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Dinky - three boxed Commercial vehicles comprising of 1967-77 Jones Fleetmaster Crane (970), metallic red cab, white interior and jib, crome doomed wheels (no packing pieces), crane very good with flea-bite nibbles, box good, taped end flap; 1968-74 Mercedes Truck and Trailer (917), blue cab/chassis (white roof), yellow trailers, truck playworn, box poor; 1967-72 Climax Fork Lift (404), red/yellow, stick-on CG4 label, truck good, box with light wear. (3)

LARGE NOVELTY WALL HANGINGS, shaped as a spoon and a fork, tallest height 122cm (2)

A BOX OF SILVER BACKED DRESSING TABLE ITEMS, including silver topped glass jars and bottles largely in poor condition, together with a child's silver spoon and fork and a silver cigarette case, weighable silver 6.2ozt, 195 grams

An 18ct vintage Bulova tuning fork watch, 1960s

Two steel flesh forks, 17th century, one dated 1696 56cm and 48cm long, together with an Ell rule, indistinctly marked, probably 17th century, 83cm long, a large fireside log fork, 18th century 106cm long and various other iron and wrought iron implements. (15)

MINOR COLLECTABLES, MIXED LOT, comprising: TWO VINTAGE CORKSCREWS, MAGNIFYING GLASS WITH BONE HANDLE, EXTENDING TOASTING FORK and a PRINTING BLOCK, (5)

THREE STUDIO POTTERY STYLISED MODELS OF BIRDS, one marked: 'Potterie de Tramhalte', SIMILAR OBLONG PLATE with impressions for knife and fork, and THREE STUDIO POTTERY SLENDER VASES, (7)

ELECTROPLATE- PIERCED OVAL DISH LINER, HOTEL COFFEE POT, CANDLESTICK, FIDDLE PATTERN SERVING FORK, PRESERVE SPOON, with mother of pearl handle, and TWO PEWTER TANKARDS

Dinky toys some boxed including cars, Military, farm equipment, fork lift and fire engine etc, boxes are tatty

1953 James Cadet, Project, 122 cc. Registration number WSK 238. Frame number not found. Engine number 618A 5469 (see text). James's first post-war '125' was the ML, a 122cc Villiers 9D-engined machine derived from a successful military design. It was superseded in 1948 by a new model similar to the 98cc Comet but using heavier cycle parts and the 10D engine. For 1950 the 122cc machine was named 'Cadet' and by the time the L15 model offered here was made, featured the 149cc Villiers Type 30C engine and revised cycle parts incorporating a frame combining tubes and pressings, telescopic front fork, swinging-arm rear suspension and full-width hubs. The engine with lot has been rebuilt and has no oil in it. It is numbered 5460 although DVLA have it down as 5469. It is registered with DVLA from 1982 although was last taxed in 1992 when owned by Jonathan Cocking of Edgware. This machine has been in long term storage. Sold with a V5.

1927 Sunbeam Model 9, 493 cc. Registration number TU 6846. Frame number D1274. Engine number L1284. The Model 9 had a long and illustrious history beginning in 1924 and finishing in 1938, during this time it underwent many changes, from a flat tank 3 speed to a saddle tank 4 speed machine in the mid 30's. The engine was under constant development, changes were made to the lubrication and the valve mechanism to name but two. The introduction of the Parallel Model 9 so called because of the top frame tubes was introduced in 1924. It featured overhead valves, a 3 speed gear box and flat tank. Sunbeam introduced the model as a sports roadster complete with toolkit mounted below the chain guard. There was no kick start so being fairly adept at a running start was a necessity. In 1926 saw the provision of a kick start as standard. The 1927 M9 was now a much more user-friendly machine with a kick start, a balanced front mudguard, and a rear carrier as standard. The front fork was strengthened, and adjustable damping provided. A larger front brake was fitted, but the single spring clutch was retained. A Best & Lloyd pump supplied oil for the total loss lubrication system, and the familiar end-plate type rocker box was introduced. The 1927 catalogue description mentions: "This model has been improved in many ways since last season. The engine lubrication has been simplified, the overhead rocking gear has been redesigned, giving greatly increased bearing surfaces. A luggage carrier has been added and shock absorbers incorporated in the front forks." In 1928 the cost was 75 guineas. In April 1959 Harry Whitehouse of West Ealing applied to Cheshire C.C. for a duplicate registration book, in June of the same he received a letter from Middlesex C.C. saying the original owner was Jack Walker of Macclesfield. It was still with him in 1969. In October 1985 it was acquired by Brian Thornton of Brighouse and sold to our vendor in June 1998, he restored it and exhibited at the 1999 Wakefield Historical Commercial Vehicle Show with the entry details "This motorcycle was last taxed in 1940, left dismantled in a garage, purchased and rebuilt by the present owner in 1997". He rode it for a few years; it was last taxed in 2000. Sold with the R.F.60, V5 and some other paperwork.

1951 Norton ES2, 490 cc. Registration number LRH 969. Frame number E4/ 33089. Engine number E4/33089. Introduced at the 1927 Motor Cycle Show, the ES2 sports roadster used the Model 18's overhead-valve engine in the cradle frame of the overhead-camshaft CS1 and from then onwards, the 'ES2' designation was always applied to Norton's top-of-the-range, overhead-valve single. Although originally launched as a sports motorcycle, throughout its long life it was gradually overtaken by more powerful models. It remained popular due to its reliability and ease of maintenance as well as the traditional design. From 1947, the ES2 had an innovative hydraulically damped telescopic front fork and race developed rear plunger suspension. From 1953 it had a single downtube swinging-arm frame and was up-rated to the Rex McCandless Featherbed frame in 1959 featuring an improved AMC gearbox, revised cylinder head, crankshaft-mounted Lucas RM15 60-watt alternator with coil ignition and an eight inch front brake with full width hubs. The wideline Featherbed-framed bike was road tested by The Motor Cycle on June 4, 1959 and found to have a mean top speed of 82mph with petrol consumption of 56mpg at 60mph. LRH was pre- registered by Jordans of Hull on the 15th January 1951 and sold on the 31st to Douglas Trinick of Hull. Our vendor’s father bought it on the 17th April 1957, along with two Storm guard coats, one pair of waders and one pair of gloves for £65. Last on the road in 1963 the mileage of 19,090 will be correct and it has been in dry storage ever since. This machine has wonderful patina, except maybe the red painted forks, and will need recommissioning to run due it its inactivity. In the cataloguer's opinion it would make a fantastic oily rag restoration. Sold with the V5C, V5, R.F. 60, purchase receipt from 1957 and an instruction manual.

c.1955/60 BSA Gold Star, Project, 349 cc. Registration number not registered. Frame number CB32 10146. Engine number DB32 GS 592. Gearbox STD. The evocatively named Gold Star did not return to BSA's post-WW2 range until 1949. First displayed at the Earls Court Show in 1948, the B32 Goldie boasted the telescopic fork first introduced on BSA's larger models for 1946 and came equipped with a new alloy cylinder barrel and 'head. For 1950 a 500cc version - the B34 - was added to the range and this larger Goldie was the first to switch to the new die-cast top-end, with separate rocker box, in 1951. The 350 followed suit in 1952 and the pair continued as the 'BB' Gold Stars after the swinging-arm frame was introduced in 1953, changing to 'CB' designation for 1954. This change marked the introduction of the classic 'big fin' engine but the designation lasted only until the arrival of the 'DB' series in the autumn of 1955. The 'DB' incorporated a much improved lubrication system and, in the case of the 350 only, a stronger cylinder assembly; as such it represented the 'Junior' Goldie in its final form, there being no 350 equivalent of the final 'DBD' version. CB32.10146 was supplied with engine DB.32.GS.1761 in Clubman's trim to T. Cowie, Giles gate, Durham on 12.09.60 (the despatch date from BSA). Interestingly the last '350' was engine 1788 in frame 10429 on 22.12.60. DB.32.GS.592 was in 'touring' trim (so would have been supplied with an 'STD' gearbox), and fitted in frame CB32.3078 and was despatched from the BSA works on 14.10.55 to Eborn's Garage, 44 Walton Street, Aylesbury, Buckinghamshire. This example was owned by Jimmy Maughan of Guisborough, Cleveland, who had a motorcycle sales and repair business. It is not known when he bought it. He passed on some 30 years ago and his wife retained his collection which included the 1957 Norton International in this sale. Local undesirables began breaking into the shed where they were stored and started removing parts from the machines. His widow then covered them with furniture and the roof later collapsed. Rescued by our vendor when she needed a new roof on her home she could not find the paperwork for either machine. Offered in the condition found, with a Dunlop front wheel and a Borrani rear, buyers should decide how much is missing when bidding for this rare original CD32 project. There is no paperwork with this lot

c.1960 James Cadet, Project. Registration number not registered. Frame number GL15A8809. Engine number 8327. James began concentrating on the manufacture of two-stroke lightweights in the 1930s and continued the policy after WW2. In 1951 the company became part of the Associated Motor Cycles group, joining Francis-Barnett, and from then on the two marques' model ranges became ever more similar until the transfer of Francis-Barnett production to the James factory in 1962 ushered in an era of unashamed 'badge engineering'. Like Francis-Barnett, James used Villiers engines at first, though from 1957 many models used parent-company AMC's own power units. The 'Captain' name was first adopted for the (nominally) 200cc model for 1950. Both the Captain and the 125cc Cadet featured the newly developed rubber-suspended telescopic front fork, while plunger rear suspension was available on De Luxe versions that also featured battery electrics. The engine with this lot has been rebuilt and has no oil in it. There is no history with this machine that has been in long term storage.

c.1950/52 James Captain Project. Registration number MJF 820 (not recorded with DVLA). Frame M3674. Engine number 075B 53201 E. James began concentrating on the manufacture of two-stroke lightweights in the 1930s and continued the policy after WW2. Villiers engines were used at first, though from 1957 many models used parent-company AMC's own power units. The 'Captain' name was first adopted for the (nominally) 200cc model for 1950. Both the Captain and the 125cc Cadet featured the newly developed rubber-suspended telescopic front fork, while plunger rear suspension was available on deluxe versions. This example is a frame believed to be a Captain with a 197 cc Villiers engine that has been rebuilt but has no oil in it. There is no paperwork with this lot.

c.1953 Francis Barnett Falcon, Project, 197 cc. Registration number not registered. Frame number TM 8210. Engine number 296B 59288 E. After WW2 Francis-Barnett concentrated on the production of lightweight two-strokes powered firstly by Villiers engines, though from 1957 AMC's own power units were fitted to many models. First introduced for 1949, the Falcon used the Villiers 6E 197cc engine, which was housed in a rigid frame with telescopic front fork. In August 1951 the Falcon (together with the 122cc Merlin) was upgraded with swinging arm rear suspension that used dampers of F-B's own manufacture. The model continued in this form up to 1954, latterly with the Villiers 8E engine, when a new frame featuring central enclosure and a dual seat was introduced. The engine with this lot has been rebuilt and has no oil in it. There is no history with this machine that has been in long term storage.

c.1960 James Cadet, Project. Registration number not registered. Frame number GL15A 9580. Engine number not found. James began concentrating on the manufacture of two-stroke lightweights in the 1930s and continued the policy after WW2. In 1951 the company became part of the Associated Motor Cycles group, joining Francis-Barnett, and from then on the two marques' model ranges became ever more similar until the transfer of Francis-Barnett production to the James factory in 1962 ushered in an era of unashamed 'badge engineering'. Like Francis-Barnett, James used Villiers engines at first, though from 1957 many models used parent-company AMC's own power units. The 'Captain' name was first adopted for the (nominally) 200cc model for 1950. Both the Captain and the 125cc Cadet featured the newly developed rubber-suspended telescopic front fork, while plunger rear suspension was available on De Luxe versions that also featured battery electrics. There is no history with this machine that has been in long term storage.

c. 1957 Norton International, Model 30, Project, 490 cc. Registration number not registered. Frame number M11 72050. Engine number M11 72050 (os 907). One of the most charismatic model names in motorcycling history, 'International' was first used by Norton for its top-of-the-range sports roadster in 1932. The Inter's overhead-camshaft engine had been developed in the works racers for the preceding two years, and although it retained the classic 79x100mm bore/stroke dimensions and shaft-and-bevels cam drive of the existing CS1, was entirely new. Based on the works bikes and intended for racing, the International could nevertheless be ordered with refinements such as lights and a kick-starter equipped gearbox. By the time production halted in 1939 it was being built with a four-speed foot-change 'box and plunger rear suspension (the 'Garden Gate' frame), reappearing after the war in similar guise save for the adoption of the hydraulically-damped Roadholder front fork, which replaced the pre-war girder. The Inter remained fundamentally unchanged until 1953 when it gained the race-developed Featherbed frame, all-alloy engine and 'laid down' gearbox. Expensive to make and challenged by cheaper parallel twins of comparable performance, the Inter ceased to be catalogued after 1955 but could still be obtained to special order until 1958, many of these later machines incorporating Manx components. By 1955, the International was no longer listed in Norton's sales catalogue. A Model 30 International, with its all-alloy 79mm bore by 100mm stroke single-cylinder engine could, however, still be special ordered until 1958. Compression was 8.1:1, and according to Barry Stickland, writing for the Norton Owners Club (NOC) U.K., a new style of silencer was introduced to help the engine, which was rated at 29.5 horsepower, deliver a bit more power. The wheel hubs were full-width cast iron. Road holder forks absorbed bumps at the front, and distinctive bolt-on chrome panels adorned the gas tank. 1957 saw only 70 of the Model 30 (490cc) and ten of the Model 40 (350cc) built. 72050 was delivered to St Andrews Motors, a dealership for Norton and Vincent motorbikes on Gallowgate in Newcastle upon Tyne. A rare survivor, this matching numbers machine was owned by Jimmy Maughan of Guisborough, Cleveland, who had a motorcycle sales and repair business. It is believed he bought it in 1959. He passed on some 30 years ago and his wife retained his collection which included the CB32 Gold Star in this sale. Local undesirables began breaking into the shed where they were stored and started removing parts from the machines. His widow then covered them with furniture and the roof later collapsed. Rescued by our vendor when she needed a new roof on her home she could not find the paperwork for either machine. There is no paperwork with this lot.

1958 AJS 16 MS, 348 cc. Registration number YTG 828. Frame number SB/16MS 33542. Engine number A64174. Associated Motor Cycles announced its post-war range of AJS and Matchless heavyweight singles in June 1945. Coded Model 16M and G3L respectively, the two 350cc models shared the same 93mm stroke as their 500cc brethren, coupled to a 69mm bore, and could be distinguished by the different magneto position: forward of the cylinder in the AJS, behind it in the Matchless. Housed in a rigid frame with teledraulic front fork, the ruggedly built overhead-valve engine drove through a four-speed gearbox. Hairpin valve springs were adopted for 1949 and a swinging-arm frame introduced, the latter initially for export only but available in the UK from 1950, machines so-equipped being suffixed 'S'. This example was built by Pykett Engineering of Andover in 1982 for John Fenton of Cleakheaton. He supplied the engine and gearbox and they the rolling chassis at a cost of £1,622 plus VAT. Our vendor acquired it 1992 and it appears to be in good order but will need recommissioning before use. Sold with a V5, a 1988 MOT, the Pykett receipt and letter.

1955 Matchless G9, 498 cc. Registration number UYJ 920. Frame number A34382. Engine number 55 G9 27286. With hindsight 1949 can be defined as the year of response to the success of the Speed Twin by Triumphs rival manufactures with BSA, Norton, Royal Enfield and AJS/Matchless all announcing new 500cc twins. AMC felt they should improve upon Triumph's design, and so added a centre main bearing to the crankshaft, which added immense strength and rigidity when compared to the deflection-prone cranks in the Triumph, and every other British vertical twin that followed. All except the Matchless and AJS twins had only the two outer main bearings with a huge central flywheel supported only by the rod journals. This 3-bearing setup allowed AMC to make the one-piece crank out of a heavy-duty cast iron, instead of steel. The connecting rods were made of lightweight aluminium alloy and were highly polished to remove surface imperfections that could develop into cracks under stress. The cylinder had its separate cast iron cylinder block that was sunk deeply into the alloy crankcase. The alloy cylinder heads were also two separate castings. They were well-engineered, robust machines that proved reliable even after displacement and horsepower were increased. AMC started using Burman 4-speed gearboxes the previous year in 1952. AMC, unlike the majority of their rivals, who dabbled with "sprung hubs" and various plunger systems, had introduced a pivoted fork frame controlled by hydraulically damped suspension units during the late forties having carried out development work during the war years. The new rear suspension system that was applied to both the singles and twins was complimented by AMC's "Teledraulic" battlefield proven front forks. The rest of the cycle parts were drawn from the existing single cylinder range. The basic design changed little over the course of the next few years, the most significant changes occurring in 1952 when a new Burman gearbox was adopted, 1954 and the change to a full width alloy hub and 1955, the year that the example offered was built, when an Amal Monobloc carburettor became standard together with a full width alloy rear hub. 1956 saw the introduction of the revised long oil tank and toolbox together with a new frame and in 1957 the Jampot suspension units gave way to items supplied by Girling. UYJ was first registered on the 22nd of June 1955 and nothing is known of its early life until July of 1993 when Stuart Bray of Bexhill on Sea bought it and then sold it to our vendor on the 31st August 1993. It was a machine he had owned earlier in his life and as business was successful he treated himself to a tired example. He then entrusted it to Tennant-Eyles of Faringdon in the November who undertook an extensive restoration, with a full engine and gearbox rebuild, full frame and running gear rebuild to a concours standard. Completed and handed over in March 1995 our vendor then covered some 122 miles before his interest in it waned and trialing took over. Stored in a heated garage ever since, it is testament to the rebuild that it now has mellowed perfectly and is probably one of the best G9's in existence. Sold with the V5 and the comprehensive documents from the rebuild.

1966 Matchless G2 CSR 250 cc. Registration number KKH 198D. Frame number 18530. Engine number 59/14 2666. Associated Motor Cycles returned to the 250cc class in 1958 with a brace of all-new models. Shared by the AJS Model 14 and Matchless G2, the four-stroke, overhead-valve power unit incorporated its oil tank within the crankcase and appeared to be of unitary construction, although a separate gearbox was retained. The cycle parts comprised an open, tubular steel frame, closed at the bottom by a pressed-steel channel, complemented by a telescopic front fork and swinging-arm rear suspension. Super sports 'CSR' roadsters arrived in 1962 and continued in production after the basic G2/14 was dropped in July 1963, finally disappearing from the range in 1966. This example was acquired by our vendor from a neighbour in 1995, prior to that it was owned from 1988 by Edward Barker of Mansfield, who had re registered it with DVLA in 1886, as when he bought it from John Pullen of Nottingham it was listed with DVLA as an AJS with a registration number of Q252 AVO. It underwent an engine rebuilt at this time with a new big end and con rod. Our client contacted the AJS/Matchless Owners Club in February 2001 and had its history confirmed as a Matchless G2 CSR, the frame being dispatched by the factory on the 24th January 1966 to Hooley Garage of Nottingham. The engine was dispatched on the 13th March of 1959 as an AJS 14 to Jenkin & Purser of Southampton. It will require recommissioning before going on the road. Sold with the V5C, V5, MOT's from 1988, 1996-1999(as Q252 AVD), 2000 (when it changed to KKH 198D) and 2001, receipt for the engine work and the Owners Club certificate.

1970 BSA Starfire, 250 cc. Registration number FLE 92J. Frame number ED11545 B25S. Engine number ED11545 B25S. BSA acquired the Triumph marque in 1951 and developed the C15 250 cc from the Triumph Tiger Cub; in 1958 they introduced unit construction and the BSA C15 Star was their first model, which was much more reliable than the outgoing C11, although it still had many gremlins. In 1967 it was replaced by the new B25 Starfire and C25 Barracuda, with a stronger crankcase and alloy cylinder barrel. The Starfire was aimed at the all- important US market and was styled as an off road bike with raised exhaust and strengthened handlebars, produced between 1968 and 1970. An unashamed exercise in 'badge engineering', the Starfire and the Triumph TR25W Trophy basically were the same machine except for an alteration in gearing, adoption of different wheel sizes. The range stayed until the end of BSA in 1972. This matching numbers, UK bike was first registered on the 23rd September 1970. Its early history is unknown but in August 2012 it was bought by Rob Prince of Bath with a mileage of 29,980 and he undertook a meticulous restoration over several years. This included a full engine and gearbox rebuild by RTS Products at a cost of £796, at the same time the frame was painted and all ancillaries were overhauled or replaced. His first MOT'd it in the July of 2017 at 30,104 miles and again in 2018 at 30,180 miles. A he was not using it he sold to our vendor in March 2018 but his legs do not reach the ground (he is a race horse jockey) he has not used it so is moving it on. This Starfire is almost an "out of the box restoration" machine, with the nobbles still on the tyres, it will require very little to make it road worthy (there is a slight oil leak on nearside fork). Sold with the V5C, restoration history and two books.

A pair Norton Road holder front suspension and fork units.

Edinburgh silver pickle fork and spoon with pierced thistle pattern terminals together with a small white metal and whale bone handled toddy ladle, 15cm long (3)

A cased Victorian silver Christening Set, by Hilliard & Thomason, hallmarked Birmingham, 1850, comprising knife, fork and spoon, in fitted presentation case.

A Pair of George III silver Sugar Tongs, by Peter and William Bateman, hallmarked London, 1805, together with a set of eight Victorian silver fiddle pattern teaspoons, by Barnard & Sons, hallmarked London, 1873, together with four silver fiddle pattern dessert spoons, hallmarked London, 1878, and a dessert fork, hallmarked London, 1873, alll crested, approx total weight 14.5ozt (14)

A Set of Six Silver Gilt and Red Guilloche Enamel Coffee Spoons, Hallmarks for Atkins bros Birmingham, in a fitted case, also with a silver christening fork and spoon set, Hallmarks for Birmingham, in a fitted case

A George III Silver Pocket Pickle Fork, With a mother of pearl handle, also with five vintage mother of pearl and silver bladed fruit knives, Hallmarks to blades, also with four pen knives, (10)

Norwegian Sterling Silver Olive / Pickle Fork

A stainless steel garden fork and spade set

An early 20th Century cased set of knives and forks with hallmarked silver handles with moulded border pattern and stainless steel blades, Sheffield 1919, John Round & Son, together with a child's hallmarked silver fork and spoon set with bright cut pattern to handles, Sheffield 1920, Robert Pringle & Sons. (2)

A collection of cased silver plated flatware and similar, comprising a late 19th Century knife, fork and spoon set by Joseph Rodgers with moulded beads, scrolls and other decoration, a pair of scissors by Walker & Hall and a communion set of two cups with engraved floral decoration and gilt interior, together with a similar open table salt with gilt interior. (4)

Two boxed Dinky diecast models to include 14C Coventry Climax Fork Lift Truck and 300 Massey Harris Tractor, some paint loss, boxes fair

Eight boxed Dinky diecast models to include Volvo Police Car (243), Johnston Road Sweeper (449), Land Rover Fire Appliance (282 plastic of box discoloured), Range Rover (129), Triumph TR7 (211), Mini Clubman (178), Bedford AA Van (412), Conveyancer Fork Lift Truck Meccano (404)

Five boxed Matchbox Lesney diecast models to include 32 Field Gun , 49 Crane Truck , 32 Field Gun , 15 Fork Lift Truck , 15 Fork Lift Truck. Condition Varies.

Vintage Farming: two vintage hay forks/rakes and a hay fork (head only). (3)

Four silver dessert spoons Sheffield 1923 205g and a silver christening spoon and fork Sheffield 1900 by James Dixon & Sons 67g

Four brass fireside tools including toasting fork with bulls head terminal

A Victorian Silver Table Fork, Together With A Silver Backed Brush, two coin set dishes and three silver spoons

Harry Potter - Mugs, Stainless Steel Creamer, Spoon & Fork all used in Hogwarts great hall. (5).

V (American sci-fi series, 2009-2011) - Hero gag used on kidnapped Lisa, Hobbe's heretic fork used to torture Jeffrey and a heart T-shirt, all with certificates of authenticity..

A SILVER PICKLE FORK WITH CELTIC CROSS FINIAL

THREE BOXED 'EDDIE STOBART' MODELS, FORK LIFT TRUCK ETC

A BOX OF ASSORTED MODEL FORK LIFT TRUCKS

A VICTORIAN HALLMARKED SILVER THREE PRONGED PICKLE FORK WITH MOTHER OF PEARL HANDLED DESIGN

Boxed Sterling Silver Cutlery Set Housed in original fitted box comprising spoon and cake fork of plain form with Celtic knot pattern to handles, each with impressed makers mark 'H A' for Henry Atkin, Sheffield, 1943. Together with six silver plated forks circa 1891, each of large proportion with art nouveau embossed ivy leaf detail, each marked to underside Rd. 172581

SILVER HANDLE FORK AND OTHER ITEMS

ϒA late Victorian silver mounted tortoiseshell page turner by Edmund Bennett, London 1898, the handle wrythen moulded with plain and scroll foliate banding, 42.5cm long; a toasting fork with hallmarked silver handle; a silver plated and mother-of-pearl fork; a French silver beaker; and other items ϒ  Indicates that this lot may be subject to CITES regulations when exported. Please see our Terms & Conditions for more information. 

Yomut Turkmen 4 x 4 gul chuval, Turkmenistan, early 20th century, 2ft. 2in. X 4ft. 0.66m. x 1.22m. The guls divided by colourful chemche motifs within a narrow ivory medallion main border and running dog guards;plain deep chestnut brown lower elem; narrow tuning fork stripe to top edge above two bird's feet motifs; undyed plain-weave back. Velvety wool in a rich palette with dark green and pale blue details.

830 SILVER SPOON AND FORK SET PLUS OTHER SILVER ITEMS AND FILIGREE BOWL, ETC.

WEDGWOOD CRESTED CREAMWARE PART DINNER SERVICELATE 18TH CENTURY/ EARLY 19TH CENTURY with painted fan and leaf borders enclosing two crests with mottos FOR KNIGHT AND REASON, and OVER FORK OVER (possibly for the Cunninghams), impressed maker's marks, comprising twelve dinner plates, 25cm diam.; nine soup plates, 25cm diam.; and four luncheon plates, 23.5cm diam. (25)

A spade and fork

Miscellaneous Silver and Silver Plate. This lot includes a silver toast rack, mustard, two salts with blue liner, three mustard pots (two with blue liners and spoons), the third clear glass with spoon, a silver sugar bowl (tested), six silver cake forks, a pickle fork and two nut picks, various hallmarks.

Miscellaneous Silver and Silver-plate. This lot includes a Victorian silver sugar spoon, London hallmark, dated 1847, mm Joseph & Albert Savory together with a silver-plated sugar spoon, a boxed set of silver plated cake knives, a boxed silver Christening spoon and fork Birmingham hallmark, mm J.B.C & S and a silver-plated rose bowl and glass frog with a further cut-glass bowl. 

Corgi 1169 Ford 'Guinness' tanker, Matchbox SuperKings K-3 'Kellogg's' grain transporter, K-40 'Pepsi' delivery truck and fork-lift, Lonestar 'Birds Eye' truck, and two Seica 'Wall's Ice Cream vans, with product related display material, (boxed),.

Four vintage die cast fork lift trucks - two Dinky 401 (one boxed), Dinky Toys conveyancer and a boxed Linde

Corgi Hyster Challenger 800, a 1113 Hyster fork lift loose in original box, G, Box P

Modern Diecast Vehicles, a boxed group of modern mostly commercial models, including 1:25 scale Conrad 2983 Linde pallet trolley, 2985 Linde E30 Fork lift, 2785 Linde Fork lift (rear wheels detached) and 2996 Linde hand operated fork lift, together with Corgi Super Hauler and Eddie Stobart Models (3) Siku 3460 Hanomag tractor and 1717 Linde fork lift (2) and four others, F-E, Boxes G-E, (15)

Six Georgian Kings pattern dinner forks and one further Kings pattern fork, 21.8 troy oz 

Collection of Dinky die cast toy vehicles including a Foden wagon, a heavy tractor and a Coventry Climax fork lift truck