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Lot 706
(1) Skull Comics. Nos. 2-6. Last Gasp Eco-Funnies Co., 1970-72. (2) Dope Comix. Nos. 1-4. Kitchen Sink Enterprises, 1978-81. (3) Inner City Romance. Nos. 1, 3-5. Last Gasp, 1977-78. -and 21 other (mostly 1970s) underground comics, incl. a.o. Middle Class Fantasies (nos. 1-2), Tales from the Leather Nun, Brain Fantasy (nos. 1-2) and Cocaine Comix (nos. 1-2). Some w. stamp "Real Free Press Int. U.P.S." on first page. (total 34)
Lot 71
A. WELLS; Little Housewife Kitchen Equipment, a boxed set of full kitchen units, cooker, washing machine, sink with tap, fridge with interior of box showing kitchen cupboards with cleaning equipment, window with garden, fireplace etc., also with additional boxed set of matching kitchen table and four chairs with plates, pots, pans and dishes and a further boxed set of a kitchen dresser with cupboards and drop-down worktop, width when open 54cm.
Lot 246
BOX WITH HUNDREDS OF BAGS OF OFF PAPER STAMPS, MINT AND USED Box of pure stamps in clear faced sleeves. Estimated couple of hundred packets with one country collections, mint and used, all eras! Masses to go through. Seems to be everything in here except bar the kitchen sink! Thousands of stamps!
Lot 1504
11 Boxed Pedigree play sets / accessory sets to include Sindy's Home (44543 - tatty box), Shower (44573), Bed and Bedclothes (44503). Sink Unit (44548), Eastham E-Line Wall Cupboard (44546), Toilet (44551), Dressing Table & Stool (44505), Eastham E-Line Wall Oven (44550), Washday (44429), Armchair (44520) and Sideboard (44528), plus an unboxed Sindy Wardrobe. (Contents generally appearing gd but unchecked for completeness; some boxes with cuttings)
Lot 1505
Sindy - Collection of ten boxed Pedigree Sindy play sets/ accessory sets to include Caravan (Tatty ends to box), Bath (44540), Sink Unit (44548), Hob Unit (44547), Camping Buggy With Foldaway Tent (44542), Horse (44590), Washbasin Unit (44541), Country Garden, Dressing Table And Stool (44505) and Swimming Pool Set (S539), all appearing complete, in vg condition, boxes mostly vg overall with some showing signs of heavy storage wear, but mostly light signs of storage wear
Lot 370
Collection of various unboxed Sindy related items to include Sindy's Range Rover, 2 x Wooden wardrobes with hangers and draw labels (Pink and white), Sindy's Wardrobe, Sink, Kitchen Countertop, Oven, 3 x armchairs, Sindy's Fridge and Freezer, etc, together with a selection of various plastic dolls in a variety of different clothing, selection of books and annuals to include Rupert, Garfield, Sindy Annual, The World Of The Magic Roundabout, etc
Lot 6191
(Feminism, Women's Liberation, Counter Culture) 'Spare Rib', 24 assorted issues 1975-1978, comprising No.'s 29, 31, 34, 35, 36, 41, 44, 45, 47, 49, 51-56, 58-60, 62-64, 73 & 75, plus six duplicates (No.'s 47,49, 51, 53, 54, 58). Spare Rib was an active part of the emerging Women’s Liberation Movement in the late 20th century. Running from 1972-93, this now iconic magazine challenged the stereotyping and exploitation of women, while supporting collective, realistic solutions to the hurdles women faced. Emerging from the counter culture of the late 1960s as a consequence of meetings involving, among others, Rosie Boycott and Marsha Rowe, the title derives from the Biblical reference to Eve, the first woman, created from Adam's rib. Spare Rib included contributions from well-known international feminist writers, activists and theorists, as well as stories about ordinary women in their own words. Articles tackled many different threads of feminism from many different angles. Subjects included "liberating orgasm", "kitchen sink racism", anorexia and the practice of female genital mutilation. The magazine reflected the sometimes turbulent debates about how best to tackle issues such as sexuality and racism (30)
Lot 43
A Moritz Gottschalk kitchen room set, German circa 1892 with painted blue and cream wooden columns and paper tile effect to interior, with large wooden kitchen table, hanging shelf and a large selection of pewter and tin kitchenalia including jelly and fish moulds, roasting dishes, tart cases, pot, pans, graters and more, painted tin hanging water tank with sink and three wooden peg dolls, (dolls complete), 12” (31cm) tall, 22” (56cm) wide, 14” (36cm) deep, (condition: some general wear mainly to wallpapers).
Lot 85
Collection of painted white wooden Dolls House furniture, English 1920s/30s, including dresser with gold decoration to doors, 5 ½” (14cm) tall, two beds, table, two wash stands, towel rail, hanging shelf, upholstered blue settee and two chairs, a further six chairs, together with larger scale wardrobe with gold painted decoration, 5 ¼” (13.5cm) tall, towel rail, sink, table, chair and two floor standing mirrors, (condition: generally good), (24 items).
Lot 2
Pair of Arts & Crafts silver and gilt goblets, each as a circular bowl with a gilt interior supported by 3 gilt dolphins, on a ring foot, by Hugh Latimer, London, 1979, H.11.4cm, 818 grams, and a related book. (3)Notes: Hugh Alexander Forbes Latimer (1913-2006), was born in Haslemere, Surrey, and became an actor with roles in "Jane Eyre", "Sink The Bismarck", and "Night Train to Paris", amongst others. He learnt metal working at Oundle School, and later became a noted silversmith. (Reference: "My Word", pub. 2004, p.32, where a pair of similar goblets are illustrated, and which is included with this lot)Condition: All over tarnishing, and light scratches, one with small dent with deeper scratches on the dent
Lot 5
A set of silver coffee spoons in a wooden case. With baroque, asymmetric decoration of the handles and a sink at the base of the handle. Hallmarks: 84, letters GK, factory of Gustav Klingert (supplier of the court of His Imperial Majesty), Moscow around 1900. Length 11.5 cm, Weight 245 gr. Width: 32.2cm, Height: 15cm, Depth: 3.5cm, Weight: 0.7kg, Condition: Good, Material: Silver 84
Lot 1031a
Lamson Waterworks lightweight hard alloy large arbor fly reel 4-3/4" across spool face, single tapered handle, and low noise check click set for left hand wind with rear drag adjuster, c/w 2 spare spools, all three fitted with lines; Greys #10/11 Shoot, Greys Platinum SH/H 7/8 and a sink tip line, plus three Lamson neoprene cases.
Lot 529
Fly lines, new and used, as follows: Cortland 444 WF9 FS new. Grey's Platinum WF7 medium sink. Corland 444 SL WF6 F used. Rio Euro Nymph 2/5, indicator tip used. Scientific Anglers sharkskin WF5 F, used. Snowbee WF7 F used. John Norris Tricolour WF5 F used. Scientific Anglers Wet Cel WF7 I used. Snowbee Thistledown WF 2/5 F used. Snowbee Dual Colour WF8 F used (10)
![Commando 7 'The Ship They Couldn't Sink' [fn]](https://cdn.globalauctionplatform.com/f30f6130-9177-4676-ba9c-b0b300af83c1/6837984d-a67f-4054-bbaa-b0b300b0fb91/468x382.jpg)
Lot 17
HMS KELLY BATTLE OF NORWAY GROUP TO CLARK AB RN1939/45 Star, Atlantic Star, Defence Medal, War Medal, LSGC = J/87432 CH, B22521 A E Clark AB (official correction to 'ar' in Clark), Imperial Service Medal = Albert Edward ClarkCondition GVFAlbert Edward Clark was born in Tottenham, London in 1902. He joined the Royal Navy in April 1918.He joined HMS Kelly just as she was leaving the dry dock. Kelly was involved in one of the most famous actions of WW2. Captained by Louis Mountbatten, she took part in the battle of Norway in 1940. On the night of 9th / 10th May, she was torpedoed by E Boat S31. Due to the damage inflicted, Kelly was unable to operate under her own steam. She was towed back to Port by the tug Great Emperor. During the journey, which took four days, the ship was repeatedly attacked by E boats and by the Luftwaffe. The film 'In Which We Serve' starring Noel Coward was based on the story of HMS Kelly. It seems that Clark was possibly wounded during the action as he never again served on board a ship or a shore establishment. After leaving the Kelly, the next entry on his papers shows he was discharged on 8th January 1944. Which accounts for his Loyal Service badge. For his service during WW2, he was awarded the 1939 to 45 Star, Atlantic Star, Defence Medal and end of War. The medals are in their original box with entailment slip. He was also awarded the Fleet reserve LSGC and a EII Imperial Service Medal, which comes with award certificate and box. The group comes with a number of photographs once showing him wearing a Bosnian whistle which is present with the group, pass for HMS Kelly. Three Neptune scrolls named to Clark are also included.A reformed character to get the LSGC, he was imprisoned for being AWOL in 1921 and punished in 1926, having his wages forfeited! The following report by Lord Louis Mountbatten, Captain (D); 5th Destroyer Flotilla, was submitted to the Admiralty on the 20th May 1940: "I had to decide how long to remain hunting this submarine without prejudicing my chance of rejoining the BIRMINGHAM before she made contact with the enemy. I knew from the aircraft sighting report that we were very near the position of this submarine and felt she should be destroyed if time permitted. When, however, at 2018/9 [9th May] an enemy report of four minelayers, three destroyers and one torpedo boat was received from aircraft, I immediately proceeded with the KANDAHAR at 32 knots to rejoin the BIRMINGHAM, who was only just in sight on the horizon and signalled that she had increased to 28 knots. At 2050/9 a destroyer was sighted on the horizon. She turned out to be the BULLDOG, who requested permission to join me, having lost her own force to the Northward after being ordered to sink a floating mine. She came in astern and was endeavouring to catch up. At 2052/9 a Dornier was sighted and fire opened.8. The visibility was fairly good to the Eastward and very good to the Westward, but hazy to the Northward. At about 2230/9 the visibility to port (i.e. to the Northward) became very bad, a bank of mist having formed. At 2242 I ordered speed to be reduced from 32 to 28 knots to allow the BULLDOG to catch up. At 2244 a blurred object was sighted by a number (including myself), about three to four cables on the port beam in the mist, and almost simultaneously I saw the track of a torpedo pass under the bridge.9. After an appreciable delay the torpedo exploded and the ship took up a list of some 12 to 13 degrees to starboard. Details of the damage and the immediate steps which were taken to control it are given in Appendix I.10. With the flames, smoke and escaping steam nothing more was seen of our assailant, nor of the KANDAHAR, who had been close astern. The BULLDOG, however, had been a mile astern and soon appeared in the gloom. I ordered her to drop depth charges to the Northward, being uncertain at this time in my own mind whether our assailant had beena submarine or a Motor Torpedo Boat. I later established beyond doubt that it was at least one, if not two, Motor Torpedo Boats, and since they were never in sight until after they had fired I feel sure that the Dornier we had been firing at had been directing them behind the fog bank by W/T.11. The BULLDOG obtained a good contact and fired a pattern, after which she returned to our aid. At this moment a large vessel appeared out of the fog at high speed, and just missed the BULLDOG. It is presumed that this was the BIRMINGHAM, as she made the "VF" reply on passing.12. The BULLDOG proceeded to take me in tow in the fog which had now become very thick. I consider that the handling of the BULLDOG was a supreme display of seamanship and ship-handling, in that she had the KELLY in tow and was proceeding ahead by 2340/9 less than one hour after the explosion and during which she had carried out a submarine hunt. (For this I consider the greatest credit to be due to her Commanding 0fficer, Lieutenant Commander J.P. Wisden).13. With an excessive bow trim and heavy list, and with the starboard gunwhale awash the KELLY was extremely cumbersome in tow but it was possible to bring hand steering into use, which was of some slight help. HMS Kelly under tow in the North Sea, as seen by one of the Coastal Command aircraft that went to her assistance 11th May 194014. At about 0010/10 [10th May] the noise of a powerful internal combustion engine was heard, and almost immediately a very large white Motor Torpedo Boat appeared out of the fogand rammed the BULLDOG's starboard quarter. She then opened fire with a small pom-pom or large machine gun, but was evidently out of control as she next rammed the KELLY. She struck the KELLY at the break of the forecastle and charged down my starboard side, carrying away the whaler, motor boat and motor boat davits, and knocking guard-rails and the starboard torpedo davit overboard.15. She left behind some parts of her hull and a large clip of ammunition which was handed to the Admiralty Constructive Officer who inspected the ship on her arrival at the Tyne. Her engine was heard to stop, then splutter and finally die out, and although the fog was so dense that she could not be seen, she must certainly have sunk.16. Sometime later the noise of another Motor Torpedo Boat was heard in the fog. We all expected that this second Motor Torpedo Boat would be able to get the KELLY since it was clear that she would be able to sight me first in the fog, but I had machine guns and pom-pom manned in readiness. Fortunately, however, she disappeared without sighting the KELLY.17. The tow consisted of the BULLDOG's 3 1/2inch wire and two shackles of the KELLY's cable. By skilful handling the BULLDOG succeeded in making Westing clear of the danger zone at about 6 knots.18. At 0310/10 the KANDAHAR appeared by herself and at 0430/10 I stopped to allow her to put her starboard quarter alongside the KELLY's starboard quarter and take off my wounded and those men (chiefly of the engine room and wireless departments) who would not be required for fighting the ship, since all machinery was out of action. With no lighting or heating arrangements and a shortage of water and with the sick bay wrecked, the facilities for attending to the more seriously wounded on board the KELLY were not good.19. During the transfer of the wounded the first German aircraft appeared and all guns were in action in both ships as the wounded were carried over.View the rest of the story here.
Lot 116
Four: Able Seaman R. N. Cain, Royal Navy, killed when H.M.S. Curacao collided with the R.M.S. Queen Mary whilst escorting her to the Clyde, 2 October 1942 1939-45 Star; Atlantic Star; War Medal 1939-45, with named Admiralty enclosure, in card box of issue, addressed to ‘Mrs. E. M. Byrne, 90 Beacon Road, Luton, Chatham, Kent’; Royal Navy L.S. & G.C., G.V.R., 3rd issue (J.78777 R. N. Cain. A.B. H.M.S. Cairo.) light contact marks to last, otherwise nearly extremely fine (4) £200-£240 --- Reginald Norman Cain was born in 1902 and joined the Royal Navy as a Boy 2nd Class in 1917. He served during the Great War in home waters in the battleships H.M.S. Impregnable and Royal Oak, and received a War gratuity. Advanced to Able Seaman, he was awarded his Long Service and Good Conduct medal in June 1936, and served in this rate during the Second World War in H.M.S. Curacoa. In September 1942 Curacoa was deployed with the Western Approaches Command at Belfast, to escort convoys in the N.W. Approaches and the Irish Sea. On 2 October 1942 the escort group was tasked to escort R.M.S. Queen Mary on the final stage of a trans-Atlantic passage. The famous Cunard liner, built on the Clyde in the 1930s, displaced 81,125 tons and was the greatest and most luxurious of the pre-war liners. On her maiden voyage she won the ‘Blue Riband’ for the fastest Atlantic crossing. On the outbreak of war she had become a troopship, carrying an entire division (15,000 men) at a time and often steamed without an escort, relying on her great speed for protection. On 27 September 1942 Queen Mary left New York bound for the Clyde, carrying about 15,000 U.S. servicemen. By the morning of 2 October she was some 40 miles north of Tory Island, off the northern coast of Ireland. Just after 7 a.m. the bridge watch sighted Curacao, which signalled that she would take up station five miles ahead, while six destroyers assumed flanking positions a few miles on either side of the liner. For the next five hours the convoy moved steadily towards Scotland, all hands scanning the clear skies for German aircraft. A stiff wind from the north-east was making life difficult for the destroyers racing about in search of U-Boats, but the Queen Mary steamed on majestically, untroubled by the choppy seas. Though the Cunarder was steering a zig-zag course her great speed allowed her gradually to overtake the slower cruiser, and by two o’clock in the afternoon Curacao was only a few hundred yards off the liner’s bow. The Queen Mary’s officer of the watch was increasingly concerned about the Curacao’s proximity and ordered the helmsman to turn slightly away. However, at the same time the cruiser turned even closer to the liner. Queen Mary’s helmsman made a last-ditch attempt to avoid disaster and turned hard-a-port, and for a moment it looked as if the manoeuvre might work. However, the liner’s massive stem struck the Curacao eleven feet forward of her stern at an acute angle, spun the warship round and sliced through her. Staff Captain Grattidge, resting in his cabin, felt a jolt that at first he thought was the near miss of a bomb. But when he reached the bridge he saw, ‘150 feet from the bridge on the port side, almost smothered in awesome clouds of black smoke ... the forepart of a vessel going down. Running to starboard I could see the after end of the same vessel, trembling to settle beneath the waves.’ Both sections of the Curacao were on fire and began to sink. The escorting destroyers raced to the scene but were only able to rescue 101 survivors. Queen Mary herself was under strict orders not to stop for any reason and steamed on. However, her bows had been stoved in below the water line and she had to reduce speed to 10 knots. She arrived safely at Gourock on the morning of 3 October. News of this disaster was blacked out and the loss of Curacao was not publicly announced until 1945, when a formal court of enquiry was convened to examine the cause of the accident. After almost four years of protracted litigation which went to the House of Lords it was held that Curacao was two thirds responsible for the collision and Queen Mary, one third. In total 338 Officers and crew lost their lives when the Curacoa was sunk, including Cain. He is commemorated on the Chatham Naval Memorial. Medals issued to the recipient’s widow, Eleanor Mary Cain, who had subsequently remarried.
Lot 127
A fine Second World War D.S.M. awarded to Chief Electrical Artificer E. A. Head, Royal Navy, who was decorated for his gallant deeds in the cruiser H.M.S. Bellona during Operation Counterblast, a spectacular night action off Norway in November 1944 when nine enemy ships were destroyed: in the words of Rear-Admiral McGrigor, ‘We caught the Hun in his nightshirt’ Distinguished Service Medal, G.VI.R. (C.E.A. E. A. Head, C/MX. 46689) mounted on original investiture pin, extremely fine £1,600-£2,000 --- D.S.M. London Gazette 11 December 1945. The original recommendation states: ‘For his services as Chief Electrical Artificer in charge of Fire Control during the night action off the southern coast of Norway on 12 November 1944. The unremitting diligence and forethought which this Chief Petty Officer has consistently displayed had their reward on the night in question. No material breakdown occurred, reflecting the greatest credit on Head. He set a fine example of thoroughness in preparation and steadiness in action, and showed skill, devotion to duty and steadiness in action.’ Ernest Arthur Head, a native of Gillingham, Kent, was serving in the cruiser H.M.S. Bellona at the time of the above cited deeds, which ship had recently served off Omaha in the Normandy landings and participated in another successful night action in the Bay of Biscay on 5/6 August 1944, south-west of St. Nazaire, in which eight ships from an enemy convoy were sunk. But, as stated, it was for his part in Operation Counterblast on the night of 12/13 November that Head was recommended for his D.S.M. by Bellona’s C.O., Captain (afterwards Vice-Admiral Sir) C. F. W. Norris, D.S.O., R.N., an action described in the following terms in Gordon Holman’s The King’s Cruisers:
‘The luck came shortly after 11 p.m. as they were off Egersund Fjord. It was very dark, but there was good visibility and a calm sea, and keen eyes that had got used to the darkness had no difficulty in making out an enemy convoy steaming north. With the escort, which included “M” class minesweepers, it stretched over a distance of several miles, and was directly in the path of the British warships. For a few tense minutes, Admiral McGrigor allowed his force to close the enemy, the guns ranging all the time. Then, at about two miles range, the Kent fired her first 8-inch broadside.
The shells fell like a sledgehammer blow among the vessels of the convoy. One leading escort ship was hit straight away and began to sink. The Bellona and the destroyers had opened fire, too, and other enemy ships were hit. One, probably filled with ammunition, blew up, lighting the whole scene with a vivid red flash.
Tracer shells weaved an odd pattern in the darkness, and some of the German vessels sent up distress signals. The convoy had scattered and, probably not knowing the strength of the opposition, survivors of the escort were attempting to fight back. One approached the Kent, firing hard, but was hit aft and then lost in the darkness. Another, that was interfering with the destroyers, had a brief period of attention from the Kent and gave no more trouble.
Shore batteries designed to protect these convoys joined in the action, but in the words of the Admiralty communiqué, ‘their fire, although spectacular, was ineffective and none of H.M. ships sustained any material damage’. It was estimated that at one time our cruisers and destroyers were engaged within two and a half miles of the Norwegian coast.
After 20 minutes there was a lull, but when several vessels were seen drawing away, Admiral McGrigor sent in the destroyers. They delivered the final attack by the light of starshells and well under the German shore guns.
Of 11 ships in the convoy, nine were either blown up or sunk and one was driven ashore. In the whole of our force the casualties were two killed and less than a dozen wounded. In the Kent three men were wounded by splinters.
Summing up afterwards, Admiral McGrigor said, “We caught the Hun in his nightshirt. His shore batteries did not interfere until a quarter of an hour after the show started, although once I was so close to the land that I had to alter course to avoid a shallow patch. I will give their ships their due, they fought back very courageously”.’ Yet again, just two months later off Norway, the Bellona and her consorts contributed to another impressive score sheet. The King’s Cruisers continues: ‘ ... This time, however, the Germans, with vivid memories of the previous occasion, were on the alert. As soon as the attack opened, coastal batteries answered our guns. The convoy escort attempted to lay a smoke-screen and powerful searchlights were switched on to “blind” the British force ... There were seven or eight ships in the convoy, including a large tanker and two “M” class minesweepers. Although the smoke made it difficult to get an exact estimation of the final situation, three of four of them were claimed as sunk and the others were either set on fire or driven ashore. The attack was pressed home very close to the rugged Norwegian shore and when the British force was withdrawing at high speed Captain Norris made a signal from the Bellona, “We thought the Admiral was going to call on the Mayor when he made that turn to port” ... Another element did enter into this action, and it was fortunate that Admiral McGrigor had with him two escort carriers. Enemy aircraft shadowed the withdrawing force and, when daylight came, followed up with torpedo-bombers. Naval fighter aircraft from the carriers intercepted the enemy and broke up the attack. One enemy plane was shot down and we lost two aircraft, but both pilots were rescued.’ Bellona ended the War on the Arctic run, completing at least six convoys in the period November 1944 to April 1945. Sold with copied research including Admiralty recommendation and operational reports.
Lot 149
Pair: Petty Officer C. Brassington, Royal Navy South Atlantic 1982, with rosette (ALS (R) C Brassington D149709W HMS Broadsword) official correction to ‘HMS’; Royal Navy L.S. & G.C., E.II.R., 2nd issue (PO (R) C Brassington D149709W RN) extremely fine (2) £500-£700 --- H.M.S. Broadsword took part in the 1982 Falklands War where, on 25 May 1982, she was providing air defence support to H.M.S. Coventry, when a technical fault in her Sea Wolf missile system allowed two Argentine Skyhawks to sink Coventry. Broadsword was hit by one bomb, which bounced up through the helicopter deck and destroyed a Lynx helicopter, before exiting and exploding harmlessly. She subsequently rescued 170 of the sunken Coventry's crew. She also shot down one IAI Dagger during the war.
Lot 689
A scarce 'underage Casualty' sole entitlement British War Medal awarded to Sapper A. J. Crockett, 1/3rd Kent Fortress Company, Royal Engineers, who lost his life, aged 17, when H.M.S. Hythe was almost cut in two by the much larger troopship Sarnia which accidentally rammed her at speed and in pitch-black conditions off the Gallipoli Peninsula on 28 October 1915 British War Medal 1914-20 (2564 Spr. A. J. Crockett R.E.) in damaged named card box of issue, extremely fine £120-£160 --- Alfred James Crockett was born in Gravesend in 1898, the eldest son of James and Eliza Crockett of 19 Prospect Place, Gravesend. His father worked as a steamship seaman, but rather than follow in his maritime footsteps, Alfred attested at Gillingham for the Corps of Royal Engineers and was posted to the 1/3rd Kent Fortress Company. This unit was effectively a 'Pals' Battalion in all senses, dominated by men - often pre-war friends - from Tunbridge Wells, Southborough and the surrounding villages in and around the Ashdown Forest. The men were commanded by the popular Captain David R. H. P. Salomons, sole heir to Sir David Lionel Salomons of Broomhill, a magistrate and former mayor of Tunbridge Wells and Honorary Colonel of the Kent Royal Engineers. Completing his training at Sheffield Hall, Draper Street, Southborough, Crockett and his comrades travelled from Devonport to Malta and on to Mudros Island (Limnos Bay) aboard H.M.T. Scotian. Here, 5 officers and 213 men of the 1/3rd transferred to the waiting 509-tonne former cross-Channel steamer Hythe, commanded by the Admiralty to work on troop movements in the Dardanelles. A small vessel, it was believed that her size and shallow draught would present a smaller target for enemy torpedoes. Leaving Mudros at 1600hrs on 28 October 1915 for the 50-mile journey to Cape Helles, it appears that Hythe was heavily overladen with both men and equipment; as an engineer unit tasked with improving the perilous duckboards and infrastructure on the peninsula, it would be logical that the vessel was packed tight with tools and resources. The dangers were further heightened by blackout conditions in the latter stages to avoid enemy detection. Clive Maier, author of a full account of events published on the Southborough Memorial website, notes: ‘Men were packed on the decks, many huddling under an awning that had been rigged to give a little relief from rain and spray. At about 20:00, as they neared their destination, men donned their kit, drivers went to their vehicles and the Hythe doused all lights. Within minutes the lightless Sarnia [almost triple the gross tonnage of Hythe] was spotted, steaming back empty to Mudros Bay from Cape Helles and on a collision course.’ Desperate to avoid contact, both vessels attempted to change course but it was too late: ‘The Sarnia struck the port side of the Hythe with such force that its bows cut halfway through the ship. That brought Hythe to a dead stop and caused its mast to collapse on top of the awning. Many were killed instantly by the bow and mast, but the others fared little better because the immense damage caused the Hythe to sink rapidly... It was all over in as little as 10 minutes.’ The subsequent enquiry found considerable issue with the sheer numbers of men on board, the lack of life jackets and the inability of many to swim. Many of the survivors - rescued by a lone lifeboat from the (holed) Sarnia - had simply survived by clinging on to floating debris, their fate determined by luck rather than anything else. The tragedy cost the lives of the C.O. and 128 men of the 1/3rd Fortress Company, along with 15 further army personnel and 11 of Hythe's crew. Only 103 members of the 1/3rd survived. The impact of the disaster on the people of Kent, and Tunbridge Wells in particular, is hard to quantify. Much as the forthcoming slaughter on the Somme would prove devastating to vast swathes of industrial England - all 'Pals' who had met the call of Lord Kitchener - the loss of so many Kent men in such circumstances, before they even had the chance to fight, proved particularly upsetting; several pairs of brothers were lost on the Hythe, a father and son drowned together, and some 99 children were left fatherless. For many years afterwards the local people of Southborough held a 'Hythe Sunday' church service to remember loved ones. His body lost to the sea, Crockett is commemorated upon the Helles Memorial, Turkey, one of the youngest servicemen to die during the campaign. As he did not officially enter a theatre of War, he was not entitled to either a 1914-15 Star or a Victory Medal. Sold with a Royal Engineers brass cap badge.
Lot 71
Four: Staff Surgeon A. T. Wysard, Royal Navy, who served in H.M.S. Glasgow at the Battle of Coronel on 1 November 1914 and the subsequent hunting down of the Dresden China 1900, 1 clasp, Relief of Pekin (A. T. Wysard, Surgeon R.N., H.M.S. Barfleur.); 1914-15 Star (St. Surg. A. T. Wysard. R.N.); British War and Victory Medals (St. Surg. A. T. Wysard. R.N.) mounted as worn, good very fine (4) £500-£700 --- Alexander Thomas Wysard was appointed Surgeon, Royal Navy, on 13 May 1896 and joined H.M.S. Barfleur on the China Station on 1 October 1898. He was promoted Surgeon Lieutenant-Commander on 13 May 1904, and Staff Surgeon on 13 May 1905, retiring in 1906. Recalled for service during the Great War, he was posted to H.M.S. Glasgow, and was present in her at the Battle of Coronel on 1 November 1914, where she had a miraculous escape under the cover of darkness; both H.M.S. Good Hope and Monmouth, however, were sunk with the loss of all hands. Wysard was still serving in H.M.S. Glasgow when, along with H.M.S. Kent, the two ships encountered the German light cruiser Dresden, the only warship of von Spee’s squadron to have escaped destruction during the Falklands action, and which the South Atlantic squadron were now hunting down, off the south west coast of Chile on the morning of 14 March 1915. Both British warships opened fire; Dresden fired off only three shots before her guns were knocked out by British gunfire. On fire and holed at the waterline, Captain Lüdecke raised the white flag and sent over a negotiator to gain time while he prepared Dresden for scuttling. At 10:45, the scuttling charge detonated in the bow and exploded the forward ammunition magazines. The bow was badly mangled; in about half an hour, the ship had taken on enough water to sink. This was the end of von Spee’s East Asiatic Squadron. The official history states that the Surgeon of Glasgow (Wysard) was on his way to render aid when the Dresden blew up. Sold with copied research.
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