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Lot 131
1 Large 19th century Guilloche enamel button.This beautiful engine turned silver button with enamel over the top is known as Guilloche enameling, named for the man who invented the engine turning designed machine in the 18th century. The nice light blue/gray enamel is accented with gold foil around. Issued: DIVISION 1=PRE 1918 AND DIVISION 3 IS AFTER 1918Dimensions: SM=Less than 3/4", Medium=3/4" to 1 1/4". Large=1 1/4" and above, extra large=1 3/4" and above
Lot 336
1 Medium size late 19th century pictorial "Gin Bari" button.These enamels are ones that are prized among collectors. The word "Gin" is pronounced with a hard G. This type of enamel was developed by the fine artists in Japan a long time ago. Gin Bari enamels are a Basse Taille style although rather than being engine turned on the metal base the foil under the enamel is textured. Most of not all Gin Bari buttons also utilize the technique of Cloisonne fine wire work. This medium example shows a large colorful flower. Issued: DIVISION 1=PRE 1918 AND DIVISION 3 IS AFTER 1918Dimensions: SM=Less than 3/4", Medium=3/4" to 1 1/4". Large=1 1/4" and above, extra large=1 3/4" and above
Lot 756
Royal Air Force Pilot’s Flying Log Books pertaining to Wing Commander J. G. Calvert, D.F.C., 640 Squadron, Royal Air Force, a Halifax pilot who completed a tour of 33 night time and daylight sorties against some of the most heavily defended enemy targets in the Ruhr valley; post-War, he subsequently flew another 163 sorties during the Berlin Airlift 1948-49 Five Log Books, the first a Royal Canadian Air Force Pilot’s Log Book covering the period 5 September 1942 to 7 June 1948, well-annotated with details of all operational sorties undertaken; the second to fifth the recipient’s post-War Royal Air Force Pilot’s Flying Log Book covering the periods August 1948 to June 1951; July 1951 to September 1953; September 1953 to December 1958; and May 1959 to March 1965, some pages slightly loose, and the spines damaged and reinforced with sellotape throughout, otherwise good condition (5) £400-£500 --- D.F.C. London Gazette 22 May 1945. The original Recommendation states: ‘On the night of the 2nd February 1945, this Captain was detailed to attack Dusseldorf and during the bombing run his aircraft was attacked by a J.U. 88. In spite of this Flying Officer Calvert was determined to hold the same course, in order to allow the Bomb Aimer to release his bombs on the objective. The decision on the part of the pilot to disregard the danger of fighter attack called for the highest degree of fortitude and determination to successfully conclude his mission. Once again, on the night of the 17th December 1944, the target being Duisburg, this Captain's aircraft was attacked by an enemy night fighter a few miles from the target, and a running fight followed, with the result that the enemy aircraft was claimed as destroyed. Although considerable height was lost during the combat, Flying Officer Calvert settled down to a bombing run and it was not until his bombs had found their objective that the pilot set course for base. The above are but two of the instances where this officer has shown the utmost disregard for his personal safety, placing the satisfactory completion of his mission before all other considerations. He has also led his Squadron on daylight attacks to the most heavily defended Ruhr cities, displaying leadership and courage of the highest order. I therefore have no hesitation in recommending this officer for the non-Immediate award of the Distinguished Flying Cross. Remarks by Station Commander: During his operational tour this Officer has carried out a number of varied and difficult sorties which have included a series of attacks, both by day and by night, on Ruhr targets, and others of equal importance throughout Germany which were vital to the enemy's war effort and where the opposition was powerful. During this time Flying Officer Calvert has displayed consistent flying skill and efficiency of a high order, and his courage and dash have always served as a valuable example to other crews. His fine offensive spirit and operational record fully merit the award of the Distinguished Flying Cross.’ James Gordon Calvert was born in August 1923, and commenced his training at No. 32 E.F.T.S. in Alberta, Canada in September 1942. Returning to the U.K. in October 1943, and having attended further courses, he was posted to No. 640 Squadron, a Halifax unit operating out of Leconfield, Yorkshire, in early October 1944, in which month he completed six sorties, including two strikes against the Krupps works at Essen, a raid on Cologne, and two trips to Holland against enemy gun positions in support of the 1st Canadian Army. Calvert flew another half dozen operations in November, all against German targets, the first to Dusseldorf on the night of the 7th-8th, when his Halifax was coned by searchlights amidst heavy flak - and attacked by a Ju. 88. Bochum having been attacked on the 8th-9th (’Intense flak. Two searchlights’), and Gelsenkirchen on the 9th-10th (’Heavy flak. Saw several a/c go down’), he flew on strikes against Julich, Munster and Sterkrade. In December, after a sortie to Solst, Calvert and his crew were ordered to attack Osnabruck on the night of the 6th-7th, his Flying Log Book once more noting heavy flak - and a feathered port outer engine. Duisburg ten days later proved even more challenging, his Halifax being attacked on four occasions by an enemy night fighter ... ‘Destroyed same. Lost 6,000 feet.’ And a sharp reminder of ever present threat of enemy night fighters came again on the night of 5-6 January 1945, during a raid on Hannover, Calvert noting ‘Bags of N. Fighters. 32 lost on this night’s sortie.’ Luckily his trips to Dortmund, Ludwigshaven and Stuttgart in the same month appear to have been of a smoother nature. February 1945 witnessed Calvert flying several more sorties, including strikes against Mainz, Goch and Wanne Eickel, but it was an attack against Worms on the night of 21st-22nd that proved the highlight, his Flying Log Book noting, ‘Intense searchlight activity. Moderate flak. Saw seven a/c shot down by fighters.’ While in March, the final month of his operational tour, he appears to have enjoyed smoother trips against Hemmingstedt, Homburg and Witten. Tour expired, he was awarded the D.F.C. and posted to Transport Command. Post-war, Calvert joined No. 47 Squadron, a Hastings unit based at Dishforth, in which capacity he flew a remarkable tally of 163 sorties during the Berlin Airlift, between November 1948 and August 1949. He then instructed on Meteors with Flying Training Command, in addition to similar duties on secondment to the Luftwaffe in the early 1960s. Having then been advanced to Wing Commander, and attended the N.A.T.O. Defence College in Rome, he was posted to N.A.T.O’s Southern Europe H.Q. in Naples, from which latter establishment he returned to the UK in 1975; shortly after which, as a result of ill-health, he was placed on the Retired List. Sold with details of the recipient’s operational sorties, taken from the Squadron Operations Book; copied birth and death certificates; various newspaper cuttings; and other ephemera, including a NATO Defense College bronze medallion embossed ‘Wing Commander J. G. Calvert’.
Lot 338
A well-documented Second World War campaign group of four awarded Warrant Officer J. H. Gilpin, 214 (Federated Malay States) Squadron, Royal Air Force, a Sterling and Flying Fortress air gunner who flew in at least 19 operational sorties with the Squadron - over some of the most heavily defended targets, suffering frequent flak and enemy fighter damage, whilst shooting one of the latter down in the process 1939-45 Star; Air Crew Europe Star; Defence and War Medals 1939-45, with Air Gunner’s Brevet, generally good very fine (lot) £360-£400 --- Importation Duty This lot is subject to importation duty of 5% on the hammer price unless exported outside the UK --- --- John Henry Gilpin was born in July 1922, and was native of Belfast, Northern Ireland. He joined the Royal Air Force in September 1939, and was posted to Canada to carry out pilot training in May 1941. Gilpin did not meet with success, and was posted to No. 3 Bombing & Gunnery School, Manitoba in October 1942. He returned to the UK, and was posted to 26 O.T.U. in April 1943. At the latter Gilpin was crewed up with Warrant Officer J. W. Walters, R.C.A.F. as his pilot, and together they were posted to 1651 H.C.U., Waterbeach for transition training to Stirlings in July 1943. Gilpin was posted for operational flying with 214 (Federated Malay States) Squadron (Stirlings) at Chedburgh in July 1943. He flew in at least 19 operational sorties with the Squadron, in Stirlings and Flying Fortresses, July 1943 - July 1944. Operational sorties included: Mine Laying Frisian Islands, 28 July 1943, ‘Shot up over large enemy convoy, own A/C knocked on back, & badly damaged at 640ft’ (Log Book refers); Nuremburg, 8 October 1943, ‘Port Inner Engine on fire landed three engines’ (Ibid); Boulogne; Mont Lucon; Modane Tunnels, 16 September 1943, ‘Marshalling Yards hit, attacked by unidentified enemy A/C, Wizard Prang’; Hanover, 22 September 1943, ‘Shot up by Me.210 over base own A/C badly damaged’ (Ibid); Ludwigshafen, 18 November 1943, ‘FW190 Destroyed (Confirmed)’ (Ibid); Berlin, 22 November 1943, ‘Opposition very heavy, bags of flack’ (Ibid); and Mining in the Bay of Biscay, 25 November 1943, ‘Very severe icing’ (Ibid). Stirlings were withdrawn from attacking German targets, and Gilpin’s crew flew sorties to France in Flying Fortresses to complete their tour. Gilpin’s crew was screened from operations earlier than usual as their tour with 214 Squadron had been particularly rough. A circumstance that was not unusual for 214 Squadron crews at this time - see Murray Pedon's A Thousand Shall Fall for more detail). Gilpin, having advanced to Warrant Officer, was subsequently posted to 1660 Conversion Unit (Lancasters) at Swinderby, in May 1945. Sold with the following related documents: Royal Canadian Air Force Flying Log Book for Aircrew other than Pilot, covering the period October 1942 - May 1945, this well annotated; several photos of the recipient and his crew, including his RAF Form 2093 from No. 11 Air Gunnery School; several aircrew clothing issue cards; his pay book; a large RAF folder with booklets of training notes and a Bomber Command Instructor School Signal Notes manual; a "Missing" telegram concerning his brother who was found “safe”; several letters and other ephemera.
Lot 140
Pair: Chief Stoker Henry Palmer, H.M.S. Blanche, Mentioned in Despatches for repairing damage to the boiler of the Kenia during the Juba River Expedition East and West Africa 1887-1900, 1 clasp, Juba River 1893 (H. Palmer, Sto., H.M.S. Blanche); Royal Navy L.S. & G.C., E.VII.R. (Henry Palmer, Ch. Sto. H.M.S. Leander.) light contact marks and a little polished, otherwise very fine (2) £3,000-£4,000 --- Importation Duty This lot is subject to importation duty of 5% on the hammer price unless exported outside the UK --- --- A total of 41 clasps issued for Juba River 1893, 19 as single clasp medals and 22 with Witu August 1893 in addition. Cornelius Palmer alias Henry Palmer was born at Plymouth on 10 December 1869. He joined the Royal Navy as a Stoker 2nd Class on 7 January 1890, aged 20, a fisherman by trade. He joined Blanche on 30 December 1890, and was advanced to Stoker on 1 June 1891, remaining in this ship until 22 April 1894, during which period he took part in the Juba River expedition and was mentioned in the despatch from Lieutenant P. Vaughan Lewes, commanding the Naval Force landed from Blanche in the following terms: ‘I would wish most strongly to bring to the notice of the Lords Commissioners of the Admiralty George T. Carey, Engine Room Artificer, 3rd Class, official number 141,577, and Alfred White, Leading Stoker, official number 114,956, and the four Stokers [including Henry Palmer] who repaired damages to the boiler of the “Kenia” on the two occasions when she was completely broken down; and serious consequences might have ensued on the second occasion had we been compelled to remain where we were. This work was performed under the enemy’s fire, and I can honestly recommend them for some mark of their Lordships’ appreciation for the zeal and skill with which the work was done.’ Palmer thereafter served aboard a variety of ships, being advanced to Chief Stoker in February 1904 and awarded his L.S. & G.C. medal in February 1905, until ‘shore pensioned on 10 January 1912. He joined the Royal Fleet Reserve on 24 February 1912, and was recalled for service on 2 August 1914 and served with the M.F.A. Zaria, Armed Patrol depot ship at Longhope (Scapa Flow) from 10 March 1915 to 28 February 1919. Entitlement to Great War medals has not been confirmed. Sold with copied record of service.
Lot 80
An exceptional Second War Immediate D.S.M. group of five awarded to Leading Seaman Charles W. Urry for gallantry when H.M. Submarine Shark was sunk by enemy action in circumstances that the Admiralty considered “can hardly be equalled in the history of submarines” Distinguished Service Medal, G.VI.R. (L.S. C. W. Urry, P/J.101583) engraved naming; 1939-45 Star; Atlantic Star; War Medal 1939-45; Royal Navy L.S. & G.C., G.VI.R., 1st issue (J101583 C. W. Urry. A.B. H.M.S. Shark) mounted for wear, extremely fine (5) £2,400-£2,800 --- Importation Duty This lot is subject to importation duty of 5% on the hammer price unless exported outside the UK --- --- Provenance: Dix Noonan Webb, June 1998. D.S.M. London Gazette 21 August 1945: ‘For gallantry and devotion to duty in His Majesty’s Submarine SHARK on 6th July 1940 when she was forced to surface through damage sustained in an air attack and then attacked continuously from the air for over three hours, until, all ammunition having been expended, she was scuttled to prevent capture by the enemy.’ The following details are taken from the recommendations for Honours and Awards to personnel ex H.M. Submarine Shark which was sunk by enemy action on 6 July 1940: ‘In heavy weather some 30 miles S.W. of Skudesness H.M. Submarine SHARK was surfaced to recharge her batteries nearly exhausted by the long dive during the drawn-out summer day. Half an hour later an enemy aircraft was sighted and the submarine was dived. The ensuing attack damaged one screw and the rudder, and caused a leak aft which eventually forced the submarine to surface. It was soon apparent that she could neither submerge nor steer a steady course and preparations were therefore made to fight it out whatever came along; aircraft being the expected opponents. All available H.E. ammunition was brought on deck, the 3” gun, Lewis gun and all available rifles brought up and kept ready for use. At about midnight the expected attack began and for more than 3 hours the submarine was subjected to vicious attacks by sea-planes, bombers and fighters, culminating in 4 Me.109’s subjecting the personnel on bridge and casing to a devastating attack with cannon and machine gun fire which caused many casualties. Despite fire below and rising water in the Engine Room, the ship’s company fought on and had the great satisfaction of seeing one aircraft retire from the fray in a badly damaged condition. Although realising that the situation was quite hopeless fire was maintained until all the ammunition was expended. The gallantry and fortitude of this company in such bad conditions as were contended with during those hours [...] can hardly be equalled in the history of submarines, and the attached recommendations are most wholeheartedly concurred in. “Leading Seaman Charles William Urry: Devotion to duty as a member of the gun’s crew. When the gunlayer went on to the bridge to man the Lewis gun, Urry took over the duties of gunlayer of the 3” gun and fired H.E. continuously throughout the night in an attempt to frighten the enemy aircraft.”’ The surviving crew of the Shark spent the remainder of the War in captivity, Leading Seaman Urry being held in Stalag IXC at Marlag. He was liberated on 2 May 1945, when the full story of the Shark’s ordeal became apparent in the report compiled by her skipper, Lieutenant-Commander P. N. Buckley. The resulting awards included the D.S.O. for the skipper, D.S.C.s for two officers, and six D.S.M.s. Charles William Urry was born at Gosport, Hampshire, on 27 November 1905. He entered the Navy as a Boy 2nd Class aboard H.M.S. Impregnable on 23 August 1920. He volunteered for submarines on 14 October 1936. Following training (for which he achieved 85.5%) and as additional crew at Dolphin Urry was lent to the submarine Otway on 10 November 1936 for nine days. After his appointment as additional crew at Dolphin, he returned to Otway on 20 November 1936 until 3 April 1937, when he was once more additional crew. On 1 July 1938, Urry joined H.M.S/m Shark and was presented with his L.S. & G.C. medal on 27 November 1938. Passing for Petty Officer in March 1940, he was taken prisoner of war after Shark was sunk by German sea and air craft in July 1940, being imprisoned at Stalag IXC at Marlag, Germany, for the duration of the war and eventually repatriated at Portsmouth on 18 August 1945 Sold with case of issue for D.S.M.; named card box of issue for Second War medals addressed to the recipient, with Admiralty enclosure; Admiralty letter announcing the award of the D.S.M.; photograph of the recipient on the conning tower of Shark; news cutting with photograph; two identity tags; Stalag IXC Prisoner of War camp identity tag; P.O.W. camp Christmas Cards for 1941 and 1942, both addressed to his wife, and two others. Together with copied research including full record of service, Submarine card, and accounts of the loss of the Shark by her skipper and other publications.
Lot 305
Pair: Lieutenant E. V. A. Bell, Royal Flying Corps and Hampshire Regiment, a F.E.2b pilot of 25 Squadron who was shot down and taken Prisoner of War during “Bloody April”, 8 April 1917 - having survived a ‘dog fight’ with Baron Von Richthofen’s Jasta 11 a few days earlier British War and Victory Medals (Lieut. E. V. A. Bell. R.A.F.) generally good very fine (2) £300-£400 --- Evelyn Victor Allen Bell was the son of the Reverend Canon J. A. Bell, of The Vicarage, Murray Road, Wimbledon, and initially served as a Second Lieutenant in the Hampshire Regiment during the Great War. He was attached to the Royal Flying Corps in July 1916, and carried out his initial pilot training - gaining his ‘Wings’ on 25 October 1916. Bell was appointed a Flying Officer in December 1916, and posted as a pilot to 28 Squadron. He was posted for operational flying with 25 Squadron (F.E.2b’s) on the Western Front in January 1917. Bell carried out multiple bombing and photographic reconnaissance operations, and was frequently engaged with enemy aircraft: ‘6/3/17. Photographic escort.... 2/Lt. Bell had just dropped his bombs on Mericourt, when he was signalled to by his group leader to turn round. He did so and came face to face with a Halberstadt that was diving on his tail. His observer [Sergeant Nunn] fired half a drum into it and it went down in a steep dive. 2/Lt. Bell dived after it and his observer fired the rest of the drum into it. Capt. Richardson and Sergt. Malcolm also fired at it. The hostile machine went down under control and landed, apparently safely, east of Avion.’ (Combat Report refers). Eleven days later, Bell was carrying out a photographic reconnaissance when, as a part of a force of nine F.E.2b’s, they were engaged by an enemy formation of 15-20 fighters: ‘2/Lt. Bell with 2/Lt. Green (Camera Machine) was also in the fight and drove down a hostile machine, but were shot through the engine and had to return, landing at Estree Cauchie. No particulars are to hand.’ (Ibid) As ‘Bloody April”’ began, Bell was part of a patrol which was engaged and broken up by Baron Von Richthofen’s Jasta 11 on 3 April 1917. The Baron claimed a victory for himself from the engagement, and five days later Bell’s luck ran out. He was part of a six-aircraft raid on Pont-a-Vendin led by Captain C. H. C. Woolven on 8 April. Bell and his observer, Lieutenant A. H. K. McCallum, were shot down by flak, and listed as ‘missing in action’. They were eventually listed as being taken Prisoners of War, with the Squadron ORB giving: ‘2/Lt. E. V. A. Bell [Pilot]. Lt. A. H. K. McCallum [Observer]. F.E.2b A. 813 Bombing Raid - Pont-a-Vendin. Left aerodrome 5.25 pm. Machine was returning from bombing raid and was thought to be near Mont St. Eloy about 7 pm. Pilots and observers state that all six machines recrossed the lines. Information received from the father of 2/Lt. E. V. A. Bell states that his son is a prisoner of war. Letter from Rev. J. Allen Bell dated 21/5/17 states that Mrs. McCallum has received cheques dated from Karlsruhe from her son, Lt. A. H. K. McCallum.’ Bell was eventually interned at Freiburg, where he was a member of the P.O.W. cricket team, a picture of which exists with him standing along from fellow member Captain W. Leefe Robinson, V.C. (shot down three days before Bell). McCallum’s capture statement gives the following: ‘I became a British Prisoner of War in Germany on April 7th, 1917 [Sic]. I was taking photographs and dropping bombs in the districts of La Bassee and Douai... arriving over La Bassee our formation broke up and we set to our different duties, and had to pass through a thick barrage of shrapnel from anti-aircraft guns. We were hit directly and several flying wires were cut, we continued on and we were hit again in the petrol tank and immediately after in the engine, so were forced to land over the German lines. Whilst descending, I destroyed the camera and Machine guns. We landed amongst infantry so were not able to burn machine.’ Bell was repatriated in December 1918, and relinquished his commission in October 1919. After the War he resided in The Close, Norwich. Sold with extensive copied research, including a photographic image of recipient in uniform, multiple Combat Reports, ORB entries etc.
Lot 642
Royal Navy L.S. & G.C., V.R., narrow suspension (W. C. Oliver, E.R.A. 2nd Cl. H.M.S. Blake.) impressed naming, very fine £80-£100 --- William Charles Oliver was born in Exeter, Devon, in May 1862. He joined the Royal Navy as an Acting Engine Room Artificer 4th Class in July 1884, and was promoted to Artificer Engineer in November 1900. His service included with H.M.S. Blake from March 1892 to November 1894 (awarded L.S. & G.C. in December 1894). Oliver advanced to Chief Artificer Engineer in November 1905, and served at H.M.S. Vivid from December 1914 until the end of the Great War. He was promoted to Engineer Lieutenant in December 1915. Sold with copied service papers.
Lot 47
An inter-War ‘Naval Review’ M.B.E. group of nine awarded to Engineer Lieutenant E. S. Stribley, Royal Navy, who was killed in action during the evacuation from Dunkirk The Order of the British Empire, M.B.E. (Military) 2nd type breast badge; 1914-15 Star (271973, E. S. Stribley, E.R.A.3, R.N.); British War and Victory Medals (271973 E. S. Stribley. C.E.R.A.2 R.N.); 1939-45 Star; Atlantic Star; War Medal 1939-45; Coronation 1937; Royal Navy L.S. & G.C., G.V.R., 2nd issue with fixed suspension (271973 E. S. Stribley. C.E.R.A.2 H.M.S. Hood) very fine or better (9) £500-£700 --- Importation Duty This lot is subject to importation duty of 5% on the hammer price unless exported outside the UK --- --- M.B.E. London Gazette 3 June 1937: ‘For services during the Naval Review at Spithead during the ceremonies attendant to the Coronation of King George VI.’ Ernest Stanley Stribley entered the Royal Navy as a Boy Artificer and progressed through the rates during the Great War to Chief Engine Room Artificer 2nd Class. He was appointed Warrant Engineer in October 1923; Commissioned Engineer in October 1933; and Lieutenant (E) in August 1938. Between the Wars he served aboard H.M.S. Bruce on the China Station, H.M.S. Penzance on the Red Sea Patrol, and with the Home Fleet on Sabre and Stronghold. In August 1939, Stribley was appointed to the destroyer Havant and served in that ship during her short career on operations to Norway, Iceland, the Faroe Islands, and finally four successful trips from Dunkirk to Dover, full of troops. He was killed in action on 1 June 1940 when Havant was attacked by German dive bombers. Commander Burnell-Nugent later wrote: ‘…we got sunk on the 5th trip. June 1st was the last day of the evacuation and I think only one or two destroyers made trips after we were sunk. Lieut (E) E. S. Stribley was the Engineer Officer of the ship and I knew him well. He was killed instantly - literally blown to pieces - when a bomb from a German dive bomber hit above the engine room. I personally saw his body - or what was left of him. Badly damaged in the attack, Havant was finally sunk by gunfire from H.M.S. Saltash, as the ship was by then a total loss.’ Sold with named Admiralty condolence slip (Lieutenant (E) Ernest Stanley Stribley. M.B.E. R.N.), case of issue for M.B.E., and a letter from his commanding officer giving the above quoted details of his death.
Lot 322
GROUP OF CORGI TOYS comprising boxed Corgi Simon Snorkel Fire Engine No 1127, boxed Corgi Constructor Gift Set GS/24 No 24, boxed Corgi Euclid TC-12 Tractor with Dozer Blade No 1102, 3 x boxed Corgi 50's Classics No's 805, 812 & 814, 2 x boxed Days-Gone1935 Dennis Single Deck Coach No 10020, boxed Corgi Lincoln Continental Executive Limousine No 262, unboxed Corgi double decker bus, Mercedes Benz 300 SL, Rover 2000, boxed Corgi Commer Police Van with flashing light No 464 and a boxed Schuco Studio Mercedes Grand Prix 1936Provenance: private collection SwanseaComments: part of a single owner collection, scuffs and splits to boxes, inner boxes with small scuffs and slightly misshapen, some missing boxes, Lincoln box opened, wear to vehicles, viewing highly recommended
Lot 503
A MIXED LOT OF COSTUME JEWELLERY including a fancy link engine-turned bracelet, a pair of rose clip earrings in silver, a pair of replica Edward VI half-groat coin cufflinks with swivel backs, a moose rhinestone and T bar pin brooch, a pair of green faceted stone drop earrings, a stylised oval signet ring in base metal, a replica 1946 farthing coin pendant, the coin held in a setting with a ship embossed to the reverse, a pair of horseshoe pendants, A small picture frame in base metal, gross weight - c.75.8g
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164553 item(s)/page