A Naval General Service Medal 1909-62, with clasp PALESTINE 1945-48, awarded to OD/SKX 832096 O.(Oliver) A.(Alfred)M.(Maynard) BRIDGES S.M. R.N., together with medal award slip, printed research material, Birth and Death Certificates and copy of Armed Forces Memorial Roll of Honour.Footnote:- Oliver Alfred Maynard Bridges was killed on 19.4.1951 when H.M.S. Affray, the submarine on which he was serving as Stoker Mechanic, was involved in the worst submarine accident since the Second World War.H.M.S. Affray left Portsmouth and submerged 30 miles south of the Isle of Wight whilst on a practise war patrol between Portsmouth and Falmouth. After an investigation, the Royal Navy concluded that the submarine sank because the snort mask - the tube through which the diesel engine "breathed" while steaming at periscope depth - snapped because of metal fatigue. Another theory was that a battery had exploded. The submarine was never recovered because of the depth of water it had sunk in and the distance from the coast made a full salvage operation impossible
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Family group: A poignant Second War Battle of Britain Spitfire pilot’s campaign group of three awarded to Flight Sergeant L. R. Carter, Royal Air Force Volunteer Reserve, who survived a mid-air collision during a dog-fight serving with 66 Squadron, 11 October 1940 - only to be shot down and killed, aged 21, whilst carrying out a fighter sweep over northern France with 74 Squadron, 6 July 1941 1939-45 Star, 1 copy clasp, Battle of Britain; Air Crew Europe Star; War Medal 1939-45, with Caterpillar Club badge, in gold with ‘ruby’ eyes, reverse engraved ‘Sgt/Pilot L. R. Carter’, with named Air Council enclosure and portrait photograph of recipient - both mounted on thick card for framed display purposes, enclosure cut for purpose, good very fine Three: Sergeant A. W. Carter, Bedfordshire Regiment 1914-15 Star (12886 L. Cpl A. W. Carter. Bedf: R.); British War and Victory Medals, with M.I.D. oak leaves (12886 Sjt. A. W. Carter. Bedf. R.); Defence Medal, mounted with Cap Badge on card for framed display purposes, very fine (lot) £2,000-£3,000 --- Leslie Raymond Carter was born in Shenley, Hertfordshire, and was the son of Albert William Carter. He was educated at St. Alban’s School, Shenley, and after school was briefly an engineering apprentice at Rolls Royce in Derby. Carter joined the Royal Air Force Volunteer Reserve, aged 18, in 1939. He was mobilised with the outbreak of the Second War, and carried out pilot training. Carter was posted as a Sergeant Pilot for operational flying with 66 Squadron (Spitfires) at Coltishall, 28 August 1940. Carter was posted to 610 Squadron in September 1940, and to 41 Squadron at Hornchurch, 1 October 1940. Ten days later he was involved in a fatal mid-air collision: ‘11 Aircraft ordered to patrol base at 30,000 feet. About 50 Me. 109’s were sighted at 30,000 feet and the squadron climbed to attack. During the combat F/O O’Neill and Sgt. Carter collided. F/O O’Neill crashed near West Kingsdown and was killed. Sgt. Carter baled out and landed uninjured. P/O Lecky did not return from the engagement and was later found dead near West Kingsdown. P/O Lock [later an ‘Ace’ and D.S.O., D.F.C. and Bar] shot down 1 Me. 109 in flames.’ Carter described the incident in a letter to his mother, written shortly after the incident (this letter was printed in the book Despatches From The Heart - An Anthology of Letters From The Front, by A. Tapert, and later reprinted in The Sunday Express, 4 November 1984): ‘Sergts. Mess R.A.F., 41 Squadron, Hornchurch. Dear Mother, Herewith a line to let you know that I reached my base alright yesterday, & also an adventure to thrill the youth of the next generation & this one too I should imagine. After lunch we went off on a “flap” & were patrolling London to Maidstone when we get the “tally-ho” & there is the old 109 stooge trap all laid open to the boys of 41 Sqdn, being clear we could see gangs right, left, up & down so off we go into line astern & climb into the sun so that the swine can’t get can’t get such a big dive on us. Next minute something hit me amidships & most everything goes quiet after a few seconds of bumps, swings & jars & there I am sitting in the cock-pit of my Spitty with no engine & the tail & about a yard of fuselage hanging on by the tail control wires, & altimeter reading 28,000 ft. I sat still as I knew I wouldn’t catch fire & I saw the other Spit tearing towards the deck, smoking slightly. Next moment however there is a bang & the tail comes over & bangs the cockpit by my ear, & swings back & takes another crack. So I lowered the seat & sat with all my straps undone, & wireless disconnected breathing in the oxygen which luckily is still coming through, & watching the tail having a crack at me. At 17,000 I decide to get out & grabbing the tail on one of its frequent swings, held on until I am standing on the edge of the cockpit & then let go & jumped backwards. At this time the wreck is going slowly round & the starboard main planes plonks itself under my back, & there I lay for about ten seconds wondering what I had landed on & looking around I decide to get clear by going to the wing and stepping off by the trailing edge. I could now hear the battle above & so decided to do a delayed drop. I couldn’t get my head up for a start until I decided to do what I had heard previously, double up my legs, & it worked. I started rolling. I whizzed down to lower cloud level at 4,000 feet & looked for the ripcord & pulled it, according to regulations. For less time than it takes to write a couple of letters I thought I was being strangled, there being no jolt, & then was leisurely floating down to South Kingsdown, ten miles from Maidstone, into the arms of about ten L.D.V’s & forty women & kids demanding to know if I was British. I only had one minutes anxiety & that was when my wreckage came past, after I had pulled the ripcord, about fifty feet away. I have not a single cut or bruise thank the Lord & the parachute packer, whom I have just been round to thank in the normal way. Cheerio. Love to All at Home. Keep smiling. Les. P.S. I must get the adjutant to send off for my caterpillar, as it was an Irving air chute.’ Having survived that encounter, Carter was back on flying duties 17 October 1940. Five days latter, he suffered severe frostbite to his fingers - the canopy of his Spitfire being frozen partly open whilst flying a patrol at 35,000 feet. Carter was unable to fly for several months, and was placed on light duties. He was posted to 58 O.T.U. early the following year, prior to returning to operational flying with 74 Squadron (Spitfires) operating from Manston. Carter took off for a sweep over northern France, 6 July 1941. He was presumed shot down and killed over Wormhoudt, near Lille. Aged 21, Flight Sergeant Carter is commemorated on the Runnymede Memorial. Albert William Carter was the father of the above, and served during the Great War with the Bedfordshire Regiment in the French theatre of war from 30 July 1915. For his services during the Great War he was Mentioned in Despatches (London Gazette 18 December 1917). Sold with copied research.
Royal Humane Society, large bronze medal (successful) (James Freeman Vit. Ob. Serv. D.D. Soc. Reg. Hvm. 27 June 1861.) fitted with ring suspension, good very fine £140-£180 --- R.H.S. Case No. 16,712. ‘James Freeman, Engine Fitter. On 27th June 1861, at a reservoir at New Holland, Hull, Charles Hill and Joseph Taylor both sank while bathing in the reservoir. Freeman went in on a piece of timber and rescued them.’
Memorial Plaque (3) (William Charles Chatfield; William Frederick Meekham; Archibald Carlyle Edwards) last in card envelope, some verdigris to reverse of first, otherwise generally very fine and better (3) £120-£160 --- William Charles Chatfield, a native of Uckfield, Sussex, attested for the Royal Sussex Regiment and served with the 13th (3rd South Downs) Battalion during the Great War on the Western Front. He died of wounds on 8 September 1916 and is buried in the Couin British Cemetery, France. William Frederick Meekham was born in Hove, Sussex, and originally attested for the Army Ordnance Corps, before transferring to the Nottinghamshire and Derbyshire Regiment. He served with the 15th Battalion during the Great War on the Western Front, and died of wounds on 4 April 1918. He is buried in Roisel Communal Cemetery Extension, France. Archibald Carlyle Edwards, a native of Brighton, Sussex, attested for the Royal Army Medical Corps, and served with them during the Great War. He is listed as having ‘Died at sea’ on 4 May 1917, and is commemorated on the Savona Memorial. It is probable that he was on board the troopship SS Transylvania, sailing from Marseille to Alexandria, when, on 4 May 1917, she was struck in the port engine room by a torpedo fired by the German submarine U-63 and sank almost immediately with the loss of 412 lives.
A well-documented Second War ‘1945’ Lancaster Rear Gunner’s D.F.C. group of five awarded to Flying Officer K. G. W. Mantock, Royal Air Force Volunteer Reserve, who flew in at least 46 operational sorties with 467 (R.A.A.F.) and 57 Squadrons, including the Peenemünde Raid 17/18 August 1943 - with his final sortie being the Dresden Raid, 13/14 February 1945 Distinguished Flying Cross, G.VI.R., reverse officially dated ‘1945’, in Royal Mint case of issue; 1939-45 Star; Air Crew Europe Star, 1 clasp, France and Germany; Defence and War Medals 1939-45, with M.I.D. oak leaf, campaign medals mounted for wear, generally good very fine (5) £2,000-£2,400 --- D.F.C. London Gazette 20 July 1945. The original Recommendation states: ‘Pilot Officer Mantock has completed two operational tours in Bomber Command, the first of 26 sorties with No. 467 Squadron, the second of 20 with No. 57 Squadron. During his first tour he took part in five attacks on targets in Italy: Milan, Genoa, Turin and Spezia (twice). Targets in Germany included Peenemünde, Essen, Cologne, Stettin and Berlin. On a raid on Berlin on the 3rd September, 1943, the aircraft in which he was the rear gunner, was attacked by enemy fighters after having been damaged by anti-aircraft fire. One engine had to be feathered, while a second did not function to full power. During the whole time of the attack by enemy aircraft he kept his Captain informed of their manoeuvres thus enabling successful evasive action to be taken. His courage and coolness on this occasion contributed considerably to the safe return of the crew and aircraft to Base. Throughout his second tour, included in which were attacks on many heavily defended targets such as Stuttgart, Karlsruhe, Siegen and Dresden, he has carried out his duties with courage and enthusiasm and has been one of the most reliable gunners in his Squadron. He is recommended for the award of the Distinguished Flying Cross.’ M.I.D. London Gazette 8 June 1944. Kenneth Gordon William Mantock served with the Royal Air Force Volunteer Reserve during the Second War. His initial postings included to No. 1 A.A.S., Manby and 1661 C.U, before being posted as a Air Gunner for operational service with 467 (R.A.A.F.) Squadron (Lancasters) at Bottesford in March 1943. Mantock was crewed with Flight Sergeant Tillotson as his pilot, and he flew in at least 26 operational sorties with the Squadron, including: Bayonne; Frankfurt; Spezia (2); Pilsen; Stettin; Dortmund (2); Dusseldorf (2); Essen; Wuppertal; Cologne (3); Gelsenkirchen; Turin; Genoa; Mannheim; Milan; Peenemünde Raid, 17/18 August 1943; Berlin, 13 September 1943, ‘Nicely Shot Up Came Back On 2 1/2 Engines’ (Log Book refers); Munich; Hanover; Bochum and Hagen. Having completed his first operational tour, Mantock was posted to No. 5 L.F.S. in January 1944. He returned to operational flying when posted as a Rear Gunner for service with 57 Squadron (Lancasters) at East Kirby in September 1944. Mantock advanced to Flight Sergeant October 1944. He was crewed with Flying Officer Watt as his pilot, and Mantock flew in at least 19 operational sorties with the Squadron, including: Darmstadt; Stuttgart; Boulogne; Bremenhaven; Munchen Gladbach; Munster; Karlsruhe; Heligoland; Wilhelmshaven; Bergen; Oslo; Houffalize; Royan; Danzig Bay; Siegen; Karlsruhe; Kiel Bay and the Dresden Raid 13/14 February 1945. Mantock advanced to Flying Officer April in 1945, and subsequent postings included 1660 H.C.U., R.A.F. Habbaniya and R.A.F. Woodford. Sold with the following related items and documents: M.I.D. Certificate, dated 8 June 1944, in OHMS envelope addressed to recipient at ‘74 Poole Road, Westbourne, Bournemouth, Hamps’; Royal Air Force Observer’s and Air Gunner’s Flying Log Book (5 December 1942 - 1 August 1946); named Buckingham Palace enclosure for D.F.C.; Air Gunner’s Brevet; 57 Squadron Battle Order for 13 February 1945; Telegram from recipient to wife, informing her that he has finished his first tour and is coming home on leave; an example of a Propaganda Leaflet dropped by the R.A.F. on Hamburg; and a number of photographs including recipient with his crew, and of his aircraft ‘Thermo Excreta’.
An outstanding Second War ‘1942’ Wellington and Lancaster navigator’s D.F.M. awarded to Flying Officer J. W. Oldham, Royal Air Force, who flew in at least 43 operational sorties, with 142 and 97 (Strait Settlements) Squadrons, including the first Thousand Bomber Raids to Cologne and Essen. Oldham was involved in a remarkable act of valour, whilst on a raid to Bizerta, Tunisia, when his Wellington was forced to cruise over the target for 20 minutes whilst he and two others had to use an axe to release a 4,000lb. bomb which had become fixed by icing - ‘Oldham then got an axe and made a hole in the bottom of the fuselage, big enough for him to put his head and shoulders through. With Johnson holding his legs, Oldham then hung through the fuselage and chipped away at the ice until he was tired, when Johnson took his place. Flight Sergt C. E. Dlaney, of Quebec City, the rear gunner, also had a turn, and eventually the ice was cleared. Fairly heavy flak was coming up all the time the airmen were chipping away. Once the bomb was free of the ice, Johnson went back to his bomb sight and, at the right moment, shouted to the other two to let it go. Both airmen then gave a lusty push with their feet, and another 4,000 pounder crashed into an Axis target.’ Oldham was killed in action whilst on a raid on targets in the Normandy Battle Zone, 30 July 1944 Distinguished Flying Medal, G.VI.R. (1053632. F/Sgt. J. W. Oldham. R.A.F.) mounted on investiture pin, in Royal Mint case of issue, toned, extremely fine £2,000-£2,400 --- D.F.M. London Gazette 12 January 1943. The original Recommendation states: ‘F/Sgt. Oldham has successfully completed twenty operational sorties over enemy territory. By his keenness, courage and determination this N.C.O. has set a fine example to the rest of the crew and is largely responsible for the high number of successful trips they have completed in the face of the heaviest enemy defences. On the ground his keenness and devotion to his job have been a splendid example to the other Navigators in the Squadron and has done much to raise the standard throughout the Squadron. One night near the end of August the machine of which he was Navigator was very roughly handled by the enemy defences over the Ruhr and was forced well to the south of the intended track. By his high degree of skill this Observer was successful in navigating his damaged machine safely back to an aerodrome in this country. His coolness and cheerful confidence on this occasion were a fine example to the rest of his crew. Remarks by Station Commander: F/Sgt. Oldham is an extremely steady and competent observer who can always be relied upon to produce the best results. Under his quiet manner he possesses great courage and determination. He is a great asset to a very good squadron.’ James Wolstenholme Oldham was born in December 1921, and was a native of Bebington, Cheshire. He served operationally as a navigator with 142 Squadron (Wellingtons), Grimsby, from May 1942, and flew a tour with them including: St. Nazaire; the Thousand Bomber Raid to Cologne, 30/31 May 1942; Essen (4), including The Thousand Bomber Raid, 1/2 June 1942; Duisberg (2); Hamburg; Dusseldorf; Flensburg; Frankfurt; Kassel; Saarbrucken and Krefeld. Oldham moved with a detachment of the Squadron to North Africa in December 1942, and operated with them from Blida in Algeria. He flew a number of sorties, including an extraordinary attack on Bizerta: ‘This is the story of the crew of a Wellington bomber which used an axe to release a 4,000lb. bomb which became fixed by icing when the bomber was raiding Bizerta, and the machine, flying at 11,000ft, met with severe icing conditions, causing the release mechanism to fail. The Wellington cruised over the target for about 20 minutes whilst the front and rear gunners hacked away the ice which had formed on the couplings. All three members had to lean perilously while they hacked away, and when finally they succeeded in getting most of the ice away they pushed it into space with their feet and watched it burst with a terrific flash smack in the target area. “I had just got the target beautifully into my bomb sight,” said Sergt. A. S. Johnson, of Seaham, Durham, the front gunner and bomb aimer, “when I found the release gear had packed up. I tried three times to get the bomb away, but it wouldn’t drop. When I went to the bomb bay I found that the couplings underneath the bomb had iced up.” Johnson and the Navigator Flight Sergt. J. W. Oldham, of Bebington, Cheshire, tried to unscrew the couplings, but the ice was too thick. Oldham then got an axe and made a hole in the bottom of the fuselage, big enough for him to put his head and shoulders through. With Johnson holding his legs, Oldham then hung through the fuselage and chipped away at the ice until he was tired, when Johnson took his place. Flight Sergeant C. E. Dlaney, of Quebec City, the rear gunner, also had a turn, and eventually the ice was cleared. Fairly heavy flak was coming up all the time the airmen were chipping away. Once the bomb was free of the ice, Johnson went back to his bomb sight and, at the right moment, shouted to the other two to let it go. Both airmen then gave a lusty push with their feet, and another 4,000 pounder crashed into an Axis target.’ (Newspaper cutting included with the lot refers) Remarkably Oldham’s gallantry was not recognised in this instance, and he subsequently transferred to 97 (Straits Settlements) Squadron (Lancasters) at Coningsby in June 1944. His commanding officer, Wing Commander A. W. Heward, wrote the following to Oldham’s widow, 30 July 1944: ‘I deeply regret to confirm that your husband, Flying Officer J. W. Oldham, failed to return from operations this morning, 30th July, 1944, and I wish to express the sympathy of the whole Squadron with you in your anxiety. Flying Officer Oldham was taking part in an attack on a target near Cahagnes, France, as navigator in the aircraft, of which no news has since been received.... Your husband came to this Squadron early in June with a record of thirty-five operational sorties to his credit, and was completing his eighth with us, the majority of the latter being against objectives on the Normandy front. He was most enthusiastic in his duties and proved himself to a be most efficient and reliable navigator whose loss will be deeply felt by us all....’ Oldham was later confirmed as killed in action, 30 July 1944, after his Lancaster piloted by Flight Lieutenant H. A. B. Baker ‘T/O 0545 Coningsby to attack enemy strong points in the Normandy battle zone. Set on fire in the port inner engine, the blaze soon spreading to engulf the entire wing. The order to bale out was given and at around 0800 the Lancaster crashed SE of St-Lô in the Department of Manche.’ (Royal Air Force Bomber Command Losses of the Second World War by W. R. Chorely refers) Three members of the crew survived, and were taken prisoner of war. Flying Officer Oldham is commemorated on the Runnymede Memorial. Sold with the following related items and documents: Observer’s Brevet; recipient’s Briarwood Pipe; riband bar for first two awards; R.A.F. Identity Card; R.A.F. Navigator’s Certificate Second Class, dated 17 September 1942; Air Ministry correspondence with recipient’s widow with regard to his death, and a letter to her from his commanding officer Wing Commander A. W. Heward, dated 30 July 1944; a number of photographs of recipient in uniform - including one smoking his pipe; and a number of newspaper cuttings.
A fine Second World War Pathfinder’s D.F.M. group of eight awarded to Master Engineer A. J. White, Royal Air Force, who completed over 50 operational sorties in Halifaxes and Lancasters of No. 35 and No. 635 Squadrons, often as a member of the Master Bomber’s crew, before notching up many hours in the Berlin Airlift and seeing further active service in Cyprus and Borneo Distinguished Flying Medal, G.VI.R. (1403524 F./Sgt. A. J. White, R.A.F.); 1939-45 Star; Air Crew Europe Star, clasp, France and Germany; Defence and War Medals 1939-45; General Service 1918-62, 1 clasp, Cyprus (M. Eng. A. J. White (1403524) R.A.F.); General Service 1962, 1 clasp, Borneo (M. Eng. A. J. White (1403524) R.A.F.); Royal Air Force L.S. & G.C., E.II.R. (M. Eng. A. J. White (1403524) R.A.F.), together with metalled Path Finder Force Badges (2), and Warrant Officer’s Crown rank insignia, one or two edge bruises, otherwise generally very fine or better (11) £4,000-£5,000 --- D.F.M. London Gazette 27 March 1945. The original Recommendation states: ‘This N.C.O. has participated in many attacks against heavily defended enemy objectives, including Berlin. His cheerfulness, courage and confidence, coupled with his sound knowledge of his own particular role, have been most inspiring.’ Alan John White commenced his training as a Flight Engineer in summer of 1943 and, having converted to Halifaxes, joined No. 35 (Path Finder Force) Squadron at Graveley, Huntingdonshire, at the year’s end. Having then participated in strikes against Berlin and Schweinfurt, he joined the crew of Squadron Leader E. K. Creswell, D.F.C., in March 1944, when the unit was re-equipped with Lancasters and, over the coming six months acted as the latter’s Flight Engineer in a flurry of operations, often as Deputy or Master Bomber - Creswell would add a D.S.O. and Bar to his accolades in the same period. Completing their first sortie together on 18 March, when they were compelled to return early from Frankfurt owing to a fire in the port outer engine, they acted as Primary Visual Marker in a return trip to the same city a few nights later, and in a similar capacity in strikes against Berlin and Nuremberg before the month’s end, the latter trip resulting in an emergency landing at Ford owing to ‘petrol shortage and enemy action’. In the last week of April, Creswell’s crew flew no less than five sorties, one of them as Primary Visual Marker to Karlsruhe, another as Deputy Master Bomber to Laon, and the others as Master Bomber to Villenouve, Friedrichshaven and Acheres - thereafter, with one exception, it was always as Master Bomber until White’s transfer to No. 635 Squadron in August. Thus four such sorties against French targets in May, including Boulogne, and three more in June, including Rennes. Indeed targets in support of the Normandy landings were very much on the agenda throughout this period, including two daylight strikes in the Caen battle area on 7 July and a night operation against Tours on the 12th, from which White’s Lancaster returned on three engines; for further details see Creswell’s manuscript in the archive collection of the Imperial War Museum (Catalogue No. 8286), in which he describes his time in No. 35 Squadron in the period March-July 1944. This latter operation having marked the end of Creswell’s tour of operations, White flew two more sorties to France with different pilots before being posted to newly formed No. 635 Squadron, another Lancaster and Path Finder Force unit, at Downham Market, Norfolk. Here, having flown sorties against Le Havre, Gelsenkirchen and Kiel, he joined the crew of Wing Commander H. J. F. Le Good, A.F.C., in mid-September - another distinguished Path Finder Force C.O. who would add the D.S.O. and D.F.C. to his accolades before the War’s end. Opening their account with a strike against Calais as ‘Supporter’ on 20 September, White and his crew went on to share in the trial and tribulations of at least 25 sorties before the year’s end, several of them of a daytime nature and latterly in the role of ‘Visual Backer Up’, including strikes against Cologne and Duisburg on three occasions, and Gelsenkirchen and Sterkrade on two occasions. White was recommended for his D.F.M. on 20 December 1944, by which date he had flown 49 sorties, but he added further operations against Cologne, St. Vith, Troisdorf, Hanau and Gelsenkirchen to his tally before being grounded and ‘rested’ in January 1945. Post-war, White attended a conversion unit at Dishforth in September 1948, prior to attending a Long Range Course and being posted to No. 59 Squadron in January 1949, and between then and September he completed numerous trips as Flight Engineer in the unit’s Yorks during the Berlin Airlift. And he witnessed further active service in Shackletons of No. 37 Squadron in Cyprus in the mid-1950s and in Argosy aircraft of No. 215 Squadron in Borneo in the early 1960s, prior to his retirement in May 1966. Sold with a complete run of the recipient’s original R.A.F. Flying Log Books, comprising Navigator’s, Air Bomber’s and Air Gunner’s, Form 1767 types (3), with entries covering the periods October 1943 to July 1950, August 1950 to March 1957, and April 1957 to September 1962, together with Aircrew Flying Log Books, Form 1767 Types, covering the periods September 1962 to September 1965 and October 1965 to May 1966, a letter confirming his qualification for the Path Finder Force Badge, dated 6 July 1944 and one or two career photographs.
A French perpetual calendar four-glass table clock, circa 1890The gilt brass case with bevelled glasses, upper blue enamel and segmented white Roman chapter ring with gilt hands, gilt recessed engine-turned centre with visible Brocot escapement with jewelled pallets, perpetual calendar dial below with outer month ring, inner subsidiary rings for day of week and date and rolling moonphase, the twin barrel movement striking on a bell and numbered 1558, the perpetual calendar movement below stamped Deposée 58, with later pendulum, 40cm high.Condition report: The case is good with only negligible signs of age and use. All four glasses good and free from chips or cracks. The dial chapter ring has a few very fine internal hairlines. The calendar dial has a very fine hairline extending down from the moonphase aperture. The moonphase wheel itself has a few fine hairlines. The movement winds, runs and strikes - not tested for timekeeping or longevity. Calendar movement advances correctly.
A group of steam tractor brasses, relating to various vintage steam rallies, comprising North Lincs Vintage Steam Rally Brocklesby Park 2004, 2005, North Lincs Vintage Steam Rally Brocklesby Park 2000, 2003, Lincolnshire Steam RDB Vintage Rally 1995, XPO Steam Peterborough 1985, XPO 84 Mansfield, Pickering Traction Engine Rally 1991, Sherwood Forest Farm Park 1992, Lincolnshire Steam and Vintage Rally 1996, Brocklesby Park 2000, Brocklesby Park 2004, Rempstone County Show 1992, Lincolnshire Steam Vintage Steam Rally 1994 and 1991, and a Lincolnshire Show 1997. (a quantity)
Lesney Models of Yesteryear die cast, comprising Shand Mason horse drawn fire engine (Y4), Mercer 1913 Raceabout Type 35J (Y7), Supercharge Bugatti Type 35 (Y6), 1911 Maxwell Roadster (Y14), Spiker Veteran Automobile (Y16), 1910 Benz Limousine (Y3), and an Allchin traction engine (Y1), boxed. (7)
A Carette 1.5inch gauge live steam 'Stork leg' locomotive and tender, early 20th century, 2-2-0, marked 'I/48' to cab side, with burner, together with 4 wheel tender and an unmarked lithographed tin signal boxCondition report: some rusting and surface losses with a little re-touching to engine. Running condition unknown
A Continental 14ct gold cased Fob Watch the white enamel dial with roman numerals and subsidiary seconds dial, outer case with engine turning and shield cartouche to front. Cuvette inscribed 'Remontoir Ancre ligne droit. Levees visibles. Spiral Breguet. 15 Rubis. Balancier Coupé. Case width approx 32mm
Zenith for Favre-Leuba & Co silver alarm pocket watch, signed gilt frosted movement, white signed dial with luminous Arabic numerals, subsidiary alarm dial over constant seconds, engine turned case, no. 85910, 49mm (requires attention)-Movement - the movement currently not functioning so requires attention, the alarm appears to be striking correctly.Dial - good.Glass - good.Hands - good.Case - very good condition - see images.Crown - fully wound, adjusts hands correctly.-Condition reports are provided for general guidance only. Please view images and further information can be obtained upon request. Gardiner Houlgate do not guarantee the working order or time accuracy of any lots
Fishing Heritage - a mid 20th century scratch built painted wooden model of a fishing trawler/drifter, black and maroon painted hull, Yarmouth registration ?YH271?, brass rudder and propeller, 47cm long, displayed in a purpose built bespoke wooden case with stand Provenance ? built in the 1950?s by the vendors Father, the model previously had an engine fitted which was later removed, the model could be converted to become radio controlled
A silver table cigarette box, with boxwood interior, engine turned, Birmingham 1939. Width 16.5 cm. CONDITION REPORT: The box is in generally extremely good condition. There are only very minor surface dents and blemishes but no significant issues. The piece is not monogrammed. The lid closes crisply. There are no gaps. The hallmarks are a little rubbed but are legible. The engine turning is a little worn in places through polishing.
Pocket watch, with ornate detailing, silver dial with Roman numerals and minute track, mechanical movement, in a 18 ct case, with floral engraving and engine turned detailCondition Report: Gross weight 26.5 gramsEwbank's do not guarantee the working order or accuracy of any lots soldpocket watch is not currently working
19th C half hunter gold pocket watch, white enamel dial with Roman numerals, minute track and subsidiary dial, keyless wind movement, dust cover marked Rossel & Fils, Geneve, Echappement A Ancre, Trois Levees, Dix Trous, Six Contre Pivots En Rubis Balsncier Compense, No.94176. in an 18 ct yellow gold case, reverse bearing initials with engine turned detailCondition Report: Pocket watch is currently working but has not been tested for time keeping A few scratches to gold surface Ewbank's do not guarantee the working order or accuracy of any lots sold
John Poole open faced pocket watch, white enamel dial with Roman numerals, minute track and subsidiary dial, both dial and movement signed John Poole, 57 Fenchurch St. London 4531, in an 18 ct yellow gold engine turned case, reverse of case engraved with monogram, hallmarked London, in a vintage leather caseCondition Report: 18 ct gross weight 83 grams Pocket watch is currently working but has not been tested for time keepinglight surface scratches to gold caseEwbank's do not guarantee the working order or accuracy of any lots sold.
John Mason open faced pocket watch, ornate gilt dial with Roman numerals and minute markers, mechanical movement signed John Mason, Worcester No. 2316, in an 18 ct yellow gold engine turned pocket watch case, hallmarked Chester 1857, with later replacement glassCondition Report: 18 ct gross weight 53 gramsPocket watch is currently working but has not been tested for time keeping Plexiglass has discoloured orangelight scratches to surface of gold caseEwbank's do not guarantee the working order or accuracy of any lots sold.
Pair of rectangular engine turned chain cufflinks, in 9 ct gold, hallmarked London 1953, in a fitted box by Bravingtons, with a base metal dress stud set, in a fitted boxCondition Report: 9 ct gross weight 6 grams Cufflinks are in good condition, there is very minimal scratching to the metal.The outer box is worn, the inside is in good condition The dress studs, show mild wear, the box is in good condition, with obvious wear to the outside
Two pairs of cufflinks, including, a pair of oval engine turned cufflinks, in 18 ct yellow gold, and a pair of circular Asian style cufflinks, in 14 ct yellow goldCondition Report: 18 ct gross weight 9 grams 14 ct gross weight 5.2 grams 18 ct cufflinks have date 2/09/67 engraved on the reverse
Art Deco cigarette case, with Greek key and engine turned detail, with engraved inside "From Julia, April 24th 1924", hallmarked 9 ct yellow gold, Birmingham 1923, measurements 8.3 X 6 cm Condition Report: Gross weight 77 grams In good condition, clasp works well, hinges in good conditionMakers mark 'B&S'
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186062 Los(e)/Seite