Bilingual Victory 1914-19 (4) (Pte. H. B. Castle. 1st. S.A.I.; Pte. W. Lambourne. 1st. S.A.I.; L/Cpl. W. E. H. Sterley. 1st. S.A.I.; Pte. C. S. Symons 1st. S.A.I.) glue residue to the reverse of all, very fine and better (4) £80-£100 --- Harold Birks Castle was born in Maitland, Cape Province, in 1887, and attested for the 1st South African Infantry at Potchefstroom on 25 August 1915. Posted to Egypt from 29 December 1915 to 14 April 1916, he transferred to the Western Front and was killed in action on 17 July 1916 during the Battle of the Somme. He is commemorated upon the Thiepval Memorial. William Lambourne was born at Sutton Courtney, Berkshire, around 1879, and attested for the 1st South African Infantry at Potchefstroom on 29 September 1916. Described as a detective (Professional, ex Govt), and declaring former service during the Boer War with the 22nd Imperial Yeomanry and Cape Mounted Police, he joined his unit in France on 11 February 1917 and was killed in action on 9 April 1917. He is buried at Point-du-Jour Military Cemetery, Athies. William Edward Henry Sterley was born in Port Elizabeth in 1896 and attested for the 1st South African Infantry at Potchefstroom on 22 November 1915. Posted to the Western Front, he suffered a gunshot wound to the right foot on 18 October 1916. Evacuated to England per H.S. Asturias, the wound ended his campaign and he was demobilised at Maitland on 5 May 1919, his future address noted as ‘Mohales Hoek, Basutoland.’ Charles Sylvester Symons was born in Burghersdorp in 1895 and attested for the 1st South African Infantry at Potchefstroom on 2 September 1915. Posted to the Western Front, his service record notes that he was recorded as missing in action during the Battle of the Somme on 18 October 1916. His death was later confirmed in March 1917 and he is commemorated upon the Thiepval Memorial. Sold with copied service records for all four recipients.
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Family Group: Pair: Private R. A. Makins, 1st Regiment, South African Infantry British War and Bilingual Victory Medals (Pte. R. A. Makins. 1st. S.A.I.) glue residue to reverse of both, good very fine Cape of Good Hope General Service 1880-97, 1 clasp, Basutoland (Pte. J. G. Makins. P. A. Guard.); Queen’s South Africa 1899-1902, 1 clasp, Cape Colony (J. J. Makin [sic]. C.G.R.) glue residue to reverse of both, good very fine (4) £300-£400 --- Ralph Alfred Makins was born in Port Elizabeth, South Africa, in 1894, and attested for the 1st South African Infantry in his home town on 23 March 1917. Posted to the Western Front he received a gunshot wound to the left elbow on 21 September 1917. Evacuated to the South African Hospital at Richmond, he spent over 6 months under medical supervision before being discharged to depot at Bordon on 8 July 1918. Makins was later discharged as permanently unfit for further military service at Wynberg on 27 December 1918. Sold with copied service record. J. J. Makin served during the Boer War as a Driver for the Cape Government Railways. Sold with copied roll entry, this additionally annotated: ‘working trains in theatre of war.’
British War Medal 1914-20 (4) (L/Cpl. H. H. Bedser. 1st. S.A.I.; 7924 L/Cpl. H. Pierdica -1st S.A.I.; A/Sjt. F. H. Vercueil. 1st. S.A.I. Bgde.; Pte. R. L. H. Whitfield. RHOD 1st. S.A.I. Bgde.) glue residue to reverse of all, very fine and better (4) £70-£90 --- Henry Herman Bedser was born in Uitenhage in 1894 and attested for the 1st South African Infantry at Port Elizabeth on 2 February 1918. Embarked at Cape Town per H.M.T. Caronia 4 March 1918, his active service was postponed in England by a week due to dental extractions. He was later discharged at Maitland in June 1919. Sold with copied service record. Harry Pierdica, a clutch driver (mining), initially served at home with “C” Company, 1st Regiment, South African Infantry, but was struck off strength when he absconded on 1 September 1915. He later returned to service with the Regiment and embarked for England per Llanstephen Castle on 2 February 1916. Sent to the Western Front, he received a gunshot wound to the right forearm on 10 December 1917. Evacuated to the South African General Hospital at Abbeville and Richmond Park Hospital for treatment, he was discharged at Maitland in May 1919. His medals were later issued in 1955. Sold with copied service record. Robert L. H. Whitfield first served during the Great War with the 2nd Rhodesia Regiment before transferring to the South African Infantry Brigade. Sold with copied MIC.
A fine Second War 1943 ‘Middle East’ Flying C.G.M. awarded to Wellington navigator, Sergeant J. P. McGarry, 70 Squadron, Royal Air Force, who crewed with Sergeant T. P. Petrie as his pilot, had already survived an engine failure on take off, and crash landing at 70 mph, a week before the pair’s heroics on the raid to Menzel Temime, 12/13 April 1943. During the latter, not only was their aircraft hit multiple times, but both McGarry and Petrie suffered shrapnel wounds to their legs - in the case of Petrie leading to the amputation of his leg. Despite the state of the aircraft, and indeed both pilot and navigator, the aircraft was nursed home - running out of petrol at the point of the landing some 300 feet above the airstrip. Petrie’s uninjured leg had been strapped to the controls in order for him to continue to fly, whilst McGarry had ignored his own wounds in order to administer to his pilot’s wounds, whilst navigating a course for home. Both McGarry and Petrie were awarded the C.G.M., but Petrie’s wounds were to save his life. McGarry, having recuperated from his leg wound, returned to flying with his crew - only to be killed in action on a raid to Olbia Marshalling Yards, Tunisia, 2 July 1943 Conspicuous Gallantry Medal (Flying), G.VI.R. (1344057. Sgt. J. P. McGarry. R.A.F.) minor edge bruising; 1939-45 Star; Italy Star; War Medal 1939-45, generally very fine (4) £6,000-£8,000 --- Importation Duty This lot is subject to importation duty of 5% on the hammer price unless exported outside the UK --- --- Provenance: Christie’s, March 1986 C.G.M. (Flying) London Gazette 4 June 1943. The original recommendation states: ‘This N.C.O. was Navigator of a Wellington detailed to attack an enemy landing ground on the night of 12/13 April 1943. The aircraft was hit by anti-aircraft fire approaching the target and again after the target had been bombed. The captain [Sergeant T. P. Petrie] was seriously wounded and Sergeant McGarry was wounded in the right leg by shrapnel. Despite personal injuries and with the aid of the Bomb Aimer and Air Gunner, he managed to get the captain from the cockpit and attended to his wounds. The Air Bomber took over the controls and McGarry, with great coolness, successfully rendered necessary first aid and administered morphine to the captain. Despite being fully employed tending his wounded pilot, he continued his Navigator’s duties and gave the Air Bomber the correct course to steer to avoid flying over the Tripoli defence zone. He successfully navigated the aircraft to base landing ground and, although given the option by the captain who returned to the cockpit, to bale out, decided to remain and take his chance with the captain. A successful crash-landing was made in the vicinity of the landing ground. McGarry, suffering from exhaustion, loss of blood and shock, realised the possibility of the aircraft caching fire and, with no thought for his personal safety, took his time to assist his seriously wounded captain from the wreckage. Sergeant McGarry displayed courage, coolness and fortitude of the highest order and his is strongly recommended for the immediate award of the Conspicuous Gallantry Medal.’ Both McGarry and Petrie were awarded the C.G.M. for the above raid, and the following additional detail is provided in Bravery Awards For Aerial Combat, Stories Behind The Award of the CGM (Flying), by A. W. Cooper: ‘A number of men received Conspicuous Gallantry Medals for bravery during operations in the Middle East and in Italy during the period 1943-45. The first two such awards went to members of the same crew flying bomber ops in North Africa. John Patrick McGarry was born in Romsey, Hampshire, in 1921. Prior to his R.A.F. service he had been a window dresser, a rather remote occupation from that of a navigator on 70 Squadron, flying Wellington bombers in the desert. Before his C.G.M. operation he had quite a scare after taking off from Gardabia West, in Libyia, en route for Mahares. They had to return when their port engine cut just after take-off, always the worst possible time for this to happen. The bombs were jettisoned within two minutes of becoming airborne and they crashed at a speed of 70 mph. The aircraft was completely burnt out but the crew had only slight injuries, which shows the skill of their pilot, Sergeant Petrie. Thomas Parker Petrie, aged twenty-nine, was from Dundee, Scotland. Just one week after this hair-raising experience, Petrie, with the same crew, took off in Wellington HF753 DU-O, for Menzel Temime, an enemy landing ground. The date was the night, 12/13 April 1943. On the run-up to the target they were hit by A.A. fire. Despite this, Petrie kept on course and released a stick of bombs across the target. Immediately they were hit again and the Wellington went into a steep dive. Petrie had been badly wounded and his left foot had been almost severed, while Sergeant McGarry, too, had been wounded in the right leg by shrapnel. Petrie got the aircraft back under control, but then the bomb aimer, Sergeant [G. H.] Bennett, helped by Sergeant [G. A.] Smith, the rear gunner, and McGarry, got Petrie out of his seat and gave him first aid. Bennett took over controls while McGarry, still trying to make Petrie as comfortable as possible, continued to navigate, giving the bomb aimer the correct course to steer in order to avoid flying over enemy-held Tripoli. When they got near their own base, Petrie gave the crew the chance to bale out but they decided to carry on and attempt a forced landing. Sergeant Petrie was helped back into his seat. To do this, part of the cabin was cut away and once in position, his right, un-injured leg, was strapped to the rudder bar. As he came into land at a height of 300 feet, their petrol ran out, yet he made a successful crash landing. By this time McGarry was suffering from exhaustion and loss of blood plus shock which set in quickly once the immediate danger was over. All escaped further injury, but the next day the gallant Petrie had his left leg amputated. Both men were recommended for the C.G.M. on 19th April. Sergeant McGarry went on to fly again but on 2nd July, his aircraft was reported missing after an operation to Kairouan Temmari in Tunisia. A Wellington was seen shot down 3 and half miles south of Olbia, which would have been near the target area of the Olbia marshalling yards. He has no known grave, but his name is remembered on the Malta Memorial, Panel 9, Column.’ McGarry was educated at Taunton College, and is also commemorated on their war memorial. Both Bennett and Smith were also killed during this operation. Sold with photographic image of the recipient. Sold together with the following family medals Three: Sergeant F. McGarry, Hampshire Regiment 1914-15 Star (10957 Cpl F. McGarry. Hamps: R.) second digit officially corrected; British War and Victory Medals (10957 Sjt. F. McGarry. Hamps. R.) generally very fine Francis James McGarry was the father of the above, and the husband of Lily McGarry. He served during the Great War with the 2nd Battalion, Hampshire Regiment in the Egyptian theatre of war from 12 December 1915. McGarry was discharged, 16 June 1919 (entitled to Silver War Badge).
Five: Captain R. A. Goer, 151st Ayrshire Yeomanry Field Regiment, Royal Artillery, who used his wireless set with great effect and later fought as an infantryman with the 3rd Battalion, Monmouthshire Regiment, in tenacious hand to hand fighting on the East bank of the Dortmund-Ems Canal 1939-45 Star; France and Germany Star; Defence and War Medals 1939-45; United States of America, Bronze Star (Robert A. Goer) the first four mounted as worn, the last in official case of issue, with riband bar and enamel lapel badge, good very fine (5) £100-£140 --- United States Bronze Star London Gazette 17 October 1946. The official citation by Major W. E. Mitchell, O.C. 151st (A.Y.) Fd. Regt., R.A., states: ‘Captain Goer has distinguished himself by heroic achievement not involving participation in aerial flight. He acted as F.O.O. on foot in support of the 3rd Battalion, the Monmouthshire Regiment during the operation to clear the woods on the East bank of the Dortmund-Ems Canal for the protection of the crossing. Intense opposition was encountered in these woods, and the precipitous banks and denseness of trees made the going very hard and artillery support by observation difficult in the extreme. Nevertheless, Captain Goer showed the greatest determination to provide all possible assistance and for two days and a night fought his way under conditions of greatest hardship with hand to hand fighting and close range sniping going on all around him, making use of any possible chances of observation to direct the supporting artillery fire. During the last twelve hours he was with the remnants of two companies who had been badly mauled, and were then completely surrounded by the enemy and cut off from the rest of the Battalion. In spite of appalling conditions resulting from the previous days exhausting fighting followed by a night of heavy rain and coupled with a lack of food, Captain Goer maintained a spirit of cheerfulness which was exemplary. His communications were failing, but by his dauntless enthusiasm and courage he was instrumental in maintaining the morale of the men with him and so enabling them to hold out against tremendous odds until relieved. By this magnificent achievement under conditions of greatest stress he played a large part in rendering this vital crossing of the canal secure, and so making possible the continuation of the advance.’ Robert Anthony Goer was born in Dudley, West Midlands, on 29 March 1922. Appointed Second Lieutenant in June 1943, he joined 124th Battery, Royal Artillery, and landed on the Normandy beaches with 11th Armoured Division - part of VIII Corps - on 13 June 1944. Sent to the Odon Bridgehead with the 151st Field Regiment, his unit later witnessed action in the Falaise Pocket and at the crossing of the River Seine. Advancing north-east towards Amiens and on towards Antwerp, the 11th crossed the Maas and was subsequently at the forefront of efforts to breach the defences along the Dortmund-Ems canal in late March 1945. Acting as Forward Observation Officer (F.O.O.), Goer’s actions were carefully detailed in A Short History of the 151st Ayrshire Yeomanry: ‘On the 1st April, the regiment came into action in the village of Reisenbach, less than half a mile from the banks of the Dortmund-Ems canal. Up to this point there had been much movement but little firing for the regiment. The first serious call for gunner support came here. A very small bridgehead had been seized but further progress was prevented by the enemy who held a wooded ridge dominating the area of the bridge. The enemy in question were N.C.O. cadets from the training school in Hanover and they clung to their positions most tenaciously. Major Mitchell and Lieutenant Gore who were supporting 3. Mons. in their efforts to clear the ridge, made as much use of twenty-five pounder support as possible, but it was found that the height of the trees made accurate shooting difficult. Also, fighting in the wood was extremely close and confused and the position of our own troops was never certain. Lieut. Goer, acting as F.O.O. with a No. 38 portable wireless set eventually became separated from his wireless and fought as an infanteer with the 3. Mons.’ Goer survived the battle and remained with the 151st Field Regiment for the remainder of the Second World War. Raised Captain, he witnessed V.E. Day from the small Baltic port of Eckernforde, twenty miles to the north of Kiel, before the Regiment was disbanded on 4 February 1946. He died in Southsea, Hampshire, on 1 September 1982.
British War Medal 1914-20 (4) (C.Q.M.S. R. R. Aitkenhead. 1st. S.A.I.; Pte. W. E. Brooke. 1st. S.A.I.; Pte. A. U. Hall. 1st. S.A.I.; Sjt. W. R. Harding 1st. S.A.I.) glue residue to the reverse of all, generally very fine (4) £70-£90 --- Robert Richmond Aitkenhead was born in Glasgow in 1881 and attested for the 1st South African Infantry at Johannesburg on 13 November 1916, stating 5 years of previous service with the 79th Queen’s Own Cameron Highlanders. Embarked at Cape Town for England per Walmer Castle, he was severely wounded in the chest on 26 September 1917. Sent to Richmond Hospital and Eastbourne Convalescent Hospital, he was discharged at Maitland in March 1919. William Edmund Brooke was born in Port Elizabeth in 1894 and attested for the 1st South African Infantry at Potchefstroom on 23 August 1915. Initially posted to Egypt, he transferred to the Western Front on 15 April 1916 and received a gunshot wound when going ‘over the top’. The recipient’s service record adds: ‘On 9th April 1917 patient was wounded whilst advancing over no man’s land by machine gun bullets. Was taken to A.D.S. then to C.C.S. then to Etaples. Arm was amputated at Tooting Hosp. on 29th April, 1917.’ Albert Usher Hall was born in London in 1880 and attested for the 1st South African Infantry at Kimberley on 28 May 1918. Posted to France on 31 October 1918, he was later discharged at Maitland on 11 July 1919. William Ralph Harding was born in Bradford on Avon, Wiltshire, around 1896, and attested for the 1st South African Infantry at Johannesburg on 8 April 1918. Embarked at Cape Town for Tilbury Docks, he arrived in England on 5 June 1918 and served with “E” Company, 2nd (Reserve) Battalion, on the Western Front from 25 August 1918. Awarded 168 hours of detention (reason unknown) two days later, he qualified as a Lewis Gunner on 1 November 1918 and was demobilised at Maitland on 12 November 1919. Sold with copied service records for all four recipients.
A Second War ‘D-Day’ M.B.E. group of four awarded to Captain E. N. Clark, Royal Engineers The Most Excellent Order of the British Empire, M.B.E. (Military) Member’s 2nd type breast badge, silver, in Royal Mint case of issue and outer card box; 1939-45 Star; France and Germany Star; War Medal 1939-45, in named card box of issue, addressed to ‘Capt. E. N. Clark, M.B.E., ‘C’ Flat, 17 Apsley Crescent, Manningham, Bradford, Yorks.’, extremely fine (4) £200-£240 --- M.B.E. London Gazette 24 January 1946. The original Recommendation states: ‘This officer arrived in Normandy early on D-Day with the first convoy and his Section was part of a Company engaged in the discharge of ships off the beaches. He spent a portion of his time on the ships and the other part on the beaches. The latter were under almost continuous enemy shell fire and bombing attack in the early days of the operation. This officer continued with his work setting a splendid example to all under his command by his personal courage and devotion to duty, and was without doubt responsible for the discharge of the ships being completed on time. During the storm period in the second week of the operation when the ships were anchored some three miles off shore and a heavy sea was running, he spent his time in going from one ship to another in an amphibious jeep in order to organise the work and encourage his men. The standard set by this officer in the early days has been maintained consistently throughout the operation.’ Edward Newall Clark was born in West Derby, Liverpool, in 1904 and in 1939 was a road transport manager living at 30 Hall Lane, Liverpool. He was commissioned Second Lieutenant in the Royal Engineers on 12 March 1943, and was appointed a Member of the Order of the British Empire for his services with 9 Port Operating Group on D-Day, 6 June 1944. Advanced Captain, he died in Knaresborough, Yorkshire, on 25 March 1964. Sold with copied research.
Pair: Private R. Mullan, 1st Regiment, South African Infantry British War and Bilingual Victory Medals (Pte. R. Mullan. 1st. S.A.I.) glue residue to the reverse of both, nearly very fine Pair: Private J. W. Pettit, 1st Regiment, South African Infantry British War and Bilingual Victory Medals (Pte. J. W. Pettit 1st. S.A.I.) glue residue to the reverse of both, very fine (4) £70-£90 --- Richard Mullan was born at Castle Rock, County Kerry, Ireland, around 1880, and attested for the 1st South African Infantry at Cape Town on 7 June 1917. Embarked at Cape Town for England on 25 June 1917, his service record notes that he received a severe wound to the wrist on 30 March 1918. He was also gassed on the Western Front before returning to South Africa per Cawdor Castle in January 1919. Sold with copied service record. John Pettit was born in the Cape Province on 17 July 1898 and attested for the 1st South African Infantry at Port Elizabeth on 13 April 1917. Recorded as a Prisoner of War in Germany 24 March 1918, his service record adds that he was detained at Crossen on the east bank of the Oder River and that he was sometime wounded and removed to hospital at Brandenburg. Pettit was later repatriated on 30 December 1918, arriving at the port of Hull per S.S. Frederick VIII. Sold with copied service record.
Three: Private E. Stevens, 1st Regiment, South African Infantry, who was killed in action on 12 April 1917 1914-15 Star (Pte. E. Stevens 4th. Infantry); British War and Bilingual Victory Medals (Pte. E. Stevens. 1st. S.A.I.) glue residence to reverse of all, generally very fine (3) £80-£100 --- Emil Stevens, a farmer, was born in Cradock in 1893, the son of John Ward Stevens of Port Elizabeth, Cape Province, South Africa. Witnessing initial service in German South West Africa with the Eastern Rifles, Stevens attested at Potchefstroom for the 1st South African Infantry on 6 January 1916 and disembarked at Rouen on 27 July 1916. Posted to the Western Front, he survived the Battle of the Somme but was killed in the spring of 1917 during intense fighting for control of the French city of Arras. Aged 24 years, he is buried in Brown’s Copse Cemetery, Roeux. Sold with copied service record and CWGC entries.
British War Medal 1914-20 (3) (L/Cpl. M. Holtman. 1st. S.A.I.; Pte. F. H. Homan 1st. S.A.I.; Pte. W. H. Moss. 1st. S.A.I.) the first planchet only; Bilingual Victory 1914-19 (2) (Pte. G. A. Leak. 1st. S.A.I.; Pte. C. Tunbridge. 1st. S.A.I.) replacement suspension ring to Leak, this mounted from a base-metal watch chain and silvered, glue residue to reverse of all, generally nearly very fine and better (5) £80-£100 --- Martin Holtman was born in Cape Town and attested for the 1st South African Infantry at Potchefstroom on 13 August 1915. Posted to the Western Front, he was wounded in action at Delville Wood on 16 July 1916, his papers adding: ‘he was wounded in hand, several pieces were removed, but some pieces remained’. Frank Hendry Homan was born in Potchefstroom in 1896 and witnessed initial service in East Africa with the Pretoria Regiment, 12th South African Infantry. He subsequently attested for the 1st South African Infantry at Johannesburg on 28 February 1917 and was wounded in action at Messines on 11 April 1918. His medical notes add: ‘T. & T. wound Ant. and Port. middle third Rt. Arm. Compound fracture humerus. Lacerated wound 2” back of arm. Discharge a deal. Musculo spiral and medium nerves involved.’ William Henry Moss was born in East London in 1896 and attested for the 1st South African Infantry at Potchefstroom on 2 September 1915. He was later captured by the Germans on the Somme battlefield on 24 March 1918, serving the remainder of the war at Darmstadt P.O.W. Camp. Repatriated 2 December 1918, he returned home to 27 Ward Street, Kimberley. George Alan Leak was born in Cape Town and attested for the 1st South African Infantry at Potchefstroom on 28 August 1915. Initially posted to Egypt, he disembarked at Marseilles on 20 April 1916 and was soon in hospital suffering from influenza. Returned to the Western Front, he was killed in action on 18 July 1917 during the Battle of the Somme. The son of Frederick Lincoln Leak of Alandale Farm, Huguenot, Cape Province, he is commemorated upon the Thiepval Memorial. Clement Tunbridge was born in Uitenhage in 1896 and attested for the 1st South African Infantry at Potchefstroom on 2 September 1915. Initially posted to Egypt, his service was marred by repeated bouts of illness associated with unclean water. Transferred to the Western Front, he was recorded as missing in action during the Battle of the Somme on 18 October 1916. His service papers record: ‘accepted as dead’ on 11 July 1917. Aged 20 years, he is commemorated upon the Thiepval Memorial. Sold with copied service records for all five recipients.
The Posthumous Lloyd’s Bravery Medal awarded to Third Radio Officer Richard Phillips, S.S. Empire Byron, killed in action on Convoy ‘PQ17’ and awarded a Posthumous Commendation Lloyd’s Medal for Bravery at Sea (Third Radio Officer Richard Phillips, S.S. “Empire Byron”, 4th July 1942) in case its gilt embossed fitted case of issue, extremely fine £800-£1,000 --- Importation Duty This lot is subject to importation duty of 5% on the hammer price unless exported outside the UK --- --- Posthumous Commendation London Gazette 6 October 1942: ‘For services when SS Empire Byron was torpedoed and sunk whilst part of North Russian Convoy PQ17 in July 1942.’ Posthumous Lloyd’s Medal for Bravery at Sea Lloyd's List and Shipping Gazette 31 August 1943 [joint citation]: ‘SS Empire Byron. This ship took part in a North Russian Convoy which was subjected to heavy enemy air attacks. When his vessel was hit by a torpedo Captain Wharton saw the crew away and then left by a raft, from which he transferred to a lifeboat. He divided the men in the three boats between the two big boats. After covering a distance of 250 miles in 52 days they were rescued. Captain Wharton’s courage, determination and powers of command were outstanding during the enemy attacks and it was mainly due to his leadership fine example in the boat that many lives were saved. Third Radio Officer Phillips gave his life through splendid devotion to duty. He carried the portable wireless set to the lifeboat, and despite entreaties to get into the boat he returned to the Bridge to see if he was required by the Master. He lost his life while trying to get away in the port bridge boat’. P.Q. 17: ‘Empire Byron’ and her brave Radio Officer At the end of June 1942, the new 6,645-ton Ministry of War Transport Empire Byron joined 35 Merchantmen to form the ill-fated North Russian Convoy PQ17. Carrying vital war supplies for the Red Army, and under the Close Escort of 11 Destroyers and Corvettes, the Merchantmen followed the usual summer route north of Iceland and, after the Escorts had refuelled at Reykjavik, north of Bear Island in the Barents Sea, and into Kola Inlet, North Russia. To as far as Bear Island, the Convoy and Escort was to be covered by the 1st Cruiser Squadron, comprising H.M.S. London, H.M.S. Norfolk, the U.S.S. Tuscaloosa and U.S.S. Wichita. Standing off to the north-east of Jan Mayen Island, distant heavy support was to be further provided by the Commander-in-Chief Home Fleet, Sir John Tovey in the York, the Battleship U.S.S. Washington, the British Cruisers Cumberland and Nigeria, and a further 14 Destroyers. Incomplete intelligence was received at the Admiralty that the Battleship Tirpitz had put out of her Norwegian anchorage and was at sea heading for PQ17. Staff Officers at the Admiralty and Tovey at sea disagreed, but were unfortunately overruled, and in an unfortunate example of ‘back-seat driving’, Admiral Pound ordered the 1st Cruiser Squadron to withdraw westward at nigh speed, and signalled PQ17’s Close Escort Commander at 0923 hours on 4 July: ‘Immediate. Owing to the threat of surface ships convoy is to disperse and proceed to Russian ports’. Minutes later, the First Lord urgently repeated: ‘Most Immediate. My 9.23 of the 4th. CONVOY IS TO SCATTER’. By evening, the east-bound Merchantmen and Close Escort were fatally strung out over 25 miles of wild Arctic sea. Junkers 88 aircraft from the Third Squadron of KG30 swarmed in to cripple the cordite-laden Bolton Castle and Zaafaran, while Admiral Schmundt’s ‘Ice Devil’ Submarines hastened to pick off stragglers ‘in a U-Boat’s’ paradise’. All in all they sent to the bottom in the holds of 25 ships, 210 aircraft, 430 tanks, 3,350 trucks and nearly 100,000 tons of spare parts and other supplies desperately needed by the Red Army; it reeled before the murderous advance of German Army Groups A and B. To the survivors of PQ17 it appeared that the preservation of British and American capital ships was more valuable than the convoy, the war material carried, and indeed, the seamen who perished. 6 a.m. found the crew of the PQ17’s Rear-Commodore’s Ship Empire Byron exhausted after 36 hours at action stations. The Master, Captain Wharton, had fallen asleep in an armchair having given up his bunk to the Lieutenant-in-Charge of the Maritime Artillery Unit who had been on alert even longer. It was the Empire Byron’s second North Russian Convoy and in her hold she carried a precious cargo of the new Churchill Tanks. Two miles away, at 07:15, Lieutenant-Commander Bielfeld of U -703 launched two torpedoes, both of which passed harmlessly ahead of the target. Biefeld believed he had missed astern, so added a couple of knots to the Merchantman’s estimated speed, and fired tubes II and IV. When the torpedoes missed even farther ahead, he hastened his crew to turn the boat round so as to bring her stern tube to bear. An hour later U-703 was again in an attacking position, but this time the ship’s speed had been accurately determined at eight knots. There was no doubt about the fifth torpedo, and at 08.27 Empire Byron received a direct hit in the Main Engine-Room. Wharton was so soundly asleep that he had to be woken by the Gunnery Lieutenant who informed him of the torpedoing. ‘He looked outside: there was pandemonium as the crew were already struggling to leave the ship; three of the four lifeboats had been lowered, and the fourth was on its way down. Wharton went to the Bridge to see that all papers and documents were destroyed. The Second (sic) Radio Officer, a Manchester man, asked whether he should fetch an emergency wireless for use in the boats, but Wharton told him the set had already been sent aboard them . . . Wharton dived into the sea. He was picked up by a raft, and transferred to one of the lifeboats. He ordered all the men to concentrate in two of the lifeboats, one of which had an engine. There were several bodies in the sea, one of which he recognised to his horror as being that of the young Manchester Radio Officer to whom he had spoken only minutes before . . .’ Together with the Mancunian Third Radio Officer Richard Phillips, the sinking of the Empire Byron resulted in the loss of two other crew, three Gunners trapped below, and one passenger.
Pair: Private C. R. Church, 1st Regiment, South African Infantry, who was killed in action during the German Spring Offensive on 24 March 1918 British War and Bilingual Victory Medals (16531 Pte. C. R. Church 1 SAI) these both later issues, glue residue to reverse of both, nearly extremely fine Pair: Private E. E. Larsen, 1st Regiment, South African Infantry, who was killed in action on 18 July 1916 British War and Bilingual Victory Medals (Pte. E. E. Larsen. 1st. S.A.I.) glue residue to reverse of both, very fine (4) £140-£180 --- Cecil Redvers Church was born in Cape Town on 29 June 1895 and attested for the 1st South African Infantry on 24 July 1917. Her embarked from Southampton to Rouen on 14 February 1918 and joined “A” Company in the trenches to the north-west of Peronne. Initially reported as missing in action on 24 March 1918, his death was later reported to his father Jacob de V. Church on 3 October 1918; he is buried at Hem Farm Military Cemetery, Hem-Monacu, France. Sold with copied service record and a colour photograph of the recipient’s headstone. Ernest Edward Larsen was born in 1897, the son of Ellen Larsen of 22 Diesel Street, Port Elizabeth, South Africa. He attested for the 1st South African Infantry at Potchefstroom on 23 August 1915 and witnessed initial service in Egypt from 29 December 1915. Sent to Mustapha suffering from scabies, he was transferred to France on 15 April 1916 and was killed in action a short while later during the battle of the Somme; aged 19 years he is commemorated upon the Thiepval Memorial. Sold with copied service record and CWGC entries.
An outstanding Second War Coastal Command Immediate D.F.M. group of four awarded to Flight Sergeant J. S. ‘Jack’ Garnett, Royal Air Force Volunteer Reserve As Second Pilot to Flying Officer J. A. Cruickshank in a Catalina of 210 Squadron on 17 July 1944, Garnett’s name is indelibly linked to one of the finest Victoria Cross actions of the war: but for his own stoicism in facing off his wounds and taking over the controls, none of his crew would have reached safety Distinguished Flying Medal, G.VI.R. (1390283 F/Sgt. J. S. Garnett. R.A.F.); 1939-45 Star; Atlantic Star; War Medal 1939-45, mounted for wearing, nearly extremely fine (4) £14,000-£18,000 --- Importation Duty This lot is subject to importation duty of 5% on the hammer price unless exported outside the UK --- --- D.F.M. London Gazette 29 September 1944. The original recommendation states: ‘This N.C.O. was the Second Pilot of a Catalina aircraft which sighted and attacked a fully surfaced U-boat on the 19 July 1944. The attack was pressed home at a very low altitude by the Captain in the face of heavy and intense flak which killed the navigator/bomb aimer outright, severely wounded the Captain and front gunner as well as slightly wounding Flight Sergeant Garnett. Immediately after the attack the Captain collapsed in his seat. Flight Sergeant Garnett, promptly took over the controls, righted the aircraft and climbed into a fog patch ahead of him. From then on Flight Sergeant Garnett assumed the captaincy of the damaged aircraft and organised the crew for the homeward journey of five hours. Although not qualified as a First Pilot on Catalinas he brought the damaged aircraft safely back to base and successfully landed it in difficult water conditions (glassy calm) in the half light of early morning. Owing to the damage sustained to the hull, it was necessary to effect an immediate beaching, which operation he conducted with conspicuous success and beach it finally in an extremely well chosen spot. From the moment he took charge he handled the situation in the manner of an experienced First Pilot. By his prompt action immediately after the attack, his skill in flying the aircraft back to base without a navigator, his successful landing and well-judged beaching he undoubtedly saved the lives of his crew and was responsible for the safe return of his aircraft.’ John Stanley Garnett was born in Barnet, Hertfordshire on 4 November 1911. Joining the Royal Air Force Volunteer Reserve, he was selected for pilot training and qualified for his ‘Wings’ in Canada, in addition to attending a navigation course at Pensacola, Florida. He subsequently joined the strength of Coastal Command’s 210 Squadron in early 1944 and, by the time of the above related action, had completed about 100 hours of operational flying. And that action is best summarised in Chaz Bowyer’s For Valour – The Air VCs: ‘ … At 1.45 p.m. Cruickshank got airborne from the Sollom Voe base to start a patrol calculated to last at least 14 hours. For the next eight hours the Catalina swept its patrol area, seeing little of importance, and its crew were reaching the point of thinking ahead to the return to base at the end of yet another monotonous sortie. Then, at 9.45 p.m. the radar showed a contact at 6821N, 0556E, - a surface vessel some 43 miles ahead. The flying boat at that moment was flying at 2000 feet above the ocean and Cruickshank’s immediate reaction to the sighting report was to approach the unidentified ‘contact’. Further on he suddenly saw the vessel - a submarine, doing approximately 14 knots on the surface. At first the crew thought it must be a ‘friendly’ sub, but Cruickshank ordered a recognition cartridge to be fired and the code letter of the day to be flashed to the submarine to ensure identification. His answer was an immediate heavy box barrage of flak - it was a German U-boat. Cruickshank’s response was to pull the Catalina into a complete circuit around the U-boat and begin his first run-in, descending from 1,000 feet to 50 feet as he nosed towards his target. At 1,000 yards’ range the Catalina’s front gunner commenced firing to make the German gunners take cover, and his tracers splashed around the submarine’s conning tower and ricocheted away in crazy parabolas; then the waist blister guns joined in the attack. Roaring over the U-boat the Catalina’s depth charges failed to release, so Cruickshank turned to port, climbing to 800 feet and continuing his turn to begin a second attack. Shouting to his crew “Everybody ready?” Cruickshank paused to hear the responses and then yelled, “In we go again.” The U-boat was now nearly stationary, giving its gunners a more stable platform as they prepared for the Catalina’s second attack. Flak shells began to slash along the flanks of the flying boat as it bore in; then as the U-boat came directly under Cruickshank’s vision, one shell exploded inside the Catalina, creating havoc. The navigator, Dickson, was killed instantly, Appleton [an Air Guner] was hit in the head by shrapnel, and Harbison [the Flight Engineer] wounded in both legs. In front of Garnett’s second pilot seat the windscreen shattered, and further inside a fire broke out. Cruickshank received wounds in both legs and his chest, but gave no indication of his injuries, intent as he was on completing his attack. From 50 feet above the U-boat Cruickshank personally released a stick of six depth charges in a perfect straddle of the submarine, then pulled up into the clouds of sea fog ahead of him. The aircraft crew saw no more of their target, but behind them the U-347, commanded by Oberleutnant zur See Johnann de Bugr, was rapidly sinking - Cruickshank’s aim had been true. U-347 had been one of an Arctic flotilla, and this was only her second patrol. In the Catalina, the crew took stock of the damage and crew injuries. The hull was riddled with flak damage, with a foot-long gash along the waterline. The aircraft radar set was out of commission, and one of the main petrol lines was leaking fuel steadily. The latter was particularly worrying; in their immediate location, 190-degrees west of the Lofoten Isles, north-west of Norway, the crew realised that it was at least five hours’ flying back to base at Sullum Voe. The various holes in the main hull were stuffed with various canvas engine covers and ‘Mae West’ preserver life jackets by various crew members; while up front Garnett took over the controls from Cruickshank and told Appleton to come and tend to the skipper’s wounds. Appleton began to cut away the legs of Cruickshank’s uniform trousers to staunch the obvious flow of blood, and then Cruickshank’s face went white and he fainted. Garnett and Appleton managed to lower the unconscious pilot from his seat and carried him aft to the only remaining unburned rest bunk; then Garnett returned to his forward seat. Appleton began to dress Cruickshank’s leg wounds and only then discovered the several chest wounds suffered by his captain - Cruickshank had not said anything about these. As the pilot regained consciousness soon after, he immediately made a move to go forward to his seat at the controls, being anxious about the fuel state, but Appleton restrained him gently, explaining that Garnett had everything under control there. Cruickshank’s next thought was for his navigator, but from the look on Appleton’s face, realised that Dickson must be dead already; indeed, he must have unconsciously known this after the explosion in the aircraft during the second ...
Pair: Lance-Corporal G. D. Geach, 1st Regiment, South African Infantry British War and Bilingual Victory Medals (L/Cpl. G. D. Geach. 1st. S.A.I.) glue residue to the reverse of both, very fine Pair: Private L. T. Russell, 1st Regiment, South African Infantry British War and Bilingual Victory Medals (Pte. L. T. Russell. 1st. S.A.I.) glue residue to the reverse of both, good very fine (4) £80-£100 --- Gilbert Douglas Geach was born in Butterworth, Cape Province, in 1894, and attested for the 1st South African Infantry at Potchefstroom on 24 January 1916. His army service record states earlier service in German South West Africa with the Southern Rifles and Hartigan’s Horse. Joining his unit on the Western Front 2 August 1916, Geach was appointed unpaid Lance Corporal on 7 December 1916 and is recorded as wounded in action on 12 April 1917 - just days after being reprimanded for ‘losing his mess tin by neglect’. Admitted to hospital suffering from a broken arm caused by a gunshot wound, he was evacuated to England and admitted to the 1st London General Hospital at Camberwell. The wound ended his campaign and he was discharged unfit for further military service a short while later. Sold with copied service record. Leonard Tree Russell, a railway guard, was born in Port Elizabeth and attested for the 1st South African Infantry on 28 August 1917 (stating 6 month’s service with Nesbitt’s Horse during the Boer War), and served on the Western Front from 2 April 1918. Buried by a shell on 13 April 1918, he was admitted to No. 63 Field Ambulance and subsequently evacuated to England per H.S. Brighton suffering from contusions and damage to his chest wall. Sent to Bordon Camp, his health failed to fully recover - notably a shortness of breath and tightness when breathing - and he was sent to hospital at Wynberg in January 1919 for further analysis and attention. Sold with copied service record.
Four: Temporary Lieutenant A. V. Harris, Union Defence Force, late 1st Regiment, South African Infantry British War and Bilingual Victory Medals (L/Cpl. A. V. Harris 1st. S.A.I.); War Medal 1939-45 (258576 A. V. Harris); Africa Service Medal (258576 A. V. Harris) very fine (4) £70-£90 --- Aubrey Vincent Harris was born in Port Elizabeth around 1898, the stepson of Mr. Joseph Kemp of 25 Seymour Street, Port Elizabeth, South Africa. He attested for the 1st South African Infantry at Potchefstroom on 11 May 1917 and embarked for England from Cape Town on 25 June 1917. Posted to the Western Front, his service record notes a severe case of frostbite to the left foot on 14 January 1918; evacuated to hospital in Richmond, the injury necessitated almost 2 months under medical supervision. Harris later returned to France and Flanders on 20 September 1918, but was discharged post-Armistice in consequence of poor health. Appointed Temporary Lieutenant during the Second World War, he served in the 7th Coast Garrison Battalion and with the 1st Reserve Brigade at Ganspan in the Northern Cape. Sold with copied service records confirming full entitlement.
Afghanistan 1878-80, no clasp (Captain, D. T. Kinder, 2/11th. Regt.) with contemporary top silver riband bar, edge nicks, good very fine £180-£220 --- Provenance: Christie’s, November 1990. Dennett Thomas Kinder, was born in East Leicester in 1846. He entered the Royal Military College, Sandhurst as a Cadet in 1864 and was commissioned Ensign, without purchase, in the 11th Regiment of Foot on 9 May 1865. Posted to the 2nd Battalion, then garrisoned at Hong Kong, in July 1865, the battalion was ‘rendered virtually useless due to sickness (cholera) and evacuated to South Africa’, disembarking at Port Elizabeth ‘in a scandalous condition’ in July 1866. On recovery the battalion remained in the Cape until returning to Ireland in July 1870. Appointed as Adjutant of the battalion he took part in the notorious Autumn Manoeuvres on Dartmoor in July 1873 before embarking for India in February 1877. Forming part of the 2nd Division, Kandahar Field Force, the battalion marched 120 miles in 6 stages through the Bolan Pass arriving at Quetta on 2 August 1880 and Fort Gulistan on 16 August 1880; during this advance 13 men died from heat stroke, and they finally arrived at Kandahar on 19 September 1880. Kinder embarked for home furlough 26 November 1880. Various home appointments followed during which time he was promoted Major and then Lieutenant-Colonel. He assumed command of the 2nd Battalion Devonshire Regiment in Burma on 2 April 1892 and retained command of his battalion until placed on half-pay on 18 January 1897. Promoted Colonel to command the 11th Regimental District on 7 October 1898 he was finally placed on retired pay in October 1903. Including his time as a Cadet he had served for 39 years and 9 months. He died at Goring, Oxfordshire on 24 January 1941, aged 94. This is his sole medallic entitlement. Sold with copied service record and other research, including various photographic images.
A rare inter-war O.B.E., Great War D.S.C. and Second Award Bar group of ten awarded to Captain H. A. Simpson, Royal Navy, who was twice decorated for his services in destroyers, most notably in the celebrated Swift and Broke action off Dover in April 1917 The Most Excellent Order of the British Empire, O.B.E. (Military) Officer’s 1st type breast badge, hallmarked London 1933; Distinguished Service Cross, G.V.R., hallmarked London 1916 and additionally engraved ‘H. A. Simpson H.M.S. Swift 21st April 1917’, with Second Award Bar; 1914-15 Star (Lieut. H. A. Simpson. R.N.); British War and Victory Medals, with M.I.D. oak leaves (Lieut. H. A. Simpson. R.N.); 1939-45 Star; Africa Star; Defence and War Medals 1939-45; France, Third Republic, Legion of Honour, 5th Class breast badge, silver, gilt and enamels, mounted for wearing, generally good very fine (10) £3,000-£4,000 --- Importation Duty This lot is subject to importation duty of 5% on the hammer price unless exported outside the UK --- --- O.B.E. London Gazette 1 January 1935. D.S.C. London Gazette 10 May 1917. ‘Honours for service in the action between H.M. Ships Swift and Broke and German destroyers on the night of the 20-21 of April 1917.’ The original recommendation states: Lieutenant Henry Antony Simpson, R.N. Executive Officer and Gunnery Lieutenant of H.M.S. Swift. He displayed great coolness and method in the control of fire which he had very ably organised and zealously drilled, and greatly assisted his commanding officer throughout the action.’ Bar to D.S.C. London Gazette 23 May 1917: ‘For service in Destroyer Flotillas for the period ending on 30 September 1916.’ Legion of Honour London Gazette 1 January 1935. Henry Anthony Simpson was born at Currie, Edinburgh on 15 November 189,3 and entered the Royal Navy as a Cadet in September 1906. Appointed a Midshipman in H.M.S. Shannon in May 1911, he removed to the cruiser Psyche in January 1914 and was serving in her in New Zealand waters at the outbreak of hostilities; she assisted at the occupation of German Samoa. Back home, Simpson commenced a spate of appointments in torpedo boat destroyers, taking command of T.B. 043 on his promotion to Lieutenant in 1915. Like command of T.B. 063 and T.B. 044 ensued in the period leading up to October 1916, when he joined the flotilla leader Swift. The brainchild of Admiral ‘Jackie’ Fisher, Swift had been launched in December 1907, her design and armament intended for superior speed and fire power. Although the Admiral’s good intentions didn’t quite live up to expectation, Swift lent valuable service and fought alongside her consort Broke in the celebrated action against German destroyers off Dover on the night of 21-22 April 1917. Swift torpedoed and sank the G. 85 but was herself damaged by return fire. The following is an extract from the official action report submitted by Commander A. M. Peck, R.N., Swift’s C.O.: ‘I have the honour to report that while on patrol in company with H.M.S. Broke this morning at 0.45 a.m. in a position 3 miles to the eastward of South Goodwin Light Vessel, a division of 5 enemy destroyers were met with and engaged. We were steaming at 12 knots, when the enemy were sighted by the Leading Signalman on Watch on the port bow. Immediately afterwards, the enemy opened fire. I at once ordered full speed ahead both, and observing the enemy vessels to be steaming in line ahead on an opposite course, ordered hard-a-starboard with the intention of ramming if possible. Flashes from enemy’s funnels revealed their position and made it obvious they were working up to high speed. We opened fire immediately. Owing to the blinding effect of the 6-inch gun we failed to ram, and passing through their line I found myself engaging closely an enemy vessel on my port side. The after torpedo, set to run cold on the surface, was observed to hit this ship on her starboard quarter, and she also suffered from our gun fire. One hit from the 6-inch gun setting fire to the fore end of the ship. She was at this time steering a diverging course about 150-300 yards on my port beam. The course was again altered to port with the intention of ramming another vessel, but at this time all officers on the bridge were very seriously incommoded by the flash of the 6-inch gun, the blinding effect of which lasted for half a minute or more and I attribute our failure to use the ram to this cause, as we undoubtedly passed very close under the stern of an enemy boat. After thus missing her the helm was put hard-a-port and we commenced a chase of at least two enemy boats, engaging one nearly end on, and were still severely hampered by gun flash blindness. Shortly afterwards it was reported to me that the Stoker’s Mess Deck, which extends from 24 station to 46 station was flooded with four feet of water. This was the first intimation I had that we had suffered any damage to our hull. It had been reported a short time previously that the main W./T. Installation was out of action as the aerial had been shot away. This had been done by a shell passing between the fore bridge and fore mast. We had then been steering in an easterly direction at very high speed for about 10 minutes, and I concluded that I must be rapidly approaching the Barrage. This consideration together with the fact that I was ignorant of the extent of the damage to the fore mess deck induced me to abandon the chase. I therefore turned to try and find Broke whom I had lost sight of since the commencement of the action, switching on my fighting lights to ensure recognition. Shortly she flashed her name and pendants to me on an electric torch informing me that her lights were out and that she could only go dead slow. She was in the neighbourhood of an enemy destroyer badly on fire and in a sinking condition with a heavy list. About this time I heard several voices in the water near the ship crying for help, but could see nothing owing to the pitch darkness. I sighted another destroyer right ahead of me broadside on and heard from her cries of ‘surrender’. Observing her to be very low in the water I switched the search light on her and watched her sink by the stern. I lowered boats as she went under and picked up survivors. We picked up altogether during the night and following daylight hours 6 unwounded Officers, 50 unwounded Men, 13 wounded and one dead. I regret to report that we suffered one death casualty: J. Donell, Stoker Petty Officer, who was killed on the Stoker’s Mess Deck, and four other Stokers were injured at the same time: F. Brien and Barnes seriously, S. Sykes and J. Brooks slightly. I cannot speak too highly of the behaviour of all Officers and Men of H.M. Ships under my Command who behaved throughout in accordance with a high tradition of the service.’ Simpson – who was Swift’s Executive and Gunnery Officer – was awarded the D.S.C., to which distinction he was gazetted for a Bar just a fortnight later, the latter recognising his earlier service in torpedo boat destroyers in the period ending September 1916, and he ended the war with command of the Chelmer. During the inter-war period he enjoyed wide and varied service, in addition to his promotion to Commander and appointment as O.B.E. And he served as Naval Officer in Charge at Port Said for several years, where he obtained a pilot’s licence in a Gypsy Moth in September 1934. Placed on the Retired List in November 1938, Simpson was quickly recalled on the renewal of hostilities and resumed his duties at Port Said in the acting rank of Captain. His award ...
A Second War ‘North Russia convoy operations’ O.B.E., Soviet Order of the Red Star group of six awarded to Chief Engineer Officer J. Mummery, Mercantile Marine, who displayed great courage when his ship was bombed and set on fire by enemy aircraft off the Kola Inlet in July 1943 The Most Excellent Order of the British Empire, O.B.E. (Civil) Officer’s 2nd type breast badge, silver-gilt; 1939-45 Star; Atlantic Star; Pacific Star; War Medal 1939-45; Union of Soviet Socialist Republics, Order of the Red Star, silver and enamel, the reverse officially numbered ‘364373’, complete with screw-back fitting, all mounted court-style for wear, extremely fine (6) £1,200-£1,600 --- Provenance: Ron Penhall Collection, Dix Noonan Webb, September 2006. O.B.E. London Gazette 29 August 1944. The original recommendation states: ‘The ship has now returned from North Russia after a lengthy stay. She was attacked and heavily bombed by enemy aircraft which resulted in serious damage, and she subsequently caught fire. The ship was laden with timber at the time, and the fire reached such proportions that she had to be beached and flooded. Chief Engineer Officer Mummery ably assisted the Master in fire-fighting operations, the fire was subdued, the vessel refloated and temporarily repaired, thus enabling her return home. Throughout, Chief Engineer Officer Mummery displayed high qualities of courage, resource and seamanship.’ Soviet Order of the Red Star London Gazette 11 April 1944. The original recommendation states: ‘Mr. Mummery served as Chief Engineer Officer in the Llandaff in North Russian waters for a considerable period. He was outstanding when the vessel was set on fire by enemy aircraft. Fire-fighting was continued for three days, but the vessel had to be beached and flooded.’ One of just over 21 such awards to British personnel for the 1939-45 War, six of them to members of the Merchant Navy. James Mummery was born at Goole, Yorkshire in March 1891 and qualified for his Mercantile Marine 2nd class certificate in April 1917, his 1st class certificate in June 1921, and was appointed an Engineer in May 1922. He does not, however, appear to have qualified for any Great War campaign awards. In the 1939-45 War, Mummery was among many Merchant seamen to find themselves “stranded” in the ports of North Russia following the suspension of further convoys in the summer of 1943, in his case aboard the Llandaff. It was a frustrating period that prompted the men to refer to themselves as the “The Forgotten Convoy”, and, more seriously, a period of great danger - for enemy aircraft were constantly on the prowl. So it was on 24 July 1943, when the Llanadaff was bombed 20 miles north-east of Kildin Island off the entrance to the Kola Inlet: ‘Bomb entered after main hatch through top sheer, port side. Vessel’s side blown out, deck set up, mast buckled and apparently extensive damage between decks and possibly No. 4-5 bulkhead. Cargo set on fire. Pipes in engine room and tunnel fractured. Derrick blown overside and cargo winch destroyed. Further report will be furnished when full extent of damage is known’ (Captain’s report refers). Notwithstanding this serious damage, the Llandaff safely reached Loch Ewe in convoy RA. 54B in December 1943. Mummery, whose Soviet Red Star was supplied to the British authorities on 21 March 1944, remained in the Merchant Navy until 1960. Sold with original letters from the Director-General, Ministry of War Transport, notifying the recipient of his award of the O.B.E., dated 28 August 1944; the Foreign Office notifying him that he had been granted permission to wear the Soviet Order of the Red Star, dated 17 April 1944; General Register and Record Office of Shipping and Seaman, Cardiff, communication, dated 19 May 1947, confirming the recipient’s entitlement to the above described campaign awards; and two Russian banknotes; together with a quantity of copied official papers, gazette extracts and other research, including a photographic image of the recipient.
THE GLENMORANGIE The Original 10 year old single malt Scotch whisky 70cl 40% abv. boxed, BLACK BOTTLE 15 year old blended Scotch whisky 75cl 43% abv. OLD GLASGOW blended Scotch whisky, distilled bottled and blended by Hart Brothers (Vinters) Ltd of Glasgow, 75cl 40% abv. boxed and a bottle of REAL COMPANHIA VELHA 1977 vintage port, 75cl 20% abv. (4)
Ten Paris porcelain blue-ground topographical cabinet-plates, five Darte plates c.1803, stencilled red DARTE / Pal. Royal / No 21 marks and two with underglaze blue script L.D. marks, the decoration c.1820, three plates second quarter of the 19th century, a pair of plates c.1840, the plates painted with various views, the views on the Darte plates named in gilt script on the reverse 'Montagne Francaises’, ‘Maison Royale de St. Cyr’, ‘Nouvelle Course’, ‘Palais des Beaux arts’, and ‘Porte St. denis, the views on two of the other plates named in green enamel script on the reverse ‘Chapelle de Guillaume Tell pres de Küssnacht’ and ‘Francfort', the pair of plates with unnamed views, the blue borders gilt with various designs including anthemion palmettes, scrolls and husks, the pair of plates with flowers and panels enclosing various ornamental grounds, ten plates approx 23cm diameter; the pair 23.9cm and 23.5cm diameter (10)Footnotes: Note: Operating three manufactures and numerous stores, the Darte brothers were among the most talented Parisian porcelain makers and decorators of the late 18th and early 19th centuries. On 1 August 1803, after eight years of working together, they declared that they wanted to each set up their own establishment and in 1808 a hard-paste porcelain factory was established at 90 rue de la Roquette by brothers Louis Joseph (1766-1843) and Jean François (1768-1834). The firm's retail outlet was at the Palais Royal, no. 21. Of particular interest amongst the named views is ‘Montagne Francaises’ (French Mountains), which depicts the officially recognised world’s first wooden roller-coaster. Named the ‘Promenades Aeriennes’ and built in the French banker Nicolas Beaujon’s amusement park on the Champs-Elysees, ‘Jardin Beaujon’, the roller-coaster was the first to use cars running on rails, as opposed to its precursors originating from eighteenth century St. Petersburg, Russia (‘Les Montagnes Russes’), which had snow-covered constructions designed for sledding. Condition Report: Overall these ten plates present well together despite some defects. Like the previous lot, each plate has some wear to the painted surface where patches of white porcelain are visible, and otherwise some scratching and wear to the gilding. Some plates have minor firing flaws and evidence of colour bleeding where spots and patches of blue are visible from the underside. The plate ‘Nouvelle Course’ has crazing to the blue rim visible under UV light, the underside and under-rim have different textures indicating the underside may have been sprayed with a restorative glaze. The plate ‘palais des beau arts’ has two large restored losses to the rim with visible crack lines and yellow restoration. The plates ‘Port st Denis’ and ‘Maison Royale de St. Cyr’ have crazing to the blue rim visible under UV light. Please see additional images illustrating details and defects here: https://we.tl/t-SnS2IthCu8
A collection of Champagne & Wine to include Chateauneuf du Pape Domaine du Grande Coulet 1993, Chateau Guiraud Sauternes 1980, Ramos Pinto late bottled vintage port 1995, with Louis Brochet & Veuve Clicquot Ponsardin Brut Champagne (5) Five bottles of unopened and unused port, wine and champagne
A collection of mixed port and spirits, comprising: Knockando 1985 Single Malt Scotch Whisky, 2 x Chateau de Maniban VSOP Armagnac (boxed), 2 x 1982 De La Force Vintage Port, a litre bottle of Mandarine Napoleon Grande Liqueur Imperiale, a Chivas Regal Whisky aged 12 Years (litre), and a magnum bottle of Cassis du Maitre de Chai de Mouton (no label to the bottle), with outer box.Qty: 8
Gustave Loiseau, 1865 Paris – 1935 ebendaSTRASSE IN PONT-AVEN, 1922Öl auf Leinwand.54 x 64,5 cm.Links unten signiert.Anbei eine Expertise von Didier Imbert, Neuchátel, 01. Dezember 2015, Nr. A2159/C 801, in Kopie.Das Gemälde wird in das in Vorbereitung befindliche Werkverzeichnis aufgenommen. Das Gemälde ist von erheblicher Bedeutung als es ein authentisches Dokument für den Ort der dort wirkenden Maler der beginnenden Moderne am Ende des 19. Jahrhunderts ist. Bedeutende Künstler wie Émile Bernard (1826-1897), Paul Gauguin (1848-1903), Maxime Maufra (1861-1918) und Henry Moret (1856-1913) – und eben auch Loiseau – haben sich dort zusamengefunden, wo alsbald eine Künstlerkolonie entstand. Loiseau, der sich zunächst in Paris an der Ècole des arts décoratifs einschrieb, folgte dem Rat seines Lehrers Fernand Quignon (1854-1941), nach Pont-Aven zu ziehen. Im Gegensatz zu alten Schule der Akademie widmete er sich hier, wie die Malerfreunde, der Arbeit unter freiem Himmel. Es entstanden Landschaften an der Seine und der Oise, Hafen- und Stadtansichten. 1891 stellte er seine ersten Bilder in der Galerie „Le Barc de Boutteville“ in Paris aus. Ein Freund von Monet, der Sammler Francois Depeaux (1853-1920), erwarb zwei seiner Werke, und es folgten der Kontakt zu Durand-Ruel (1831-1922), sowie Ausstellungen im Salon des Indépendants 1891 und 1892. Sein Malstil, der in allen seinen Landschaften zum Tragen kommt - von der Normandie bis Paris und in der Ile de France - zeigt einen spätimpressionistischen, zuweilen pointillistischen Charakter. In den Jahren 1922-1928 ist Loiseau wieder in Pont-Aven. Er schuf eine Sereie von Strassenszenen, aus leicht abweichenden Blickwinkeln gesehen, in unterschiedlichen Wetterstimmungen, so etwa: „Foire à Pont Aven“, „Vue de Pont Aven“ oder „Neige à Pont Aven“. Mehrmals widmete er sich der Ansicht des Hauses mit den grünen Fensterläden, das noch heute zwischen der Rue des Meunières und der Rue du Port an der Aven erhalten ist. Sein Werk wurde durch zahlreiche Ausstellungen bis heute gewürdigt, zuletzt im Museum Barberini, Potsdam, 2017. A.R.Loiseau zählt zu den bedeutenden französischen Postimpressionisten der Landschafts- und Marinemalerei. Seine Laufbahn begann 1887 mit dem Kunststudium an der Ècole des arts décoratifs, mit Lehrern wie Fernand Quignon (1854-1941), der ihm riet, nach Pont-Aven zu ziehen. Dort wirkte er zusammen mit Émile Bernard (1868-1941), Paul Gauguin (1848-1903), Henry Moret (1856-1913) und Maxime Maufra (1861-1918). 1891 stellte er in Paris erstmals aus, wobei ein Freund von Claude Monet (1840-1926) eines seiner Bilder erwarb. Es folgten Ausstellungen im Salon des Indépendants sowie der Kontakt zu Paul Durand-Ruel (1831-1922). Auffallend ist, dass sich der Maler besonders in seinen Strandbildern den Eindrücken der von menschlichem Treiben unbehelligten Natur gewidmet hat, wozu er sich auch mündlich geäußert hatte.Provenienz: Privatbesitz Schweiz seit 2015.Europäische Privatsammlung.Literatur:Vgl. Robert Darmstaedter, Loiseau, Gustave. In: Reclams Künstlerlexikon. Erweiterte, berichtigte und ergänzte neue Auflage, Stuttgart 1979.Vgl. Jean-Louis Ferrier, Fauvismus – Die Wilden in Paris, Editions Pierre Terrail, Paris 1992.Vgl. Ulrich Schneider, Valtat, Louis. In: Allgemeines Künstlerlexikon. Die Bildenden Künstler aller Zeiten und Völker (AKL). Band 112, De Gruyter, Berlin 2021. (1421281) (11) (†)Gustave Loiseu1865 PARIS – 1935 ibid. STRASSE IN PONT-AVEN, 1922Oil on canvas.54 x 64.5 cm.Signed lower left. Accompanied by an expert’s report by Didier Imbert, Neuchâtel, 1 December 2015, no. A2159/C 801., in copy. The painting will be included in the catalogue raisonné which is currently being restored. Provenance: Private collection, Switzerland since 2015.Private collection, Europe. Literature regarding the artist:cf. Robert Darmstaedter, Loiseau, Gustave, in: Reclams Künstlerlexikon. Erweiterte, berichtigte und ergänzte neue Auflage, Stuttgart 1979.cf. Jean-Louis Ferrier, Fauvismus – Die Wilden in Paris, Editions Pierre Terrail, Paris 1992.cf. Ulrich Schneider, Valtat, Louis, in: Allgemeines Künstlerlexikon. Die Bildenden Künstler aller Zeiten und Völker (AKL), vol. 112, De Gruyter, Berlin 2021.
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