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Lot 48
Jules Rimet World Cup Trophy: Impressive replica 9ct gold plated with UK hallmarks of the famous Jules Rimet trophy which was used between 1930 and 1970. Not to be confused with the poor imitations currently available. The supplier has identical trophies that are commissioned by tv programmes including BBC & ITV. The plaques state the year and the winner of the championship and has the original coupe de monde front plate. This trophy with black moulded base weighs 2.1kg is 32cm high and the angel part is 21cm high and 11cm wide with the base being 10cm wide. Rare chance to obtain such a good replica.
Lot 49
FIFA World Cup Trophy: The current trophy which started in 1974 is stunning with its malachite band around the base. Supplier of this replica 9ct gold plated UK hallmarked trophy is the supplier to tv and even the football hall of fame and is not to be confused with poorer imitations. Trophy is 32cm high and weighs 4.9kg. Stunning item.
Lot 772
Subbuteo Football Memorabilia: Boxed game probably late 1960s containing pitch, advertising hordings, balls, teams, plus boxed goalkeepers. Jules Rimet trophy and much paperwork including advanced rules instructions and adverts. C/W unused subbuteo cufflinks of which era is unknown. Box very good but has word "Charlton" written to front.
Lot 847
Arsenal 1950s Framed Photo: Tom Whittaker showing championship trophy and charity shield to youngsters and ground staff with Alf Field Jack Crayston and Les Compton. Black and white photo measures 12 x 15 inches with frame and mount making it bigger. Possibly a press photo as has been in a frame for many years.
Lot 891
FA Trophy + Vase Final Football Team Sheet Collection: FA Trophy is near complete from 1992 to 2014 only lacking 2004 with the addition of 1984. (23) C/W Near complete run of vase Finals from 1993 - 2014 only lacking 2006 with the addition of the 1990 replay. (21) The majority Colour A4 sheets. (44)
Lot 2
GLASGOW WARRIORS Glasgow Warriors vs Ospreys - 1st of November Exclusive money can't buy Glasgow Warriors experience for 20 guests. This experience includes: · Chauffeur mini bus service to and from the game courtesy of Harry Fairbairn BMW (from anywhere in main land Scotland) · Private use of the Famous Grouse Room at Scotstoun for a maximum of 20 guests. · Two course meal · Half bottle of wine per person · Exclusive whisky tasting · Platinum seat to watch the fixture · Goodie bags from House of Fraser · The chance to have pictures taken with the Guinness PRO 12 Champions Trophy and the chance to meet some of the players Hospitality package includes: 1 welcome drink per person (1 x ginger grouse or soft drink alternative), 2 course meal (Main course and desert) and a half bottle of house wine per person. Soft drink alternatives for children and guests who would prefer non alcohol beverages. When watching the match all guests will be seated together. Guests (who are 18 years or over) will have the option to sample 4 bespoke Famous Grouse whiskies prior to the match (a selection of 4 premium whiskies will be handpicked by the onsite Famous Grouse Ambassador on the day). A Famous Grouse Ambassador will be on hand to discuss any of the products should guests wish to do so. Please note there is no alternative to whisky sampling for under 18s. At half time guests are welcomed back to the private Famous Grouse Room with a View for a complimentary pie. Drinks not included, cash bar facility available. Post match - guests are welcomed back again to use the Famous Grouse Room with a View following on from the game for up to 1hour. Drinks not included, cash bar facility available. Accessible seating -is available on request (must be reserved in advance). Goodie bag will include sample items with a complimentary gift voucher. One mini bus will collect guests from anywhere on Scotland mainland. Pick up and drop off point is to be agreed in advance. Pick up and drop off is from one sole location for all guests. This package must be redeemed and confirmed by Monday 23rd Oct 2015. Item is non refundable, exchangeable or returnable. At least 75% of guests must be 18 years of age or over.
Lot 340
An 18th Century Derby Mansion House Dwarf with moustache, standing with left hand on his hip holding a staff in his right with tall yellow painted hat with drum and flag trophy, his blouse floral decorated on a green dot ground, yellow breeches, floral encrusted base, 19cm high, incised 274 (faults and restoration)
Lot 120
Successor to the well respected but somewhat staid 'pontoon' range, the W111 Series was introduced in May 1959. Soon nicknamed 'Fintails' due to their overt American and Italianate styling cues, the new models were built with safety and passenger comfort as a priority. Charged with translating Paul Bracq's elegant sketches into production reality, Karl Wilfert (body design) worked closely with fellow department heads Josef Muller (engines) and Rudi Uhlenhaut (chassis dynamics) to ensure that the W111 met chief engineer Fritz Nallinger's stringent expectations. Built around a monocoque, it featured independent coil and wishbone front suspension and a swing axle rear (the latter being tempered by a transverse leaf spring that brought welcome extra composure under cornering). Exhaustively tested on German, Austrian and Italian roads prior to release, the 'Fintail' proved to be so well honed that the factory team came first, second and third in the 1960 Monte Carlo Rally. Unveiled in April 1961, the flagship 'Fintail' - the 300SE - was given its own type designation of W112. Powered by a Bosch fuel-injected M189 2996cc straight-six engine (derived from that of the legendary 300SL 'Gullwing'), the luxurious newcomer was equipped with air suspension, four-speed automatic transmission, power steering, four-wheel disc brakes, leather upholstery and burr walnut veneers as standard. Initially available in four-door Saloon guise only, Mercedes-Benz's range topper could be had as a two-door Coupe or Convertible from March 1962 onwards. A decidedly handsome design (roof up or down), the 300SE Cabriolet enjoyed a notably pliant ride and effortless performance. Fearsomely expensive, the rakish soft-top accounted for just 708 sales between March 1962 and December 1967 (though, a mere 92 of those were to right-hand drive specification). First UK registered on 31st December 1964, chassis 11202322005461 is rumoured to have been supplied new to a diplomat who subsequently used it in South America, Australia and North America. Somewhat down at heel when acquired by Mercedes-Benz specialist Walter Nieuwkoop during 2004, the 300SE Cabriolet's subsequent restoration was chronicled in various issues of the UK Mercedes-Benz Club's Gazette magazine. As well as a bodywork rejuvenation and respray, the four-seater received attention to its fuel system, air suspension, cylinder head, hood and brightwork etc. Mr Nieuwkoop was awarded the '40th Anniversary Trophy' at the UK Mercedes-Benz Club's 2008 Christmas Dinner for the work he had put into the car. Further improved since entering the current ownership, the past four years have seen 'CCN 142B' benefit from a rejuvenated air suspension pump and four new air suspension bags (even though only one was leaking) plus the associated pipework. Additionally treated to a stainless steel exhaust and reconditioned automatic transmission not to mention the refurbishment of its Cream leather upholstery, the Mercedes-Benz has not long been serviced and MOT tested. Increasingly collectible, good examples of the 300SE Cabriolet are rightly sought after.
Lot 124
PLEASE NOTE: If you wish to view under the bonnet of this vehicle, please ask a member of staff as it is not a conventional hinge. H&H are indebted to the vendor for the following description: 'Born out of a design exercise that coachbuilder Ghia devised for the innovative Fiat Balilla 508 chassis, the 'S' or Sport version entered production in 1933. Benefiting from a tuned 995cc side valve engine, rear-mounted fuel tank and friction shock absorbers, its credentials as a driver's car were cemented the following year with the adoption of an overhead valve cylinder head and close-ratio four-speed manual gearbox. A popular choice on events such as the Mille Miglia, the 508S was typically supplied in kit-form outside of Italy with concessionaires in the likes of France (Simca), Poland and Czechoslovakia responsible for assembly. The British version, of which fifty were produced, differed from its Continental equivalents by dint of having right-hand drive, knock-on wheels and more elaborate instrumentation. In road tests, the 508S customarily achieved 60mph in third gear and 75-77mph in top, a very good performance for a sub-1000cc car in 1935, while in competition the two-seater often vanquished similar capacity MG and Singer opposition! 'BZ 4078' was one of four Balilla 508S cars dispatched in rolling chassis guise from Turin to the marque's English assembly plant in Wembley. Once bodied, the quartet are thought to have been bought by a Belfast car dealer. In 1965, whilst employed at Loughborough University, I was told of a Fiat Balilla 508S long wing spyder at Stow Maries in Essex. On 1st January 1966 I journeyed through a snow storm and bought 'BZ 4078' from its then owner, Bert Smith. Finished in Black with Maroon upholstery, its body tub was tired and scruffy. When I commenced restoration by rubbing down the bodywork I found that the original paint colour had been British Racing Green. I was able to use the original boot lid, bonnet, doors and wheels. The car had been fitted with a replacement Ford 10 engine but unusually this had been allied to the original four-speed close-ratio gearbox. Many of the instruments were missing. It was necessary to fit a new body tub, wings and floor. As original Fiat 508S engine 995cc parts were difficult to obtain, I fitted a Fiat 508C engine of similar design but much more robust. This engine was used from 1937 to 1951 and is a 1089cc OHV unit. The car has done 21 post-restoration miles and has been carefully stored since its rejuvenation was completed. As the engine is virtually new, it will want running-in, the brake shoes have high spots and no doubt adjustments will need to be made. The accompanying buff continuation logbook lists the Fiat's date of original registration as 28th May 1936. Subsequently, DVLA Northern Ireland confirmed its first owner to be John McGrattan of Bangor County Down who together with W. McMillan, Tommy Black and W. Sullivan achieved some notable competition results aboard 'BZ 4078': International County Down Trophy Race, Bangor - 20/6/1936. Driven by John McGrattan to tenth place. Ulster Automobile Club Hill Climb, Craigantlet County Down - 29/8/1936. Driven by John McGrattan in the Nelson Trophy. International Leinster Trophy Car Race, Tallaght County Dublin - 17/7/1937. Driven by W. McMillan with Tommy Black as his designated reserve. Phoenix Park International Grand Prix Meeting - 11/9/1937. Driven by W. McMillan and W Sullivan in a 7-lap handicap. Craigantlet - 27/8/1937. Driven by McMillan, Sullivan and Montgomery. Took three firsts and a third. Knock Club's Car Trial - 2/10/1937. Driven by McMillan to second. International Leinster Trophy Car Race, Tallaght County Dublin - 16/7/1938. Entered by Mrs R.E. Parish (Bangor) and driven by Tommy Black with McMillan as designated reserve. The car was advertised for sale in the 14th November 1958 edition of Autosport by Graham Readett who is the last keeper recorded in the aforementioned continuation buff logbook: FIAT Balilla 2-seater sports, Ford 10 engined with Ford 8 head, twin Sus, good hood and sidescreens, goes well, gearbox and body a bit rough. £100 o.n.o. - Readett, Luton'.
Lot 130
Syd Lawrence was a talented engineer whose apprenticeship with General Motors was disrupted by World War One. He subsequently worked for Bentley Motors under Nobby Clark and Anzani before setting-up on his own at premises in Southgate, North London. Well known in Bentley circles, Lawrence's workshop soon became a Mecca for those owners who had been previously struggling to keep their cars running on a diminishing stock of original parts. 'VMF 944' a.k.a. the 'Syd Lawrence Special' is believed to have been constructed between 1948 and 1950, using genuine pre-WW2 items from Syd's then held stock of W.O. Bentley spares. It is based on what certainly seems to be an original 3 litre chassis. The number stamped into the front engine cross member - 102/50ML - is Syd's own but the number stamped within the nearside front dumb iron resembles '708' and looks to be a Cricklewood factory marking (though, the final digit has been abraded). Chassis 708 was a Speed Model based on the 9ft 9.5in wheelbase (which the Special mirrors). Delivered new to J. Binning Esq. in July 1924, Clare Hay's authoritative tome 'Bentley - The Vintage Years' says of it: 'Last heard of 1946 . . . Rebuilt on new frame May 1930 after accident'. Whatever their precise origins, Syd used the same number - namely '102/50ML' (1950 Modified Lawrence) - to identify his creation's chassis and engine when registering it with Middlesex County Council on May 1st 1950. Interestingly, Ray Roberts' book 'Bentley Specials and Special Bentleys' suggests that the lightweight two-seater's 4.5 Litre engine was originally numbered as 'KM 3088', while its 4.5 Litre steering box is stamped with 'KM 3089' (the number of the chassis which originally housed engine 'KM 3088'). Initially Green but later Battleship Grey, 'VMF 944' proved a fearsome competitor during the 1950s. Constantly developed by Lawrence who devised his own crankshaft and valvegear designs for it, the 3/4.5 Litre could reputedly rev to 5,000rpm and reach over 130mph. Assorted black and white photos on file show it racing at Goodwood, Silverstone, Boreham and Snetterton, achieving various podium placings along the way. Sold by its creator for £5,000 in 1968 to fellow Londoner John Bertram Vickery, 'VMF 944' benefited from some £46,000 worth of overhauling / improvement works at the hands of marque specialists McKenzie Guppy during 1988-1990 before being sold to Brian Cook Esq some eight years later. Returning to the tracks with Cook, the Special placed third at Montlhery in 2000 and won the 'Con Martens Trophy' for the fastest lap recorded by a non-hybrid Vintage Bentley at the Bentley Drivers' Club's August 2003 Silverstone meeting. Campaigned by Neil Davies on behalf of next keeper Joanna Vassey including a strong finish in the Fox & Nicholl Trophy race at the VSCC's April 2005 Silverstone meeting, the 3/4.5 Litre was further improved by her successor David Dunn who enjoyed outings aboard it at Silverstone, Mondello Park and Phoenix Park. A participant in the Irish Festival of Speed since entering the current ownership five years ago, 'VMF 944' has recently been inspected by Bentley aficionado and Benjafield's Club member Philip Strickland whose findings are outlined below: ENGINE - It is fitted with a new 4.5 litre block. The exact date this was installed is not clear. With triple SU Carburettors, dinner-plate flywheel with ring gear, Borg and Beck clutch, coil ignition (which has replaced a twin magneto set up), ultra-lightweight starter motor (driven by a Varley racing battery), electric fuel pump in place of a pressure or Autovac system, lightweight aluminium radiator and alternator in place of the heavy Smiths dynamo, this engine was constructed for sheer performance, with high revs and good breathing paramount. It started well from cold, was not over noisy and showed a steady 22/24psi oil pressure. It ran cool on the short run we undertook in Dublin traffic. The engine pulled well in all gears with no hesitation or undue noise. CHASSIS - The chassis, front and rear axles all appear to be genuine Bentley components. Andre Hartford friction dampers front and rear (possibly original pattern). FRONT AXLE - The front axle appears to be original but I could not ascertain the number under the paintwork. Fitted with anti-tramp radius arms. REAR AXLE - Rear axle banjo number could not be ascertained but it retained the 3 litre "bowler hat" filler cover still in place, a surprising retention on a race car. It was said to be fitted with a 3.53 axle ratio, but this could not be ascertained, although it felt to be so on test. Mounted on outboard springs set on fabricated outriggers. WHEELS - Well based 19in wheels shod with various race covers. Wheels held in place by lightened locking rings that require a special tool to remove (car originally had standard two-ear Rudge Whitworth locking rings, but the replacements save weight) GEARBOX - "D" type gearbox fitted, changes well. Unable to confirm numbers on box but probably fitted by Syd from his stock of spares. Outboard gear lever. FUEL TANK - 3 litre pattern replica 11 gallon tank fitted between dumb irons in correct place. It is probably made of aluminium sheet, with quick-release cap. BODYWORK - The body is, to say the least, of minimal proportions. Behind the seats is a flat box-like structure in which sits the Varley battery with room for a small bag. No hood or side screens but a tonneau cover. Dashboard sports an array of modern instruments and switches which do not appear out of place but are not period. Radiator is fully enclosed in a cowl, recently replaced by a replica in lightweight ally. Bonnet is in three panels, all separately removable. Outside four branch exhaust currently fitted with a proprietary parallel tube silencer. Car repainted after it left the hands of owner Brian Cook, and changed from Battleship Grey to British Racing Green. Externally it retains its original profile as built by Syd Lawrence. DRIVING - I had a very brief run in traffic conditions, but was able to engage top gear, brake and accelerate rapidly. Steering, gearbox, clutch felt good in all areas but brakes need to be adjusted as the front drums were binding. Car was slightly skittish on the tyres with quite high pressures, but handled the bumps surprisingly well. No crashing of suspension. Oil pressure was around 12psi at tick over and increased to 22psi during run. Engine started well and was extremely lively, with little mechanical noise, apart from the loud rasp of the exhaust. It gave excellent acceleration and very strong pull from low revs. The ride was comfortable although exposed. Water temperature remained very cool. Gearbox was pleasant to use, modern clutch coped admirably. OVERALL - This is a racing sports car. Its appeal is limited by its lack of practicality. It was designed for a purpose and was historically successful. Its appeal probably lies in its associations with Syd Lawrence and his great exploits which are well documented in a file that is to be sold with the car. Subsequently in various hands, it continued to gain success on the track. It has been well maintained and much has been spent on it over the years. Among the more famous 3/4.5 Litre Specials, albeit one made from period parts by a renowned expert rather than a "matching numbers" example, 'VMF 944' possesses its own unique character and a well-known provenance.
Lot 146
Registering to Bid on the Ferrari 250 GT SWB from the Richard Colton Collection: - All Registrations to Bid either In Person, via Commission or on the Telephone must be made by 5pm on Tuesday 13th October 2015 - We require passport identification and a bank reference for the total amount, including commission, which you anticipate bidding to - A £5,000 refundable deposit will be taken upon registering and placed in our Client Account, which will be refunded after the auction - Internet Bidding will not be available on either vehicle For further information, please contact Colette McKay on +44 (0) 1925 210035. H&H are indebted to Ferrari historian and author Keith Bluemel, who has recently inspected chassis 1995GT at first hand, for the following report: 'The 1960 version of the 250 GT berlinetta was designed by Pininfarina and built at the Scaglietti works in Modena. It was first presented to the public at the 1959 Paris Salon, and bore a body style very similar to that of the late series (which are now termed "Interim" for differentiation purposes) berlinettas produced during that year, apart from the omission of the quarter window in the sail panel behind the door glass. The new model was built on a 2400mm wheelbase chassis, with factory type reference 539, and later 539/61. The designations "passo lungo" or "LWB" for the long wheelbase 2600mm chassis, and "passo corto" or "SWB" for the short wheelbase 2400mm chassis, are subsequently adopted terminology to distinguish between the two series of cars. The chassis construction followed the familiar practice of twin large oval section longitudinal members, with substantial cross bracing and a rectangular section front cross member. Suspension was independent coil spring and wishbone at the front, with a rigid rear end featuring semi elliptic leaf springs and radius arms to locate the axle, and hydraulic shock absorbers all round. This model was the first Ferrari production road car to be fitted with disc brakes as standard equipment, and unlike the preceding "LWB" 250 GT berlinetta series, which were all left hand drive, it was available in both left and right hand drive configurations. It was also available in two basic specifications, competition with an aluminium body, lightweight interior trim, and the engine in a higher state of tune, or in "Lusso" (luxury) road trim, when it was normally fitted with a steel body with aluminium opening panels. However, there was a great deal of overlap of the two basic specifications, dependent upon a specific client's wishes, therefore it is not unusual for some road cars to have full aluminium bodies, and/or a higher state of tune engine. The power unit was a further development of the original Colombo designed single overhead camshaft per bank V12 engine, with a capacity of 2953cc, via a bore and stroke of 73mm x 58.8mm, and factory type references 168B, 168, and 168 Comp/61, all with wet sump lubrication. The spark plugs were outside the vee of the block, and there was a bank of three twin choke Weber 38 DCN or 40 DCL/6 carburettors, and Solex C40 PAAI carburettors were also homologated, with a twin coil and rear of engine mounted distributors ignition system, to produce a claimed 220bhp to 280bhp, dependent upon specification. Weber 46 DCF/3 carburettors were a further homologated option, and these were used on the special 1961 competition engines, which together with bigger valves, special exhaust manifolds, and other fine tuning details, achieved the upper levels of power outputs quoted above. The engine was coupled to a four speed + reverse all synchromesh gearbox, which drove through a propeller shaft to the rigid rear axle, for which a range of ratios were available. The gearboxes of the competition cars had ribbed alloy castings, and the road cars normally had plain faced cast iron casings with a ribbed base. The overall design changed very little during the three year production run from 1960 to 1962. However, there are a number of detail differences that identify the period of production of a specific car. Visually they related to things like the addition of front and rear wing vents, the shape of the door window glass, the location of the fuel filler, size and shape of the radiator grille and myriad smaller details. In competition the 250 GT "SWB" berlinettas continued the run of success of the preceding "LWB" models, with three consecutive wins in the Tour de France Auto between 1960-62, winning the Tourist Trophy at Goodwood in 1960 and 1961, winning the GT category at Le Mans in 1960 and 1961, and in the Nurburgring 1000km in 1961 and 1962. These were just a few of the numerous class and overall wins achieved during its reign as the queen of the GT category. Chassis # 1995 GT was the second of only nine right hand drive versions of the 250 GT SWB Berlinetta imported into the UK by Maranello Concessionaires Ltd, and was ordered by them, unsurprisingly, on their order # 2 from the factory in March 1960. The invoice details to the original purchaser indicate that it was supplied in Racing Red, with a red leather interior, red carpets, a steel body, 3.77 rear axle ratio, Dunlop RS4 tyres and a limited slip differential. From the factory build sheets the engine was to semi-competition specification with a 9.5:1 compression ratio, 10mm lift camshafts, triple Weber 40 DCL6 carburettors with intake trumpets and cold air box, rather than an air filter box, and an Abarth completion exhaust system. The factory engine test sheet shows that it produced 252bhp when new on their dynamometer, verifying that it had some competition components in the engine. It was collected from the factory by a Mr R.E. Horning, the manager of Sea Corner Garage, Highcliffe, Hampshire, and transported to the UK on the Milan-Ostend sleeper train on 18 September 1960. He had collected the car on behalf of the new owner, the proprietor of Sea Corner Garage, a Mr E.R.W. Eyre, and upon its arrival in the UK was road registered on UK licence plate WRU 1. The invoice price to the client was £6,376-2s-6d, less a 10% discount, giving a sales figure of £5,926-2s-6d, in pre-decimal currency days. It is not known how long he retained the car, nor how long it was retained by subsequent owners, who included a Mr K. Wilson, a Mr G. Sinclair, Mr Brian Classic, Mr John Broad, Mr David Mulvaney and Mr David Brook, before being purchased by Richard Colton from Maranello Concessionaires Ltd in March 1976, when it is reported to have just had an engine rebuild by Graypaul Motors Ltd, and was showing 49,000 miles on the odometer. The car was owned by him for nearly 40 years, up to the time of his passing in March 2015. The car is no concours queen, but being the second of only nine RHD examples of the model originally imported into the UK, and having had a single owner for such a lengthy period of time, it has great provenance. In Richard Colton's own words "The car has never been "restored", but has always been well maintained on an "as necessary" basis. When you have had a car for so long you know all the things that need doing and you do them when they need doing." Between the time of him buying the car with 49,000 miles on the clock, and 2008 when it had 99,999 recorded miles, he clocked up over 50,000 miles, not only in general road use, but attending rallies and gatherings all over Europe, including Ferrari's 50th anniversary celebrations in the car's birthplace, Maranello, Italy, in 1997. The odometer currently reads 01805, so it has clearly not done many miles in the recent past. Click here for the full description.
Lot 31
- In the current ownership since 1979 - Regular use on club events and rallies - Engine overhaul in 2009 by Robinsons Engineering In the current ownership for some thirty six years, 'Ruby' had been laid up for the previous twenty five years before being acquired in 1979 following which a through restoration was completed in time for the first Lustrum in Holland in May 1980. Since then the vendor advises there have been lots of upgrades and overhauls involving Ian Blackburn, Trevor Cornelius, John Parker, Robinsons Engineering and Ashley Motors. The car has completed 4 Lustrums in all, taken part in the Hexen Rally in Germany, toured Denmark, the Loire Valley and most SNDs in the last 35 years. At SND 1983 the car won the Regnis Trophy for best in Class 6. Finished in Old English White with red leather upholstery and red carpets, weather gear includes an "excellent" black hood and double duck tonneau with "snug fitting" side screens. The engine was totally overhauled by Robinsons of Ferndown four years (and 5,000 miles) ago whilst John Parker supplied an exchange gearbox in 2014. Recently the rear springs have been re-tempered and the steering arm overhauled and refurbished. The odometer shows c.26,000 miles since 1980. Said to "now drive as well as ever" and be a "reliable and comfortable ride, especially for touring with the benefit of two seats in the rear for luggage or passengers", she has been kept in a heated, carpeted garage with dehumidifier. Offered with Swansea V5, old-style logbook, S.O.C dating certificate, numerous invoices, correspondence and an album of restoration photographs, she is only reluctantly offered for sale due to a hip operation making access difficult.
Lot 68
A late Victorian Franglais gilt metal mounted mahogany and marquetry serpentine low vitrine, moulded top inlaid in Ivory and coloured woods with a musical trophy, cornucopia, fluted urns and scrolling foliage, above a shaped glazed door flanked by conforming panels, serpentine legs, 73cm high, 72cm wide, c.1890
Lot 294
An Edwardian silver snuff box, George Unite, Birmingham, 1906, of plain circular form, with monogram, 90.2g; a pair of George V silver trophy cups, Birmingham, 1932, each with inscription, 196.8g in total; an Edwardian silver posy vase, Birmingham, 1907, with flared rim, loaded, 19cm high; a George V silver milk jug and sugar bowl, Chester, 1917, each of plain form, on three bracket feet, 194g in total; a collection of ten fruit forks and five fruit knives, Sheffield, 1896, with mother-of-pearl handles; etc
Lot 580
A MIXED LOT: A George II small vase-shaped caster with embossed decoration, a George III pierced oval salt, initialled (with a blue glass liner), a small modern trophy goblet on plinth, a George IV mounted glass toilet box & cover, initialled, a small Indian pot with two compartments, a brass seal & some cowrie shell & brass jewellery; the caster 4.6" (11.5 cms) high; 6.4 oz weighable silver (lot)
Lot 183
A MIXED LOT: A small Continental table lighter, a small trophy cup, both inscribed, a cocktail swizzle stick, a pair of mounted steel scissors with sheath, four small salt spoons, a Scottish provincial toddy ladle, initialled "A", by Andrew Davidson of Arbroath c.1835, a pair of quaiches and an Italian beaker, inscribed; the latter 3.5" (9 cms) diameter; 15.3 oz weighable silver (12)
Lot 56
Large early 20th Century silver, two handled, baluster shaped trophy cup and cover, 'The Gun Anglers Coronation Cup 1902', the fluted and engraved domed cover surmounted by a sportsman with shouldered rifle, two foliate cast handles to the body with overall foliate engraved swag and stylized decoration, fluted tapering base and circular foot. Birmingham hall mark for 1902, makers initials: J.W. & S. 45 Troy ounces approx.
Lot 478
An Edwardian silver hallmarked twin handled trophy with fluted decoration, London assay 1904, makers mark for William Hutton & Sons, engraved crest scribed Falkland Island Volunteers, presented by His Excellency Govenor Allardyce GMC for general efficiency 1904-5, 16 cm (h) approx weight 349 grams, Est £100 - £150
Lot 1
A New Zealand International Rugby Union jersey from their 1905-1906 tour of British Isles, France and USA, match-worn by legendary tour captain and New Zealand war-hero, Dave Gallaher - widely regarded as ‘The Father of All Blacks Rugby’. The shirt has the embroidered New Zealand fern badge and the stitched canvas overlay to shoulders, upper chest and back area. It is complete with leather v-shape neck-line. Provenance: After the Wales v New Zealand test match in Cardiff in 1905, New Zealand captain Dave Gallaher and Wales captain Gwyn Nicholls were witnessed by a reporter of the South Wales Daily News to be exchanging compliments and handshakes. They also exchanged their jerseys. For many years, Gwyn Nicholls stored the jersey at his business premises, a laundry company based in Llandaff North, Cardiff. Thomas John Mahoney a keen sportsman and general sports fan was employed at the laundry company as a ‘van boy’ and because Gwyn Nicholls was aware of Thomas Mahoney’s enthusiasm for sports, the jersey was gifted to him. It remained within the family of Thomas Mahoney until now and is being offered at auction by his family. Value: The family of TJ Mahoney have decided that this is the right time for them to sell the jersey. Because of this the jersey has been entered with a nominal reserve. Our estimate is based on previous auction prices for All Blacks jerseys from the 1905 tour. History and background to Dave Gallaher and the 1905 tour: Dave Gallaher’s position was generally wing-forward but he also played as hooker. He started playing at his home-town Katikati, South of Auckland and then for Parnell rugby club from 1890. However, his rugby career started in earnest with Ponsonby District Rugby Football Club in 1895. In 1896, he was selected for Auckland province and his first New Zealand cap came on their tour of Australia in 1903, where he was selected for the touring-side’s first ever test match against Australia in Sydney. Gallaher played thirty-three times for his country, winning six test caps, he retired from playing in 1906 to become a coach at Ponsonby and become the sole selector for Auckland province, later becoming a New Zealand national selector for seven years in an extremely successful period. In conjunction with Billy Stead, Gallaher’s vice-captain of the 1905-1906 tour, the pair composed ‘The Complete Rugby Footballer’ (1906) a seminal text for the game of rugby union. Without player-vote, Dave Gallaher was controversially nominated as captain for the 1905-1906 legendary tour of British Isles, France and USA. The team was the first New Zealand Rugby Union to tour outside of Australasia, they played thirty-five matches, winning thirty-four of them, scoring 976 points and conceding only fifty-nine. The touring side became known as ‘The Originals’ and for the first time the nickname ‘The All Blacks’ was used by the British Press. The success of the tour helped cement Rugby Union as New Zealand’s national sport and commenced a ‘new order’ of world rugby which has rarely been threatened in 100 years. Wales versus The Originals, in Cardiff, is regarded as one of sport’s greatest matches with over 47,000 spectators at the Arms Park. Even before kick-off the match had become a landmark game when the Welsh supporters sang ‘Hen Wlad Fy Nhadau (Land of My Fathers)’ in response to the New Zealand player’s stirring performance of the haka. It was the first time a national anthem had been sung before a sporting fixture. There had already been a degree of controversy leading up to the test, particularly in relation to the choice of referee John Dallas, and with regards to the tactics New Zealand had brought with them to the Northern Hemisphere including the role of Gallaher as a roaming wing-forward which many remarked as unsporting with the intent of obstructing opposition players. The controversy continued as the game developed with decisions seeming to go against The Originals. As the referee struggled to keep up with play, there was a ‘try that never was’ and the half-time whistle was reported to have been blown early when Wales were under pressure. Wales were the victors 3-0. Dave Gallaher was born in Ramelton, Co Donegal in 1878. At the age of five he and his family migrated from Ireland to a planned Irish/Ulster settlement in Katikati, south of Auckland in the North Island of New Zealand. In the 1890s he took employment at the Auckland Farming Freezing Company as a labourer where he was to rise to the position of foreman. It is thought that the work helped him build upper body strength and kept him fit. In 1901 Gallaher’s rugby was interrupted as he joined the Sixth New Zealand Contingent of Mounted Rifles for service in the Anglo-Boer War with the objective of ‘…ridding the Northern Transvaal of Boer guerrillas…’ under the command of General Herbert Plumer. Gallaher was appointed as an advance guard, scouting ahead of the main force of men and in 1901, he was hospitalised in Charlestown, Natal with malaria. In a letter to his sister dated 18 October 1901, he wrote ‘….we have a fair share of the fighting all the time and I am still alive and kicking although I have had a couple of pretty close calls, one day I thought I would have to say good bye to old New Zealand but I had my usual luck and so came out all right’. Whilst in South Africa, Gallaher reached the rank of Squadron Sergeant Major and was awarded the Queen’s South Africa Medal and King’s South Africa Medal. He returned to New Zealand in August 1902. Fifteen years later, ten years after retiring from playing rugby and at the age of forty-two, Dave Gallaher returned to the battlefield. Exempt from conscription due to age, Gallaher enlisted voluntarily for action in the First World War. His younger brother Douglas had already been killed in the conflict. Gallaher left for Europe in February 1917 and on arrival was promoted to the rank of sergeant. His unit fought in the Battle of Messines, near La Basse Ville, later preparing for the imminent ‘Passchendale Offensive’. In the attack of Gravenstafel Spur on 4 October 1917, Gallaher was mortally wounded when a piece of shrapnel penetrated his helmet. Dave Gallaher was posthumously awarded the British War Medal and the Victory Medal. He is buried in grave No, 32513 at Nine Elms British Cemetery, west of Poperinge. In 1922 Auckland Rugby Football Club introduced the Gallaher Shield. Ponsonby, Gallaher’s old club, have won the title more than any other team. Internationally, France and New Zealand compete in the Dave Gallaher Trophy, first awarded on Armistice Day in 2000. In 2011 a bronze statue of Gallaher was unveiled outside Eden Park, the home of New Zealand rugby, Gallaher has been inducted into the International Rugby Hall of Fame, the World Rugby Hall of Fame and the New Zealand Sports Hall of Fame In 2005, at Gallaher’s Irish birthplace, the name of the ground of Letterkenny RFC was changed to the Dave Gallaher Memorial Park. In view of the life-story of Dave Gallaher, his profound influence on New Zealand rugby union and his general significance within New Zealand history and culture, while taking into account the impact of ‘The Originals Tour’ and the Wales test in particular, this jersey could rightly be regarded as a ‘Holy Grail’ of New Zealand rugby shirts.
Lot 358
Of interest to Anglesey agriculture historians: A large plain-form silver trophy-cup bearing the following inscription 'THE ANGLESEY AND CARNARVONSHIRE AGRICULTURAL SOCIETY CHALLENGE CUP - Presented by the Secretary - To the Tenant Farmer showing the best Shire Stallion, Gelding or Mare. ON THE SHOW GROUND AND SHOWN IN ANY OTHER CLASS' and on the reverse 'THIS CUP MUST BE WON BY THE SAME PERSON TWICE IN THREE YEARS BEFORE IT CAN BECOME ABSOLUTE PROPERTY' underneath which there are five inscribed presentations of farmers names and farm addresses, dated 1907 to 1912, Mr Hugh Williams, Hafod, Llangwyllog was presented twice in 1910 and 1912, consequently he would have kept the trophy, 29.5ozs
Lot 186
Trade Cards, Cricket,a modern album containing a collection of sets to include Kiddys Popular Cricketers, Kane 1956 Cricketers, set 64 County Cricketers (back Hotspur, Wizard, Rover & Adventure, orange), set of 72 World's Best Cricketers (back Hotspur, Wizard, Rover & Adventure, mauve), CBS Ironmongery Glamorgan Cricketers, Shelley's Ice Cream Essex County Champions and Texaco Trophy Cricket, together with a few odd cards) (all gd/vg)
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