, the trawler’s anchor cable could have fouled a mine blowing them up. It took over an hour to get all the gear on board the lifeboat before the crew of 16 were rescued. Coxswain Bryant turned the lifeboat round and set course for home. They then had to face the full fury of the storm and speed had to be reduced to 6 knots. Coxswain Bryant had only recently recovered from a very serious illness, consequently he handed over the wheel to the Second Coxswain during the journey back. Huge seas repeatedly crashed over the lifeboat and it took them 3 hours to reach Dover Harbour, arriving there at 3.30 p.m.’ (Lifeboat Gallantry, by Barry Cox refers). For this action Bryant was awarded the R.N.L.I. Silver Medal; and Lieutenant Richard Walker, R.N.R.; Second Coxswain Sidney Hills; Mechanic Wilfred Cook; and Second Mechanic Christian Stock, were all awarded the R.N.L.I. Bronze Medal. Bryant died on 13 March 1941. Sold with the recipient’s R.N.L.I. Silver Medal Certificate, dated 18 January 1940; and R.N.L.I. Certificate of Service, dated 17 April 1941, these both mounted in glazed display frames; and copied research.
Los 542
A Second War Belgian group of five attributed to Mr. J. P. Vanderauwera, who served as an Intelligence Agent with the Belgian Resistance, and died in Esterwegen Concentration Camp on 23 April 1944 Belgium, Kingdom, Order of Leopold II, Chevalier’s breast badge, silver and enamel, with silver palm on riband; Croix de Guerre, L.III.R., bronze, with bronze palm on riband; Political Prisoner’s Cross, silver and enamel, with riband bar with 4 Stars and black ‘next of kin’ riband bar; Resistance Medal 1940-45, with bronze lightening bolt device on riband; War Medal 1940-45, bronze, good very fine and better (5) £100-£140 --- Jean P. Vanderauwera was born in Liege, on 3 May 1893 and served as an Intelligence Agent in the Belgian Resistance with the rank of Adjutant from 1 August 1942, as a member of the Boule and Luc-Marc intelligence networks. An engine driver for the Belgian railway company on her international trains, his job allowed him to gather information and to act as courier bringing back information gathered by the labourers in Germany. He headed a section of the Boule resistance-network and took part in sabotage actions and theft of arms and ammunitions; Boule was the only Belgian network that could operate within Germany, and among other things it provided information on the Peenemünde rocket base, the V1 and V2 rockets, and about the nature and importance of the Möhne and Eder dams. Vanderauwera was arrested on 23 February 1943 and was held as a political prisoner for the next year. He died in Esterwegen Concentration Camp on 23 April 1944. Sold with the recipient’s original ‘Carte des états de services de guerre du combattant 1940-45’ (1940-45 War Services Card) which contains a portrait photograph of the recipient.
Los 1165
A late 19th century gold plated hunter pocket watch, New York Standard Watch Co. USA, white enamel dial with Roman numerals, subsidiary seconds dial with Arabic numerals, the case numbered 16704, engine turned with star motifs, 6.5cm over suspension loop; a 19th century woven hair pocket watch chain, mounted in 9ct plated rose gold, 38cm overall (2)
Los 583
A late Victorian clear glass lobed scent bottle, conforming globular stopper, silver collar, 14cm, Birmingham 1897; an Edwardian globular hobnail cut scent bottle, silver domed cover, 13.5cm, Birmingham 1902; an Edwardian hair tidy, engine turned silver cover, 8.5cm, Birmingham 1919; other similar scent bottles, dressing table jars, a miniature tyg; two EPNS mounted dressing table pots (12)
Los 381
A George V silver rectangular engine turned photograph frame, Birmingham 1924, height 23.5cm, and a small group of other silver, including another photograph frame, a wine coaster and an inkstand, weighable items 176.4g.Buyer’s Premium 29.4% (including VAT @ 20%) of the hammer price. Lots purchased online via the-saleroom.com will attract an additional premium of 6% (including VAT @ 20%) of the hammer price.
Los 342
A George VI silver rectangular engine-turned cigarette case, the hinged lid later decorated with an aerial view of a Spitfire flying over fields, Birmingham 1940 by Frederick Field, weight 157.2g, length 10.2cm.Buyer’s Premium 29.4% (including VAT @ 20%) of the hammer price. Lots purchased online via the-saleroom.com will attract an additional premium of 6% (including VAT @ 20%) of the hammer price.
Los 508
A 9ct gold bar brooch with engine turned decoration, London 1919, width 5.1cm, a pair of 9ct gold cufflinks, Birmingham 1934, total weight 6.5g, two pairs of silver cufflinks, total weight 26.2g, and another pair of cufflinks.Buyer’s Premium 29.4% (including VAT @ 20%) of the hammer price. Lots purchased online via the-saleroom.com will attract an additional premium of 6% (including VAT @ 20%) of the hammer price.
Los 306
A George IV silver rectangular snuff box with overall engine turned decoration, the hinged lid with scroll thumbpiece, Birmingham 1827 by Ledsam & Vale, weight 68g, length 7cm.Buyer’s Premium 29.4% (including VAT @ 20%) of the hammer price. Lots purchased online via the-saleroom.com will attract an additional premium of 6% (including VAT @ 20%) of the hammer price.
Los 419
Hornby Guage O Engine & Rolling Stock Comprising of an unboxed Hornby clockwork engine, a boxed No.1 Crane Truck, a boxed flat truck with container, a boxed Passenger Break Van, along with 4 unboxed and 4 empty boxes for No.1 Milk Traffic Van, Flat Truck with Container, No1 Cattle Truck, No.1 Crane Truck, and a box of miniature passengers, along with some spare parts and damaged items (a lot)
Los 17
AN EARLY 20TH CENTURY YELLOW METAL KEY WOUND OPEN FACE POCKET WATCH, the white enamel dial with black Roman numerals, engine turned case back, inner case stamped 9k, makers mark J & SL and numbered 4693, inner case with personal engraving reading 'William Starkey 1 Norfolk St, Oldham', movement unsigned, approximate case diameter 51mms, approximate gross weight 102.0 grams (Condition Report: overall condition very good, engine turned detail work worn, in keeping with age, base metal inner dust cap loose, movement currently functioning at time of cataloguing, movement untested for time keeping)
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186049 Los(e)/Seite