Engraving of the Augarten (published by Artaria & Co., Vienna, ca. 1840). This engraving depicts the exterior of one of the buildings that served food. You can see pots of chocolate or coffee on the round table in the foreground. The hall in the Augarten was used for concerts beginning in the later eighteenth-century. The concerts took place in the summer in the morning hours. Mozart played there in 1782 with an organizer named Martin. An important anecdote about Beethoven concerns a later concert at the Augarten that was recounted by the widow of the composer and fortepianist Johann Baptist Cramer: ?At an Augarten concert the two pianists were waling together and hearing Mozart?s Pianoforte Concerto in C Minor, K. 491; Beethoven suddenly stood still and, directing his companion?s attention to the exceedingly simple, but equally beautiful motive which is first introduced towards the end of the piece, exclaimed, ?Cramer, Cramer! We shall never be able to do anything like that!? As the theme was repeated and wrought up to the climax, Beethoven, swaying his body to and fro, marked the time and in every possible manner manifested a delight rising to enthusiasm.? (Thayer?s Life of Beethoven, ed. Elliot Forbes, rev. ed., Princeton: Princeton University Press, 1967, p. 209). Sight Size: 5.5 x 8 in. Overall Size: 10.25 x 13.25 in. Framed behind glass.
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JOY DIVISION CP1919 WOODEN SCULPTURE. Impressive wooden sculpture of the CP1919 design that features on the album Unknown Pleasures. Within the block of wood is a wooden sheet that reads "....with gratitude, it has been a great privilege! K (out of passion for art,craft and technology) MATHIAS KNUHR, JULY 2016". In a black presentation box with "For Peter Hook" embossed on the front."I challenged the use of out Trademark here and the gentleman very kindly agreed, doing a Charity Donation and one for me to assuage the guilt! I like it when things turn out well. All that life needs is a showing of respect and consideration. A lesson everyone should learn."
JOY DIVISION PHOTOGRAPHS PHILIPPE CARLY PLAN K. Stunning collection of 13 black and white photographs of Joy Division when they played at Plan K, Brussels on Oct 16th 1979 and Jan 17th 1980. Twelve of the images were taken by Philippe Carly with one taken by Marc Portee. Philippe has signed the majority of his in the lower left margin while Marc has signed the reverse. To include two measuring 5" x 7", nine at 7" x 9.5" and two 8" x 10"."One of the most talented and generous Photographers I have ever met. A really nice genuine man, with a great eye. His photos are a great record of Joy Division as a band at it's best. On our first and only European Tour."
1972 Cotton Cavalier Expert, 170 cc. Registration number PHJ 220 K (see text). Frame number XTM 7112.Engine number EX 3612. In the 1960s, Cotton was going from success to success on the strength of their close relationship with Villiers Engines. In 1965, Villiers was bought by Manganese Bronze and then consolidated in 1966 with AMC under the Norton-Villiers banner. In 1967, Villiers decided that instead of supplying other manufacturers with their competition engines, they would build and launch their own complete motorcycles under the AJS brand using the 250 Starmaker engine as a base. Villiers had plans to build a range of scramblers and an over the counter 250 road racer. This was the beginning of the end for Cotton. With the loss of their long-time engine manufacturer, Cotton was forced to look abroad for another supplier. By 1969, Cotton was using the Italian Minarelli engine to make the Cavalier trials bike and the ISDT Enduro, but production was very small at only five bikes a week being manufactured and success was elusive. These bikes could also be purchased in kit-form for a tax savings, but Cotton's kit bike business was soon hit by government legislation, further dealing a blow to the company. Cottons moved to Stratton Road in 1970 where, in addition to motorcycles, they produced the Cotton Sturdy, a three wheel works truck. During the next ten years they moved premises several times in and around Gloucester before finally moving to Bolton in 1978. They produced a good 250 cc racing machine fitted with a ROTAX engine. However, they were unable to continue due to financial difficulties and closed down in 1980. PHJ was first registered on the 2nd March 1972 as WGV 65K by Douglas Theobald of Risby, Suffolk, the legendary DOT trials works rider; he only kept it for that season before selling it in the August to John Biggs of Hildersham in Cambridgeshire. He then sold it via Mike Bavin Motorcycles of Diss to John Lawrence of Norwich on the 6th January 1973 for £190. It was used for several years before being laid up until 1986 when it emerged after a house move. John recommissioned it and re registered it due to not having its records updated with DVLA (now PHJ 220K). John was not competitive due to the passage of time so sold it to Ray Holloway for £250 for Army Cadets to use in 1987. Ray did not take the V5 to register it as it was being used off road. In February 1996 Leslie Potter of Braintree in Essex bought it for £395 and set about finding out its history which included finding John Lawrence who gave him all of the earlier paperwork. He did not use on the road and sold it to our vendor, an ardent trialist who has stored it in a heated garage for many years. This rare 1972 Cotton Cavalier has now emerged again and now deserves to be used as Douglas Theobald would have done back in the day. It will need recommissioning, again! Sold with the R.F.60, various V5's, various MOT's in both registration numbers, various receipts for works undertaken, John Lawrence's extensive notes and the original photocopy manual.
1954 Bedford TA lorry. Registration number not registered (see text). Chassis number A5LC 36203. Engine number A5 32630. Bedford was a subsidiary company of Vauxhall Motors which was the provider of commercial vehicles for the UK and export markets. The origins of Vauxhall Motors can be traced to 1857 when Alexander Wilson founded the Vauxhall Iron Works in Wandsworth Road, Vauxhall, London. Vauxhall Motors moved to Luton in 1905 and in November 1925 Vauxhall was acquired by General Motors. During World War II production of civilian vehicles was suspended, and Vauxhall was given the task of building the Churchill tanks. Production resumed after the war using the tried and trusted K, M and O types introduced in 1939, and these gave way in 1951 to the new S type and later its 4x4 relative, the R type. This was chosen by the Armed Forces and was to be the standard 4 tonne truck for many years. Normal trucks were not neglected with the A type appearing in 1953 and followed by the D in 1957. All lorries were classed as T for truck then the model type with the number 2, 3, 4 and 5 as the weight they could carry, 5 for 5 tons. This example was exported to New Zealand for use as a Fire Tender with the registration number DV 6773; they were used mainly in the Forrest Conservation Catchments due to the lack of water in remote areas. This one appears to have been retired circa 1994 when it was owned by Canterbury Truck Ltd who sold it to Thomas Gaskin of Christchurch, N.Z. in 1995 and then it made its way back to the UK. Our vendor acquired it some 20 years ago with the intention of putting a tipper bed on it and found a ram and rear lights for this. The body was stripped and red leaded and then time got in the way. It has sat in his barn ever since and he now has no interest in it. Sold with a New Zealand Certification of Registration and a 1990 Loading Certificate. There are no import papers with it and the new owner will have to deal with DVLA with regard to registration.
c. 1937 Velocette KSS Project, 350 cc. Registration number DVN 218 (not registered with DVLA). Frame number TBC. Engine number KSS 10242. Gearbox 10 - 1980. The overhead cam KSS was designed to appeal to the rider seeking a sporting road machine. The overhead cam 350 cc Velocette engine came into being in 1925, and within twelve months had won its first Junior TT, fitted in a new frame designated KSS. The effect of the win made the machine so popular and demand so phenomenal that Velocette had to invest in a new factory to keep pace. Situated at Hall Green, the Birmingham facility then became the home of Velocette for many years to follow. K series engines were produced here at the rate of around 1000 a year until the thirties depression so affected sales of luxury and performance bikes that the company had to refocus efforts on the less expensive 2 stroke and overhead valve powered roadsters. Over the years these GTP (2 stroke) and MAC (ohv) machines became almost equal in performance to the 'cammy' models which had to be upgraded to Mk2 form in 1935 to maintain the performance edge. Always expensive to manufacture and not easy to maintain the KTS (touring) and KSS (sporting) versions continued in production subsidised by sales of the less expensive models, but giving the company a broader range of products to offer the public. There is paper on file stating that KSS Velocette registration number DVN 218, see rear number plate, was Fred Smith ex Doreem of Lightcliffe. Sold with a Spares booklet, buyers should satisfy themselves as to the completeness of this lot.
1912 Rover 3.5 hp, 499 cc. Registration number DS 9837 (non-transferable). Frame number S37508. Engine number 3870. Designed by J K Starley, the Rover safety bicycle represented a breakthrough in bicycle design at the end of the 19th Century. In November 1903 the Rover Cycle Company presented its first motorcycle, an advanced design that featured a well-designed side valve engine; spray carburettor, robust diamond-type frame with twin front down-tubes, and excellent quality of finish. It created a lot of interest and more than 1,200 were sold in 1904. Not all of Rover's rivals could match its reliability though, and public confidence in motorcycles waned as a result, causing a downturn in sales. Rather than jeopardise its reputation, Rover stopped motorcycle production entirely, concentrating on its bicycle business and the development of a Rover car. In 1910 the motorcycle's future seemed more assured, and designer John Greenwood (later of Sunbeam fame) was commissioned to draw up a new engine. A 499cc sidevalve, the new motor incorporated spring-loaded tappets and positioned its Bosch magneto, driven by a 'silent inverted-tooth chain, high and dry behind the cylinder. The carburettor was by Brown & Barlow and the forks by Druid. At the end of 1914 a three-speed countershaft gearbox was added, and from then until its production ceased in 1924, few changes were made to the side valve single. Before the finish, unit-construction overhead-valve 250 cc and 350 cc models were introduced, but by this time the company had decided the future was in car production and the final Rover motorcycles were sold in 1926. This example was restored by the well-respected Peter Autherson of Hull in June 1992 and bought by our vendor in the August of that year. Over the intervening years it has had the occasional outing and always lived in a heated garage and been cherished. He is now of an age when he knows, that as only a custodian of this rare example, it is time to let it move to pastures new. Our auction, with the large selection of unrestored Rovers from the Hanson collection concentrated his mind on the sale. It has recently been run but as with all old machines that see little use it should undergo gentle recommissioning before entering Pioneer events. Sold with the V5C.
c. 1930 Velocette KTP, 350 cc. Registration number not registered. Frame number not found. Engine number KA899. The firm of Veloce Ltd. was formed in 1905 by Johann Goodman. It was a family business that concentrated on sound motorcycle engineering principles. Their first machines were lightweight four strokes; after that a line of top-class 250 cc two strokes was brought out. In 1924/ 25 Percy Goodman designed the 350 cc overhead camshaft model K, a machine destined to win many TTs and other races, starting with the 1926 Junior TT that was won by Alec Bennett, who finished ten minutes ahead of the second placeman. The model KSS (K for overhead camshaft, SS for Super Sports) first appeared in 1925. It had a power output of about 19 HP at 5,800 rpm. From the KSS the successful KTT was developed. This was the first over-the-counter production racer to become available to the general public. In 1930, when twin port heads were becoming fashionable, the company produced the KTP, (K Twin Port) which was essentially a fast touring machine. It stayed in production until the end of 1931, when it was replaced by the KTS. Nothing is known of the history of this machine but it would appear to be an older restoration and appears to be in good order. Recommissioning will be required. There is no paperwork with this lot.
1934 MG PA Midget. Registration number BPL 595 (DVLA not taxed for road use). Chassis number PD 1479. Engine number XPJM1 4139, to include an Arnott Supercharger.The P type Midget was launched in March 1934 as the replacement for the J2. 'Autocar' magazine road tested the P type in November of that year and reported "This latest model is a marked improvement in all respects over its forerunners". Sales literature produced by Abingdon claimed, "In all there are over one hundred new and improved features". With good reports in the motoring press it was no surprise that the car sold well, with serious production starting at the end of January 1934; over two hundred cars a month were coming off the production lines. The P type was fitted with an all new 847cc engine, with three main bearings supporting the rigid crankshaft. Most of the design knowledge gained from previous involvement in production car trials and racing proved invaluable to the production of the P type. The chassis was far sturdier than the J type and the body was less angular and had more flowing lines. When introduced the P type two seater sold for £220. The P type was never intended as a racing model, unlike many of its predecessors, however it was soon seen on the circuits and in 1935 a three car team of P types was entered in the 24 hour Le Mans race. The team was managed by George Eyston and consisted of six ladies affectionately known as "The Dancing Daughters" although they attracted much publicity, they did not fair particularly well against opposition from Singer's 972cc sports car. The Singers took 1st, 3rd and 4th places. This, along with other factors prompted Abingdon to produce a more powerful model, to be designated the PB which was introduced in 1935. The engine capacity was increased to 939cc to give more power and a close ratio gearbox was fitted. The original P type was discontinued in favour of the new model although it was still catalogued at a substantially reduced price. This move failed to sell the remaining stocks and 27 PA’s were converted to PB models by the end of 1935. Production of the PB finally ceased in February 1936 with only 525 being produced. A total of 2,500 P types left Abingdon between 1933 and 1936. They were replaced by the T types. The early history of BPL is unknown but in May 1949 it was acquired by Mitchell Brothers of Carlton Garage, in Forrest Gate, East London. Sid Mitchell, assisted by Doug McGee (a believed ex MG Abingdon race mechanic began to campaign it with many ongoing modifications, including heavily reducing its weight by drilling the chassis, fitting a T type engine, number 4169 (in 1953 along with a colour change to red), with special head (sleeved down to 1150 cc), from 1708, a T type gearbox, K type brakes and a new space frame body. As with most race cars this was a progressive development. S.A. Mitchell entered local events before his first “big” race at Goodwood in 1950. Until 1954 he entered some thirteen events in it according to the records at Silverstone, Snetterton, Goodwood and Brands Hatch with many podium finishes, see http://www.racingsportscars.com/driver/S.%20A._-Mitchell-GB.html. It was then retired and in May 1956 sold to J. Davies in North West London, Peter Birchall of Bowness in 1957, (presumably hill climbed and trialled in Cumbria). Eric Frankland of Yorkshire bought it in May 1960 and then several owners in the region, Antony Farnell, Ernest Precious, William Marshall, Anne Sunley, Russell Cowling in 1966 who owned it until 1973 when I. Goode took over its ownership and asked Ted Gledhill of Pit Stop Garage of Stanningley, Leeds to sell him for it for him in 1978. Roger Crabtree of Sleaford bought it and our vendor bought it for £1,500 in 1983 from him. In 1989 our vendor contacted Mitchells grandson who allowed him the copy the completion photographs that go with the car and confirmed its history, (see letter on file). Today we are left with the original chassis bearing the correct number PA 1479 to the front off side dumb iron, a replacement XPJM1 engine numbered 4139, which is from a 1939 Morris Ten Series 3 and a partial space frame body. Sold with two R.F. 60 log books, a V5, letter from S A Mitchell, a large photographic race history and sundry correspondence. This MG, once restored, will make a worthwhile project that should have no problem being invited to Historic races such as Goodwood.
A 9ct yellow gold Pendant, of V shape, set with three oval emeralds and two diamond points, on a narrow 9ct trace chain, together with a small ruby and diamond ring set on the cross, mounted in 9ct yellow gold, Size L, a small sapphire and diamond ring in 18ct yellow gold, Size K, a small three stone diamond ring, one stone missing, Size M, a broken 9ct yellow gold trace chain, 3.3g (a lot)
An early 20th Century gold ruby and diamond dress ring, of foliate design the principal pear-shape rose cut diamond to the pear shape ruby trefoil and further rose cut diamond detail, ring size K - weight approx 5 grams, condition, overall good - the principal rose cut diamond spreads approx 1ct however this does not reflect the true weight as the depth of the stone cannot be measured
19th century Continental oval porcelain plaque hand painted with a half length portrait of a young Austrian boy wearing a green feather hat, reverse impressed K/3 with label, mounted in black forest carved frame, H16.5cm x W12cm Condition Report & Further Details Click here for further images, condition, auction times & delivery costs
Four boxed 1:50 Corgi Hauliers of Renown model to include CCCC12224 Scania 4 Series General Purpose Tanker Stiller Group, CC13601 DAF CF Curtainside R Swain & Sons Ltd, CC13907 Foden Alpha Curtainside Ken Abram Ltd and CC11912 ERF EC Series Series Step Frame Curtainside - K&P Iddon Transport Ltd (no certificate) all with certificates
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137173 item(s)/page