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![A detailed 1:20 scale model of the U.S. Navy Elco 80-Foot PT Boat 587 [1945] modelled by Fine Art Models with moulded hull a](http://lot-images.atgmedia.com/SR/35440/2746217/91-1-35440_468x382.jpg)
Lot 95
An exceptionally detailed and well-presented 8':1" scale model of the Fishmongers' Company State Barge of circa 1680 by Donald McNarry the carved, scored and painted hull festooned with elaborate decoration along the bulwarks and terminating in the Company's stern badge, fully-fitted and painted interior including two bundles of oars, state cabin laid tables, covered with a blue roof lined with Company burgees and standards, the prow flying a Royal Standard, mounted within a glazed display case with maker's plaques 4¾ x 13 x 4¼in. (12.4 x 33 x 11cm.) overall. This model represents the second State Barge built for the Fishmongers, replacing the first of 1634 (which cost £78). Built in 1662 at a cost of £110 with an additional £78 for painting and gilding, it was a magnificent addition to the annual procession on the Thames and a suitable vessel for a Company that was to produce twenty Lord Mayors during the era of these waterborne pageants. The carver was probably Jonathan Maine who had worked on several of Wren's churches - the splendid bow and quarter badges from this barge can still be seen on display at Fishmonger's Hall and may have transferred to the next barge of 1734.
Lot 96
An exceptionally detailed and well-presented 8':1" scale model of the Skinners' Company State Barge of circa 1680 by Donald McNarry the carved and scored hull festooned with elaborate decoration along the bulwarks and terminating in the Company's stern badge, fully-fitted and painted interior including two bundles of oars, state cabin laid table, covered with a scarlet roof lined with Company burgees, the prow flying a Royal Standard, mounted within a glazed display case with maker's plaques 4¾ x 13 x 4¼in. (12.4 x 33 x 11cm.) overall. Built in 1656 at a cost of £114 10s, this barge was used until replaced in 1738.
Lot 98
A well presented 1:20 scale waterline model of H.M.S. Erebus as abandoned in the Arctic during Sir John Franklin's ill-fated expedition to discover the Northwest Passage of 1845-47 modelled by R.A. Wilson with carved hull, masts and rigging encrusted with snow and ice, set within a frozen seascape with ice flows rising against the hull, mounted within a glazed wooden case with plaques 6¾ x 15 x 7in. (17 x 38 x 18cm.) Carry case; historical notes. Although 65 when he agreed to lead this expedition, Sir John Franklin (1786-1847), a veteran of Trafalgar, was considered the ideal choice having lead previous expeditions by land and sea. Erebus, in company with the nearly identical Terror, was provisioned for three years, including 8,000 tins of meat. Beleaguered by ice in the Victoria Strait in 1846, Franklin died on June 11 1847. The 105 survivors attempted to walk to safety but succumbed to starvation, scurvy and lead poisoning from the tinned food. Subsequent expeditions proved that Franklin had in fact discovered the Northwest Passage, and evidence of the incredible hardships suffered by the crew was confirmed.
Lot 99
A finely detailed and well-presented 32':1" scale waterline model of the iron-framed tea clipper Norman Court modelled by R.A. Wilson with a carved and painted hull, lined decks and superstructure, full suit of shaped and lined paper sails, set on a sea with a mild swell within glazed wooden case with labels. Overall measurements 6¾ x 14¾in. (17 x 37.5cm.). Carry case; historical notes. Built by A. & J. Inglis of Glasgow for Thomas Baring of Hampshire in 1869 and registered at 855 tons gross, Norman Court proved to be a fast and reliable vessel which competed strongly in that era's famous tea races. She was wrecked in a violent gale at Cymmeran Bay, Anglesea, on March 29th, 1883.
![A well-presented and detailed 1:350 scale wood and metal model of the Cunard Liner R.M.S. Queen Elizabeth [1930] modelled by](http://lot-images.atgmedia.com/SR/35440/2746217/103-1-35440_468x382.jpg)
Lot 103
A well-presented and detailed 1:350 scale wood and metal model of the Cunard Liner R.M.S. Queen Elizabeth [1930] modelled by Maritime Replicas in brass and FRP with hull finished in Cunard livery of red and black, wooden decks with fittings as appropriate including covered lifeboats in davits, mounted on four brass columns on display base with plaque and plexi-glass cover. Overall measurements 12½ x 38 x 9¼in. (32 x 96.5 x 23.5cm.)
Lot 105
A .3/16":1ft scale waterline model of the Thames tug Ionia by Bassett-Lowke with carved hull finished in green, black and brown, painted fittings and superstructure with bridge officers, masts and rigging overall 8½ x 18½in. (21.5 x 47cm.) Receipt from Bassett-Lowke dated 1974. Provenance: Commissioned by the vendor from Bassett-Lowke, 1974.
Lot 1127
A mixed lot comprising: two various Pedometers, the first nickel cased example with a Swiss mechanism to an enamel dial, with outside scale of 0 to 1760 yards, and further subsidiaries for 10 miles, 100 miles and 1000 miles, in a hinged and polished case with Exhibition back and reset to the bow, width 1 ¾”, the second in a hinged and plated case, to an Arabic enamel dial with scale of 0 to 12, and blue steel hand, width 1 ¾”, various dates and makers (2)
Lot 1174
A late 20th Century polished stainless steel Chronograph Wristwatch, Poljot, the jewelled automatic movement to a light blue dial, with luminous Arabic numerals and outside track of 1000 to 0 and further internal scale to a rotating bezel, with scale of 1 to 95, and further subsidiaries for minutes and hours, with date aperture at 6, in a polished steel case with screw down back and twin buttons flanking a screw down winding crown and knurled bezel, fitted with a brick link bracelet with delpoyant clasp together with a spare link and papers, width 1 ¾”
Lot 1207
A mid 19th Century Mahogany and box wood lined inlaid Wheel Barometer, Vismara of Bury St Edmunds, the swan neck pediment centred with a cast acorn finial, over a brass backed hydrometer and single scale mercury thermometer, to a convex mirror and concave bezel with convex glass enclosing an 8” dial with scale of 28 to 31, to a signed level, height 38 ½”
Lot 1217
A mid 19th Century Rosewood cased five dial Wheel Barometer, the swan neck pediment over a silvered hydrometer and single scale alcohol thermometer with convex mirror, to a convex Brass bezel and glass enclosing a 10” silvered dial with scale of 28 to 31 over a warranted level, height 42 ½”
Lot 1223
An early 19th Century Mahogany and ebony inlaid Wheel Barometer, Thomas Jones of Liverpool, the swan neck pediment to a silvered hygrometer and detachable bow fronted single scale silvered mercury thermometer over a cast Brass bezel, enclosing a 6” silvered dial, with scale of 28 to 31, to an adjustment screw and signed level, height 39”
Lot 1225
An early 19th Century Mahogany and Boxwood line inlaid Wheel Barometer, F Moulton of St Lawrence Steps, Norwich, the rounded pediment to a baluster column, with a silvered single scale mercury thermometer over a concave cast bezel, enclosing a signed 8” dial with scale of 28 to 31, height 36”
Lot 1237
A simulated Rosewood Mahogany cased triple pad top Bracket Clock, with cast carry handle, the Brass mounted pads and strung corners, before fish scale sound frets and further cloth backed Brass frets beneath a cast Brass dial, to a plinth base and raised on Brass bracket feet, with a 6 ½” silvered circular dial, with outside minute track and blued steel pierced hands, to a movement with plain rectangular plates united by four knopped pillars and anchor escapement and strike on a bell, height 17”
Lot 1268
A mid 20th Century Walnut cased Marine Sextant, D Shackman & Sons of London, No 3567, of typical construction, with pivoting shades and mirrors, to a detachable eyepiece and Brass scale with increments of minus 5 to 135, with further fine adjustment of 0 to 60, in a fitted travel case, width 10 ¾”
Lot 1286
A late 19th Century cast Brass and Iron Balance Scale, W & T Avery of Birmingham, to weight 10 lbs, Class B, the splayed and waisted iron foot, to a twisted and knopped column, with Brass cross bar with chain supported pan, and opposed by a removable compensated arm with removable tray, height 32”, together with a part set of cast Brass bell weights, and a further 12 concentric circular weights
Lot 1568
A Dresden circular trinket box and cover with pink scale borders, the cover painted with a couple in a landscape, together with a German porcelain Meissen style circular trinket box with hinge lid, late 19th Century, enamelled with lovers in a landscape setting within gilt foliate scroll framing and orange scale borders, underglaze blue mark to base, a Sèvres style rectangular green ground trinket box, late 19th Century, the hinged lid enamelled with a putto, the sides with pink roses, pseudo blue painted interlaced L's to base (cover detached) and a Limoges lilac ground jar and cover (chip to base).
Lot 397
SHEPHERD (T). Bath & Bristol Illustrated with Views of Somerset & Gloucestershire. 1969 Facsimile reprint of the 1829 original; [ANON] A Gloucestershire and Bristol Atlas. A selection of old maps and plans from the 16th to the 19th century including the ISAAC TAYLOR (1777) large scale map of the county in full, Bristol and Gloucestershire Archaeological Society, 1961 (2).
Lot 32
Scale Model Equipment Co. Ltd: 1947 assembly drawing and leaflet for No.3 Alta 1947, 1947 assembly drawing for No.4 E.R.A. E-Type, 1948 assembly drawing and leaflet for No.1/S HRG Aerodynamic Sports, 1949 assembly drawing a leaflet for No.2/S Maserati 2-Litre Sports, 1951 leaflet and part-drawing for No.3/S Jaguar XK 120 Sports and Electric Motorising Kit leaflet
Lot 33
Various English makes: Marx (Swansea) 1964 Powerhouse large scale trucks and construction vehicles, twenty pages; Sharma 1980 sit'n'ride toys; Lledo 2000 Days gone 'The Bygone Days of Road Transport Trade Brochure for 2000 Earls Court Toy Fair; Wills Autokits 1984 (originally made Wills for Auto-Models, Finsbury, London) - two-fold leaflet of 1/24 scale cars Nos. one to twenty; 1962 Tiatsa Model Centre and Car Museum leaflet; 1964 Miniature Auto World issues No.1 and No.2
Lot 34
English plastic kit makers: Merit (J.& L. Randall Ltd.) two two-sided leaflets and four instruction leaflets (one cut to remove small paper accessory parts to model) 1955 to 1957; Kleeware (Ideal) 1958 instruction leaflet for Mercedes-Benz 300 Saloon, rest of range on reverse of 1/32 scale kits (7)
Lot 272
A Chamberlain & Co Worcester plate, painted with a solitary female figure in landscape to the centre within a green scale and floral gilt border, 9” diameter, a Chamberlains Worcester plate, painted with sailing vessels within an acorn and oak leaf border, 9” diameter and a Barr Flight & Barr armorial plate "Nunquam Non Paratus”, 8” diameter (a/f) (3)
Lot 326
A late 18th Century fluted Worcester saucer, painted with cartouches of exotic birds and insects on a blue scale ground (blue fret mark) 5 1/2” diameter, a first period Worcester two handled cup with wrythen panels of stylized flora, together with a late 18th Century Worcester coffee cup and matching coffee can and saucer (5)
Lot 354
Arman, bronze with gold patina, sculptured dissected Violin in perspex box Signed edition 134/ 150 ( Edition number partly obscured by mount) foundry mark A .Valsuani perdue, Armand Pierre Fernandez, (born in France1928 died 2005), is one of the most important international object artists and a co-founder and member of the Nouveau Réalisme. He studied at the Ecole Nationale des Arts Décoratifs in Nice from 1946 to 1949 and then continued his studies for two years at the Ecole du Louvre in Paris. An acquaintance with Yves Klein led to the idea of organising joint happenings and events, which the two artists realised in 1953. Armand's neo-dadaist 'Cachets' (stamp prints) of 1955, and later the 'Allures' (prints made with objects dipped into paint) and the 'Coupés' (cut-up objects) followed by the 'Colères' (objects which were smashed and then mounted) were still influenced by Kurt Schwitters. When the last letter of his name was accidentally forgotten on a catalogue cover in 1958, he decided to adopt this spelling of his name. In 1957, Arman became interested in common objects as works of art. First he did what came to be called his "allures d"objet" (object impressions) where he w uld dip an object into paint and press it on canvas; thereby leaving the object's shadow or impression. Then he figured the object itself was worth paying attention to and he started to "treat" them in his own way. Arman's way of treating objects is very special: his intention is to remove the material function of an object so that as a work of art its only possible function is to "feed the mind" and not serve a material purpose anymore. What better way could he find to achieve that result than by breaking, slicing or even burning objects such as a violin, telephone, typewriter or even a whole car. He also makes objects useless by accumulating them (2,000 wrist watches in a plexiglass box are fun to watch but not very functional unless you like to "pick your time") The artist discovered his famous 'Poubelles', Plexiglas cases with rubbish cast in resin, at the beginning of the 1960s. From the 'Poubelles' Arman developed the so-called 'Accumulations', a number of the same objects assembled in show cases. These arrangements consist mainly of objects of every-day life, with which the artist ironically questions the one-sided waste character of mass products. He taught at the University of California until 1968. From 1975 onwards Arman spent seven years working on a monumental sculpture made of 60 cars which he called 'Long Term Parking'. From the mid-1960s Arman made numerous visits to New York, and he soon came to regard the USA as his second home, taking American citizenship in 1972. The stocks of new objects that he discovered there directed him towards new and more abstract accumulations. These culminated in 1967–8 in the Renault Accumulations (e.g. Renault Accumulation No. 106, 1967; see 1986 exh. cat., p. 221), highly sculptural works made from separate pieces suppl ed by the Renault car factory, and in large-scale commissioned monuments such as Long Term Parking (h. 18 m, 1982–3; Jouy-en-Josas, Fond. Cartier Mus.), a gigantic tower consisting of 60 cars embedded in concrete. In his later work he also recast some of his earlier Rages and Combustions in bronze, and in another series, Armed Objects, he used concrete as a base in which to fix the object, somewhat in the way he had previously used transparent plastic. He broadened his imagery to include tools while remaining faithful above all to objects symbolizing the excesses of the consumer society. Arman was also an avid collector of objects, artefacts and works of art, including watches, radios, cars, European pistols, African carved sculpture (especially Kota guardian figures) and Japanese armour Awards: Officier de la Légion d'Honneur, Grand Prix Marzotto, Commandeur des Arts et Lettres, Officier de l'Ordre National du Merite, Member of the Academia Brera. Provenance; Purchased from Windsor and Eton Fine Arts Co. Ltd. 12/12/1979 and now consigned by the purchaser h: 28.50 x w: 17.50 x d: 6 in.
Lot 505
The uniquely dated ‘Discovery Investigations ‘Polar Medal in bronze awarded to Netman D. Kennedy, late Pilotage Service and afterwards Royal Navy: as a result of the hardships endured by such men - Kennedy spent six seasons in Antarctica - the international whale conservation programme was set in motion Polar Medal 1904, G.VI.R., bronze, 1 clasp, Antarctic 1929-34 (Duncan Kennedy), in its case of issue, extremely fine £2800-3200 Ex J. B. Hayward (Gazette No. 2, July 1974, Item No. 283). Duncan Kennedy, who was born in Greenock, Scotland in January 1888, served in the Pilotage Service in the Great War and was awarded the British War and Mercantile Marine War Medals. Previous to joining the Royal Research Ship Discovery II in 1929, he was a fisherman, so it seems natural that he was rated as a Netman - a Petty Officer responsible for operating the various-sized nets used to collect marine specimens - and having served through six Antarctic seasons aboard the Discovery II, he became one of just two Netman awarded the Polar Medal in bronze - and the only man to receive the clasp dated 1929-34. Kennedy and the Antarctic 1929-34 ‘Discovery Investigations ‘As early as 1917, it was recognized that whales were in danger of being hunted to extinction, as a result of which a British Government inter-departmental committee was set up to review the excesses of the whaling industry which then flourished in the Antarctic. However, it was not until 1923 that a committee with the required finances and authority was established to make ‘a serious attempt to place the whaling industry on a scientific basis’. The depletion of whale stocks could be avoided only by controlling the whaling industry, but effective control could not be planned for a painfully simple reason: not enough was known about the habits of whales, their distribution and migration, or of their main food - the shrimp known as krill. Kennedy thus became part of this historic scientific programme that spanned over a quarter of a century. Initially, Scott's old ship, the Discovery, was purchased by the newly named ‘Discovery Committee ‘. Then, in 1926, the steam vessel William Scoresby was added to the initiative, and was tasked with general oceanographic work, commercial scale trawling and whale marking experiments. However, later still, it was decided to build a new steel ship to carry out the indefinite and ambitious series of ‘Discovery Investigations ‘that beckoned, the Discovery II being the result. And in order to meet unknown conditions, her construction required careful planning and much original thought, in addition to the provision of an array of expensive scientific and other research equipment - given the international financial crisis of the early 1930s, evidence indeed of the vital importance of the project. In December 1929, as Discovery II stood ready at London's St. Katherine's Dock, she received a visit from the King of Norway, who possessed a keen knowledge of everything to do with whaling, while her actual departure for her three-year odyssey was captured by a reporter for the Oxford Mail: ‘Hundreds of People gathered to witness the departure of the vessel and after two hours' skilful manÏuvring she was steered into the Thames, where much larger crowds were watching. As the ship glided from her berth girls crowded to the windows of the factories overlooking the dock and waved good-bye to the crew. One very pretty girl, more daring than the rest, climbed out on to a ledge and shouted "A Merry Christmas next week," and the sailors responded with a cheer.’ At 234 feet long, and displacing 2,100 tons, Discovery II was only a fraction of the size of the 10-12,000 ton whaling factory ships active in Antarctic waters. Yet she was the largest research ship ever to explore the Southern Ocean and both the scientists and crew had to take time to get used to a new ship under conditions of intense cold, storm and pack ice. In addition, working the instruments and winches required constant practice, and the surveys, biological collections and hydrographic work were more comprehensive that ever before attempted in southern waters. Kennedy's nets were used for collecting sea plants and animals and were of several different sizes and mesh. The mouth of one tow net was the size of a dinner plate, while another was believed to be the largest in the world, so big that a man could stand upright inside it. Indeed long hours were dedicated to the raising and lowering of such nets in all variety of weather and seas - hard and frequently painful labour on the part of Kennedy, given the prevailing climate and temperatures. Just such conditions that turned Discovery II into a Christmas tree by a combination of gale and freezing seas that sprayed the ship's deck, bulwarks and upper works, thickly encrusting them with ice. Torches of burning waste and paraffin were sometimes necessary to thaw the blocks and sheaves over which ran the wires used to lower nets and instruments into the sea. Under such difficult conditions, a sense of humour was a valuable asset and greatly appreciated by all, and Kennedy’s ways of speech certainly played their part in keeping his fellow crew amused, or certainly according to the expedition’s official photographer, Alfred Saunders, who noted: ‘He had a persistent but unwitting habit of mispronouncing names. One of his jobs was to look after chemical and other scientific stores in the hold. To him sulphuric acid became 'sulfricated acid', hydrochloric acid became 'hydraulic acid', and formalin became 'formamint'. Once when he met a sailor who had had a violent fall on deck still walking about, he said that he thought he had 'discolated' his leg.’ In the present context it is impossible to do justice to the many achievements and adventures of Discovery II and those who served aboard her, but the drama of one particular incident during the ship's second commission (1931-33) deserves the spotlight, for she became the fourth vessel to circumnavigate Antarctica - and the first to accomplish this feat in winter. In January 1932, Discovery II was on her first voyage deep into the Weddell Sea, the first steel ship to penetrate those waters, when, near the position Shackleton had first met ice back in 1916, she became entrapped, her hull and rudder sustaining damage, including a leak in her starboard fuel tank. At one point, on 26 January, her captain wrote, ‘Scientific staff and all spare hands employed this day poling ice floes clear of rudder and propeller’, and it was only with great difficultly that the ship was extricated from her perilous situation. In spite of such danger, the surroundings never failed to make a marked impression on the senses, one crewman recalling that it was ‘impossible to describe the stillness and the quietness in the Antarctic, not a sound to be heard.’ Another notable chapter in Discovery II’s Antarctic sojourn occurred during her third commission (1933-35), when she was able to lend vital assistance to Admiral Byrd's Second Antarctic Expedition. For, on 5 February 1934, the latter was faced with a severe crisis, his only doctor being taken ill with high blood pressure, a condition that necessitated his return home on the support ship Jacob Ruppert, leaving only a medical student with the expedition. Byrd, who could not even consider keeping 95 men in the Antarctic without a doctor, later wrote, ‘I determined then to get a doctor, or else cancel the expedition.’ The previous month, he had been surprised to hear Discovery II's radio operator tapping out morse messages on the airwaves - not that far from each other, the expeditions exchanged greetings. So he now sent a radiogram to the captain of Discovery II, then at Auckland replenishing her supplies, requesting assistance, as a direct result of which Dr. Louis Potaka, a New Zealander, sailed on the ship to rendezvous with Byrd's Bear of Oa
Lot 1128
An interesting Second World War and Korean War pilot’s group of eight awarded to Captain P. Maxwell, South African Air Force South African Korea 1950-53 (Lt. P. Maxwell) officially impressed; 1939-45 Star; Italy Star; War Medal; Africa Service Medal, these four all officially impressed (206941 P. Maxwell); U.S.A. Air Medal (Pieter Maxwell); U.N. Korea (Lt. P. Maxwell) officially impressed; South Korean Campaign Medal, unnamed as issued, good very fine (8) £1600-2000 U.S.A. Air Medal - By direction of the President of the United States under provisions of AFR 30-14 and Section VII, General Orders Number 63, Department of the Air Force, 19 September 1950: ‘Lieutenant Pieter Maxwell, South African Air Force. While participating in aerial flights against forces of the enemy in the Korean Campaign, Lieutenant Pieter Maxwell distinguished himself by meritorious achievement. By successfully completing numerous combat missions in F-51 type aircraft from 20 July 1952 to 2 September 1952, he greatly aided the effort of the United Nations Forces and seriously damaged the military potential of the enemy. Lieutenant Maxwell, flying at dangerously low altitudes in adverse weather over enemy-held territory, rocketed, strafed, and bombed enemy supplies, troops, equipment and transportation facilities. By his agressive leadership and courage and by his superior judgement and flying skill, Lieutenant Maxwell has brought great credit upon himself and the United States Air Force. His actions are in keeping with the high traditions of the South African Air Force.’ Peter Maxwell was born in Pretoria, South Africa, on 16 March 1923. He was educated at Pretoria Boys High School and the Pretoria Technical College, metriculating in November 1940. He joined the S.A.A.F. in July 1941 and began training as a pupil pilot. He left for the Middle East in June 1943, was promoted T/Lieut. and W/S/Lieut. in November 1943, and saw service in Italy with Nos. 7 and 41 Squadrons. Lieutenant Peter Maxwell volunteered for service with the S.A.A.F. during the Korean War, leaving South Africa on 19 June 1952. Joining up with No. 2 (Cheetah) Squadron in Korea, he flew many combat missions, often providing cover to the U.S.A.F. 18th Fighter Bomber Wing. The following incident is recorded in South Africans Flying Cheetahs in Korea by Moore and Bagshaw: ‘The Cheetahs also took a hand in the large-scale outpost battles during October and November. The battle for ‘White Horse Hill ‘and ‘Arrowhead ‘raged between 6 and 15 October and cost the communists 10,000 men.. 61 night bombing missions were flown by 2 Squadron (S.A.A.F.).. It was during one of these missions that Peter Maxwell made a forced landing behind the U.N. front lines. He took off in the afternoon of 14 October with three U.S.A.F. pilots from 67 Squadron to support the defenders of ‘White Horse Hill. ‘On reaching the target he found that his radio was unserviceable. The leader indicated that he should circle to the south and stand by. Peter watched the rest of the flight make three passes at a concentration of enemy troops and then decided to follow his American comrades into the next attack. He wanted to join in the action. It was only when committed to the dive that he noticed the gun sight and all other instruments were not working and then the engine cut out. He pulled out of the dive and, after an unsuccessful attempt to restart the engine, he lined up for a landing on a short emergency strip just behind the U.N. front lines. He overshot the strip and the aircraft was damaged beyond repair, but he himself was unhurt.’ After the Korean War, Maxwell decided to remain in the S.A.A.F. (Permanent Force) and received various postings, including the Central Flying School at Dunottar. He was killed in a flying accident in a Harvard at the flying school at Potchefstroom, while attempting a low altitude roll, on 29 June 1965. Sold with comprehensive research and an original photograph of Maxwell receiving his Air Medal on 9 December 1952.
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