Registration - RFP 871BChassis No. - CT334070M.O.T. - ExemptOdometer - 10,039Superbly presented, this example of Triumph’s TR4 comes ideally specified in white bodywork with burgundy folding canvas roof, tonneau cover, and leather upholstered cabin, including cream piping on the seats. Powered by the four-cylinder 2,138cc engine found in all TR4s, ‘RFP 871B’ also features the model’s four-speed manual gearbox with overdrive. The 2+2 interior is trimmed in burgundy carpet as well as leather seats and door cards, with body-coloured dashboard, wooden-rimmed steering wheel, and wood-topped gear stick. The authentic cabin includes original dials and switchgear, as well as radio mounted under the dashboard. Including electronic ignition, ‘RFP 871B’ has seen the chrome work maintained all-round, and has been regularly used and cared for. New tyres fitted have covered fewer than 2,000 miles, and is used on longer-distance trips repeatedly. All wet-weather gear has been replaced, as well as the carpets and seat coverings. An air-screen has been fitted behind the front seats for more refinement when driven with the roof down. The Triumph has been refurbished ten years ago by the current owner, who has had the Triumph in their care for almost 15 years. They are just the third owner in the car’s 35 year history, and ‘RFP 871B’ comes with a 'huge' file of paperwork and receipts. Described as being in ‘good’ condition throughout, covering the engine, transmission, electrics, bodywork, paint, and interior. Well maintained and cared-for Triumph TR4Classic roadster style with timeless specification'Huge' history file Triumph introduced the TR4 in 1961 as a successor to the TR3A roadster, designed by Michelotti on similar mechanicals to the outgoing model, but with a far more modern design. The two-door convertible carried over a bored-out 2,138cc straight-four engine and four-speed manual gearbox, which included overdrive on second, third, and fourth. Production started in July, and continued until January 1965, with a little over 40,000 units built during that time - only around 2,500 cars were sold domestically, with a focus on export markets.
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Registration - GOV 750WChassis No. - TPADJ7AT205451M.O.T. - TBCOdometer - TBCCheerfully presented in sky blue, this example of Triumph’s TR7 convertible is powered by the firm’s 2.0-litre straight four and manual gearbox. Offered at no reserve, ‘GOV 750W’ is fitted with Triumph’s multi-spoke star wheels and folding roof, while inside the interior is specified to complement the exterior bodywork. The seats and door cards are trimmed in blue vinyl with tartan cloth panels, and the centre console has wood veneer trim - matching the wood-rimmed steering wheel and gear knob. ‘GOV 750W’ is offered as a project car, in need of some TLC. The odometer reads only 29,262 miles, which is an incredibly low figure for what is a 44 year old model, and as such is unwarranted. MOT records support that figure back to 2006, however, the TR7’s MOT last expired in April 2017 and hasn’t been tested since. ‘GOV 750W’ comes with a folder of paperwork and, although can be seen in the photos, is far from concours level, represents good foundations for someone to stamp their mark on the car.Offered at no reserveIdeal project modelDesirable convertible example of Triumph’s TR7Representing a significant departure from the TR6 that preceded it, the Triumph TR7 came with wedge styling typical of the time, and proved a successful export model for the British manufacturer. Introduced in 1975 in the United States, it took more than 12 months for the TR7 to go on sale in the UK because of demand overseas. Powered by a four-cylinder petrol engine and four-speed manual gearbox initially, later developments saw the option of a five-speed manual or three-speed automatic introduced. Triumph also developed a V8 powered version - technically the TR8 - which used a Rover 3.5-litre V8, focused on the US market, and the firm also took it rallying as the TR7 V8. Production lasted until 1981, after around 115,000 models had been built, and marked the end of Triumph as a sports car manufacturer.
1961 Warwick GT SaloonRegistration No. 5261WYChassis No. WGT00005Engine No. V424M Rarely do Warwick GT’s come to the market and rarer to find one that needs some restoration and finishing work. The Peerless Car Company Ltd originally made cars in Slough between 1957 and 1960 but like many low volume producers, ran into financial difficulty. The Company was reintroduced in 1960 by Bernie Rodger, one of the original founders of Peerless cars. Production of The Peerless was restarted with some minor tweaks to the original cars and renamed The Warwick. Mechanicals were based around the Triumph TR3 with a de Dion tube rear end which meant great stability. Production ran from 1960 to 1962. Unfortunately, not much of the early history of the car on offer is known. The current vendor bought it approx. 20 years ago in Coventry with the intention of returning it to its former glory but a change in circumstances has meant that it now needs a new keeper to finish the work started. The car is powered by the Triumph TR3 four-cylinder 1991cc engine. A large amount of work has been carried out and we are informed that the vendor has undertaken the following: new wiring harness, welding to frame where necessary, rust treatment and undersealed, new brakes, new alternator and ignition, new clutch master and slave cylinders, new aluminum fuel tank, new stainless steel exhaust system, new battery, new door handles and locks and new window and door rubbers. They also state that there was new headlining and paintwork although there are some issues with this.The car is offered with a current V5c and would, with a bit of work, reward the new keeper with an eye-catching and usable classic. TR spares are readily available. It would be welcome at many events including at the famous Goodwood Circuit for historic racing. Being over 40 years old the car is MOT and tax exempt.Estimate: £6,000 – 8,000Images to follow
Book of Common Prayer (The), portrait of Elizabeth I, title and all text with pictorial/decorative wood-engraved border by Mary Byfield after Holbein, Dürer, Tory and others, some foxing, contemporary pebble calf with small ornaments to corners and spine and ruled in blind, g.e., very slightly rubbed at edged, 8vo, [C.Whittingham for] William Pickering, 1853."The cuts harmonize perfectly with the type (which is Caslon) and this small tome is a triumph of printing as well as of illustration and typography." (McLean. Victorian Book Design)
* After Peter Paul Rubens (1577-1640). The Triumph of the Eucharist over Idolatry, probably late 18th or early 19th century, oil on canvas, relined, old auction stencils to verso of stretcher '131 NB' and '838 LD' canvas size 41 x 52 cm (16 x 20 1/2 ins), old stained wood frame with inner gilt decorative boarder (48.5 x 60.5 cm)QTY: (1)NOTE:Provenance: Collection of Michael Jaffé (1923 –1997), Rubens scholar, former director of the Fitzwilliam Museum, Cambridge.Rubens' original 1625 oil on panel of The Triumph of the Eucharist over Idolatry (65 x 91 cm) is housed in the Museo del Prado in Madrid. The work was held in various royal palaces throughout the 17th to 19th centuries, before finally residing in the Museo Real de Pinturas on the death of Fernando VII, Madrid, from 1834. Preparatory studies and later copies of the same work are known and listed.
Rock/Folk Rock - A collection of LPs, to include The Who, The Doors, King Crimson, Crosby, Stills, Nash & Young, Eagles, Ted Nugent, The Jukes, Queen, Marillion, Rush, Rainbow, Dave Lee Roth, Triumph, Trust, Slack Alice, Bruce Cockburn, M.F.D and many more. (approximately 53) PLEASE VIEW CONDITION REPORT
Registration No: JTB 559B Chassis No: GA153204CP MOT: Exempt • Part of the collection since 1979 • Pleasingly retains its original upholstery • 34,559 recorded miles (unwarranted) • In need of recommissioning Launched in April 1959, the Herald was the first Standard-Triumph to utilise the company's new generation separate chassis platform (which would later underpin the Spitfire, GT6 and Vitesse). Blessed with elegant lines, courtesy of Giovanni Michelotti, the model featured all-round independent suspension and rack-and-pinion steering. An accomplished town car, criticism as to its lack of pace was answered by the introduction of the '1200' during April 1961. Powered by an 1147cc four-cylinder OHV engine that developed 39bhp (boosted to 48bhp from 1963), it was capable of 75mph. Visually distinguished by a new laminate dashboard and rubber-covered bumpers, the 1200 could be had in saloon, coupe and estate guises. First registered in Lancashire on 13th November 1964 (or so its ‘JTB 559B’ number plate would imply), chassis GA153204CP joined the late Mr Lucas’s collection fifteen years later. Pleasingly retaining its original upholstery, the Triumph shows 34,559 unwarranted miles to the odometer. Passing its most recent MOT test 109 miles ago on 16th August 2017, the Herald has since been on static display over recent years and as such is in need of recommissioning. Exuding period charm, this rare surviving Coupe has been fitted with auxiliary gauges and a Bush radio.
Registration No: VRW 94H Chassis No: CP51462L0 MOT: Exempt • Current family ownership since 2004 • Original RHD example with overdrive • Offered with a collection of invoices and old MOT certificates • Subject to a major service and cylinder head overhaul in 2019 Introduced in 1968 as a replacement for the outgoing TR250/TR5 models, the Triumph TR6 proved a strong seller on both sides of the Atlantic. Crisply styled, its smooth flowing lines and Kamm tail hid a cruciform-braced chassis equipped with all-round independent suspension, disc/drum brakes and rack-and-pinion steering. Powered by a refined 2498cc OHV straight-six engine allied to four-speed plus overdrive manual transmission, it was deceptively fast with contemporary road testers recording 0-60mph in 8.2 seconds and a 121mph top speed. Writing in 1969, Autocar magazine went as far as to comment that "Even if the Austin-Healey 3000 had not been dropped, the TR6 would have taken over as the he-man's sports car in its own right". More information to follow. For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760
Registration No: 541 XVU Chassis No: 103755 MOT: Exempt • UK supplied RHD example and fitted with rare automatic transmission • Restored by marque specialist Robert Grinter Restorations Presented in its original Mountain Blue with a Red interior• Offered with a collection of photographs of the restoration • JDHT certificate, collection of invoices and current V5c document Daimler launched their new sports car at the New York Motor Show of 1959. They wanted to crack the American market and the styling had transatlantic overtones to suit. The car was originally called the Dart, but Daimler quickly succumbed to the threat of legal action from Chrysler's Dodge division and rechristened it the SP250. The newcomer was clothed in a tough fibreglass body and built around a traditional cruciform-braced ladder-frame chassis, the initial version of which (as found on A specification cars), was sadly lacking in torsional rigidity. By 1960, the Daimler Motor Company was in Jaguar's hands and the so-called B specification SP250s featured a much stiffer frame, equipped with additional outriggers and a strengthening hoop between the B posts. The jewel in the car's crown was its engine, a silky smooth 2.5-litre V8 unit designed by Edward Turner and featuring the revolutionary hemispherical combustion chamber technology he pioneered on his Triumph motorcycle engines. With 140bhp on tap and a low all-up weight, the Daimler's performance was strong and the sound was one to savour. Suspension was independent with wishbones and coil springs at the front and a live axle hung on leaf springs at the rear. Braking was by hydraulically-operated discs all-round. According to the Motor magazine test of the period, the SP250 could accelerate to 60mph in a creditable 8.9 seconds and continue on to a top speed of 123.7mph. More information to follow: For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760
Registration No: HOX 693L Chassis No: FH53646 MOT: Exempt • 65,700 credible miles recorded • Understood to have been provided with a full restoration in the mid-1990s • Offered with a collection of invoices and BMIHT Heritage Certificate • Supplied with a new hood and recently fitted with a new fuel pump The prototype Spitfire was produced by Standard-Triumph in 1957 but was delayed until 1962. It was based on a modified Herald chassis clothed in a swooping two-seater body penned by Giovanni Michelotti. Unlike the rival Austin-Healey Sprite, it featured wind-up windows; also a single-piece front end that folded forward to provide optimum access to the engine bay. It was the MkIV variant of 1970 that embodied the most comprehensive changes made during the model's 19-year lifespan. The front and rear of the car were restyled and the doors were treated to recessed handles. The interior was greatly improved and featured a full-width facia with the instruments ahead of the driver. The engine capacity remained at 1293cc, as introduced for the MkIII. The rear suspension, however (much criticised on earlier cars), was de-cambered and redesigned to eliminate the tendency for the wheels to 'tuck-in' and throw the car into oversteer when cornered hard. Some 70,021 MkIVs were produced between 1970 and 1974 when the model's final incarnation, the Spitfire 1500, was introduced. Manufactured in 1973 with a build date of the 8th of January 1973, but interestingly was not registered to the road until the 10th of May that year. The Spitfire offered was specified with a heater and static seatbelts from the factory. Displaying some 65,500 credible miles recorded to date, this MkIV Spitfire is understood to have been the subject of previous extensive restoration work in the mid-1990s. Finished in Red paintwork with complementary Maroon and Black interior upholstery with a wood dashboard, the Triumph is supplied with a brand new Black hood ready for fitment and has recently benefitted from a new fuel pump. Offered with a collection of invoices and a previous MOT certificates, a BMIHT Heritage Certificate, and a current V5C. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: XPD 376G Chassis No: KC52273 MOT: March 2025 • Two owners and just 98,000 miles from new • In current ownership for over fifty years (since 1973) • Always kept under cover and professionally maintained throughout the vendor’s ownership • Supplied with a large history file including the original handbook and service book To counter the Austin-Healey Sprite budget sports from their then arch-rivals BMC, Triumph rushed out the Spitfire, which was essentially an open 2-seater version of the Herald saloon, employing the same 1147cc engine, chassis and swing-axle rear suspension. Styled by Michelotti, the Spitfire MkI to V was made from 1962 to 1980. Pitched against the MGB GT, a 1998cc 6-cylinder Vitesse engined Spitfire with Fixed Head Fastback Coupe body, the GT6 MkI, was offered 1966-1968. The 1968-1970 GT6 MkII had improved rear suspension and higher MkIII Spitfire bumpers, whilst the improved 1970-1973 GT6 MkIII with Spitfire MkIV styling ended the line. Once considered the ‘poor man’s E-Type Jaguar’, this gutsy Triumph GT is now very much sought after by collectors with values on the rise as a consequence. Chassis ‘KC52273’ was manufactured in 1969 and was supplied new through T. Hawkins & Sons of Epsom to its first owner, a resident of Epsom, being first registered on the 1st of March that year. Finished in Conifer Green paintwork from the factory, with Black interior upholstery and a wooden dashboard, ‘XPD 376G’ was retained by the first owner for the first four years of the Triumph's life. Thereafter purchased by the second owner (the vendor) from Dolphin Square Garage in London SW1, being part exchanged with a Triumph Toledo, and with just 23,000 miles covered. Retained by the vendor to date, the GT6 has travelled the United Kingdom with the vendor (residing in NW London, Yorkshire Dales, Cumbria, and Lancashire), as well as a period living in Hørsholm, Denmark. Kept under cover throughout the whole of the vendor’s custodianship, the Triumph has been always garaged other than while in Denmark, where the GT6 resided under a carport. Offered now with a genuine 98,400 miles from new, the GT6 has been maintained professionally throughout the current ownership, with a focus on maintaining originality. Most recently, the maintenance work completed has comprised a full service, rear brake fresh, and fuel line replacement in May this year; a new alternator and drive belt in 2023; engine tuning, bodywork improvements, and new starting equipment in 2021; driveshafts overhauled in 2020; and refreshed rear suspension in 2019. Supplied with a large history file that contains the original handbook and service book; a significant collection of MOT certificates back to 1981, current no advisory MOT certificate until March next year, a vast selection of maintenance and servicing invoices; several tax discs; the vendors purchase invoice; workshop manual; and a current V5C document. Accompanied by two car covers, spares package, jack, wheel fitment tool, spare wheel, and two sets of keys. A well-used example that has been maintained with a view of retaining originality as much as possible, GT6s with just two owners from new are surely few and far between! For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: WTE 864M Chassis No: CR/58450 MOT: Exempt • Subject to a comprehensive restoration throughout the 2010s • Fitted with overdrive from new • Desirable UK-supplied example • Extensive history file detailing the restoration and ongoing servicing by the late owner Introduced in 1968 as a replacement for the outgoing TR250/TR5 models, the Triumph TR6 proved a strong seller on both sides of the Atlantic. Crisply styled, its smooth flowing lines and Kamm tail hid a cruciform-braced chassis equipped with all-round independent suspension, disc/drum brakes and rack-and-pinion steering. Powered by a refined 2498cc OHV straight-six engine allied to four-speed plus overdrive manual transmission, it was deceptively fast with contemporary road testers recording 0-60mph in 8.2 seconds and a 121mph top speed. Writing in 1969, Autocar magazine went as far as to comment that "Even if the Austin-Healey 3000 had not been dropped, the TR6 would have taken over as the he-man's sports car in its own right". More information to follow. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430
Registration No: VVU 175S Chassis No: GAN6202499G MOT: T.B.A • Residing in current ownership for 36 years (since 1988) • Modest mileage of just 74,500 miles from new • Benefitting from significant mechanical improvement during the vendor's ownership • Offered with a good history file The need to comply with forthcoming US safety legislation saw MG revise the design of its Midget sportscar for the final time in 1974. Entering showrooms that October, the resultant MkIV version (as it was unofficially known) was immediately recognisable courtesy of its impact-absorbing 'rubber bumpers'. Far better integrated than the similar contrivances found on other American market cars (think Mercedes-Benz W107 SL), the weight penalty they incurred was more than offset by the adoption of a new 1500cc engine. Sourced from the Triumph Spitfire together with an all-synchromesh gearbox, it gave the Midget a notable boost in performance. Capable of over 100mph and known for its tidy handling, the MkIV was well received by the press and public alike. Manufactured in 1977, the Midget offered was despatched on the 2nd of December that year to main agents Lookers Limited of Manchester, being registered new in early 1978. Finished from the factory in Tahiti Blue paintwork, the MG was specified from new with Rosytle wheels and features a Black interior trim, Black hood, and Black tonneau cover. Passing through five keepers during the first ten years of its life before being purchased by the vendor in 1988 with some 43,000 miles on the odometer. Retained by the vendor thereafter, the Midget is now only coming to sale due to ill health, and is offered with just some 74,500 miles from new. Improved throughout the vendor's custodianship, ‘VVU 175S’ has received an engine overhaul that has included an unleaded cylinder head, piston rings and big end bearings, timing chain, alloy rocker cover, Kenlowe fan, fuel pump and water pump, as well as brake and clutch master cylinder and slave cylinder. Further enhanced with new stub axle assemblies, wishbone pans, drop links, and rear leaf springs, the MG has also received a braking overhaul with new brake pads and shoes, rear brake cylinders, and front calipers. Garaged throughout the vendor's ownership and reputedly used on dry days only, the MG features a stainless steel boot rack, roll bar, 1977 push button radio, stainless steel exhaust, spotlights, sun visors, double duck hood, and is accompanied by a spares package. Offered with a good history file that comprises a BMIHT Heritage Certificate, a large collection of MOTs back to 1986, numerous previous invoices, owner’s handbook, tax discs, and a current V5C document. Temptingly offered without reserve, the MG is offered from long-term ownership and with modest mileage. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: HDK 222N Chassis No: ML7335SCO MOT: Exempt Part of the collection since 2000 and retained by its previous keeper for twenty-one yearsPreviously supplied by E. Rowland & Sons Ltd of KnaresboroughHighly original interior14,368 recorded miles (unwarranted)Four-speed manual plus overdrive transmissionIntroduced in October 1969, the MK2 version of Triumph’s critically acclaimed 2000 / 2500 range utilised the same monocoque construction, all-round independent suspension and disc / drum brakes as its predecessor. Restyled by Giovanni Michelotti, the newcomer presaged the aesthetics of the upcoming Stag sportscar. More popular and reliable than its larger capacity sibling, the 2000 MK2 was powered by a twin carburettor-fed 1998cc 90bhp/117lbft straight-six allied to either four-speed manual or automatic transmission. Notably light and airy, the estate version had its rear bodywork crafted by Carbodies. The last of the six-cylinder Triumphs, the 2000 / 2500 cars have inspired a loyal following. First registered in Rochdale on 26th March 1975 (or so its ‘HDK 222N’ number plate would imply), chassis ML7335SCO was acquired by its previous (believed second) keeper, Thomas Wardle, four years later before joining the late Mr Lucas’s collection during 2000. Pleasingly retaining its original interior, the Triumph shows an unwarranted 14,638 miles to the odometer. Finished in the period combination of Cream with Brown upholstery and previously supplied by E. Rowland & Sons Ltd of Knaresborough, the 2000 MK2 has the benefit of overdrive. The most recent MOT certificate on file was issued on June 4th 2003 at 13,943 miles. In need of recommissioning / renovation.
* Gillray (James). The Wine Duty - or - The Triumph of Bacchus & Silenus with John Bulls Remonstrance, H, Humphrey, April 20th 1796, etching on wove with bright contemporary hand-colouring, large margins, small area of adhesion scaring to the versoQTY: (1)NOTE:BM Satires 8798. As the war against France continued into 1796, Prime Minister William Pitt and his Secretary of State, Henry Dundas, had to keep coming up with new taxes to pay for the ongoing expenses of the conflict, in this case wine. Pitt and Dundas are shown as the young wine god, Dionysus (or Bacchus as he was known in the Roman world) and his older companion and advisor, the ever-drunken Silenus flaunting their inebriation, and enjoying the pleasures of wine that poor John Bull can no longer afford. The portrayal was not far from the truth, as Pitt and Dundas were hardened drinkers in an age of hard drinkers, and Gillray was well aware of their reputations.
Lawrence (T. E.). Seven Pillars of Wisdom, A Triumph, London: Jonathan Cape, 1935, portrait frontispiece, four folding maps, black and white illustrations (some after photographs), top edge gilt, remainder untrimmed, original pigskin-backed boards, spine and upper cover lettered and decorated in gilt, some small wear to spine, 4toQTY: (1)NOTE:412 of 750 copies. O'Brien A041.
* Gillray (James). Col. Gardiner's Last Interview with his Wife and Daughter, published R. Wilkinson, Feby. 1st 1786, uncoloured oval stipple engraving on laid, some spotting and dust soiling to the margins, trimmed to the plate mark, overall size 430 x 510 mm, together with The Triumph of Benevolence, published R. Wilkinson, April 21st 1788, uncoloured stipple engraving, several repaired marginal closed tears, thread margins, laid on later thin card, overall size 500 x 615 mm, with Le Triomphe de la Liberté en l'élargissement de la Bastille, dédié à la Nation Francoise, published R. Wilkinson July 12th 1799, uncoloured stipple engraving after James Northcote, some marginal fraying and staining, trimmed to the image and laid on later thick board, 495 x 600 mmQTY: (3)
Folio Society. Tommy, the British soldier on the Western Front 1914-1918, 2 volumes, by Richard Holmes, 2016, Utopia..., by Thomas More, 2011, Schindler's Ark, by Thomas Keneally, 2009, Seven Pillars of Wisdom, a triumph, by T. E. Lawrence, 2000, The Deeds of the English Kings, by William of Malmesbury, 2014, together with approximately 100 further volumes of history & non-fiction Folio Society publications, all original cloth, 9 without slipcases, G/VG, 8vo/4toQTY: (Approximately 110)
Scarce Hardy Bros Triumph / Eureka marked 4" alloy bait casting reel with all the features of a Triumph with Pat number, but stamped 'The Eureka Reel' to the rear, twin handle, smooth alloy foot, on/off check lever, quick release spool, rear tension dial, surface wear apparent, o/w appears in good working order
The poignant post-War Stanhope Gold Medal group of six awarded to Petty Officer (Upper Yardman Air) I. L. Beale, Royal Navy, for saving the life of his observer after their Firefly aircraft crashed into the sea off Land’s End in January 1955; tragically, he was killed in another aircraft accident in the following year, when a Skyraider of H.M.S. Eagle crashed into the Mediterranean on 24 November 1956 Defence and War Medals 1939-45; Korea 1950-53, 1st issue (C/JX.646145 I. L. Beale P.O. R.N.); U.N. Korea 1950-54; Royal Humane Society, Stanhope Gold Medal, 2nd type, 9-carat gold, hallmarked Birmingham 1955 (P.O. (Upper Yardman Air) Ivor Laurence Beale, R.N. 24th Jany. 1955); Royal Humane Society, small silver medal (successful), (P.O. (Upper Yardman Air) Ivor Laurence Beale, R.N. 24th Jany. 1955) mounted for wearing, good very fine (6) £2,400-£2,800 --- Importation Duty This lot is subject to importation duty of 5% on the hammer price unless exported outside the UK --- --- Ivor Laurence Beale’s gallant deeds are recorded in the following terms in Royal Humane Society records (Case No. 63945 - Voted to be the Stanhope Gold Medallist for 1955): ‘Saved Midshipman (Air) Richard William Mile Shepherd (21), Royal Naval Volunteer Reserve. In the sea 20 miles N.W. of Land’s End. On the night of 24 January 1955, at 7.00 p.m., a Firefly Mk. 7 aircraft of No. 796 Squadron, attached to the Naval Observer and Air Signal School, R.N.A.S. Culdrose, crashed in the sea 20 miles N.W. of Land’s End. The weather was overcast with a force of 4 (11-16 m.p.h.). The wind was S./S.W., moderate sea and swell. The pilot is missing, believed killed, and salvor and saved were in the rear cockpit. On crashing the aircraft turned over and sank. Both rear cockpit occupants released themselves from the aircraft under water but Shepherd’s dinghy snagged and he had to leave it in the aircraft. Beale escaped with his dinghy and on coming to the surface, spent about 2 minutes releasing his parachute and making sure his dinghy was secure. Then realising that Shepherd was in the water 50 feet away, without a dinghy, Beale swam to him and then opened his own dinghy. Seeing that Shepherd was wounded in the head and only partially conscious, Beale pushed him into the dinghy (designed for one man capacity) and then climbed in himself over Shepherd’s legs. Beale’s action in rescuing Shepherd and getting him into the dinghy is most praiseworthy in view of the fact that Beale himself had a badly contused arm and a fractured rib, sustained in the crash (Report of Captain W. W. R. Bentick, R.N. Air Station, Culdrose). Subsequently in the dinghy Beale attempted to revive Shepherd with his own warmth as Shepherd’s immersion suit had been torn in escaping from the aircraft and was full of water, and, when Shepherd had revived, they took it in turns to keep each other warm, Beale having broken the seal on his immersion suit in rescuing Shepherd and so also being wet through. The following statement was made in reply to the Society’s questionnaire: Beale in delaying getting in his own dinghy in his injured condition, by going to rescue Shepherd, and in sharing his own one man dinghy with Shepherd, considerably decreased his own chances of survival or rescue.’ After three hours of exposure the two men were picked up by the British Tanker Scottish Eagle. The Master of the Scottish Eagle reported: Referring back to the incident on the night of 24th inst. I would like the attention of proper authority drawn to the great bravery shown by U. Y. Beale in saving the life of Midshipman Shepherd. When these two men had fought their way out of the aircraft it was submerged to a depth of about 20 feet and both of them were injured and badly shocked. Beale’s dinghy, which was the only one to inflate, was, after all, only a one man dinghy and how he managed to get a helpless semi-conscious man into it, in the sea and swell then running, is almost beyond understanding. He could only have managed this by jeopardising his own life. During all the time they were in the water and alongside the ship, during the recovery from the water and during removal from the lifeboat to the hospital, Beale’s only thought was: For God’s sake mind my legs. A doctor was transferred from H.M.S. Triumph to the Scottish Eagle. He treated the survivors for their injuries, shock and exposure. The Scottish Eagle was diverted to Falmouth where the survivors were landed at 5.30 a.m. on 25 January and transferred to the Sick Bay, R.N.A.S. Culdrose.’ Beale and Shepherd were spotted by a Shackleton aircraft from R.A.F. St. Eval at 2200 hours, and its crew guided the Crested Eagle to their position; the pilot of the Firefly perished. Tragically, Beale was killed in another aircraft accident in the following year, when a Skyraider of H.M.S. Eagle crashed into the Mediterranean on 24 November 1956. Sold with gold and silver ribbon buckles for the Stanhope Gold Medal and R.H.S. silver medal; damaged case of issue for the Stanhope medal; Royal Life Saving Society, bronze medal (I. L. Beale, July 1942), an unnamed gilt metal swimming medal, and embroidered Naval airman’s badge.
‘Admiral Gaunt – the ‘nautical Sherlock Holmes’, the Americans called him – had a distinguished record in intelligence work as his triumphs in counter-espionage … bear testimony. He was a gallant, bluff, uncompromising man in the Roger Keyes tradition and he did not suffer fools or fainthearts gladly. In consequence, he had many enemies, not only in the Admiralty, but in the Foreign Office where his probings and promptings into the efficiency of their own intelligence systems caused many heart-burnings even as late as World War Two.’ The Mystery of Lord Kitchener’s Death, by Donald McCormick, refers. The important Great War Naval intelligence K.C.M.G., C.B. group of five awarded to Admiral Sir Guy Gaunt, Royal Navy The multi-talented Gaunt excelled in his wartime role as Naval Attaché in Washington D.C., his counter-espionage work costing the Germans dearly, not least his role in the notorious ‘Zimmermann Telegram’ affair He had earlier won rapid promotion to Commander for his gallant exploits in Samoa at the turn of the century, when amidst civil unrest he defended the British Consulate and raised ‘Gaunt’s Brigade’ of irregulars: it’s a remarkable story, immaculately recounted of in the pages of his autobiography, The Yield of the Years The Most Distinguished Order of St. Michael and St. George, K.C.M.G. Knight Commander’s neck badge and breast star, silver-gilt and enamels, some minor enamel chips; The Most Honourable Order of the Bath, C.B. (Civil) Companion’s breast badge, silver-gilt, hallmarked London 1915; British War and Victory Medals (Capt. G. R. A. Gaunt. R.N.); United States of America, Navy Distinguished Service Medal, gilt and enamel, the last four mounted as worn, generally good very fine (6) £2,400-£2,800 --- Importation Duty This lot is subject to importation duty of 5% on the hammer price unless exported outside the UK --- --- K.C.M.G. London Gazette 20 September 1918: ‘To be an Ordinary Member of the Second Class, or Knight Commander, of the said Most Distinguished Order: Captain Guy Reginald Archer Gaunt, R.N., C.B., C.M.G., late Naval Attaché to His Majesty’s Embassy at Washington.’ C.B. London Gazette 3 June 1918: ‘To be Additional Members of the Civil Division of the Third Class or Companions of the said Most Honourable Order: Captain Guy Reginald Archer Gaunt, C.M.G., R.N.’ U.S.A. Distinguished Service Medal (Navy) London Gazette 29 April 1919. Guy Reginald Archer Gaunt was born at Ballarat West, Victoria, Australia on 25 May 1869, and was educated at Melbourne Grammar School. It was intended he studied for the Law, but he pleaded with his father for a career at sea and was duly enrolled at H.M.S. Worcester, the training ship for officers of the merchant service. Having then served in clippers and obtained his Second Mate’s ticket, in addition to gaining an appointment as a Midshipman in the Royal Naval Reserve, he transferred, with the assistance of his brother, to the Royal Navy as a Lieutenant in October 1895. Gaunt’s Brigade Gaunt joined the three-masted sloop Swift in the Philippines in 1897, where he witnessed shocking scenes and executions, before removing to the Porpoise, also bound for the South Seas. And it was in this capacity that he came to play a memorable role in ongoing strife in Samoa, where local rebels, with German backing, were a threat to American and British interests. Apart from attending the British Consulate at Apia during a rebel attack, he raised and commanded ‘Gaunt’s Brigade’ of irregulars in subsequent operations. His autobiography describes in detail not a few encounters of the close kind, one such case being an attack on a rebel chief’s village at Malea: ‘I was last out of the village, with an enormous great Chief right on top of me, luckily as it turned out, for he masked the fire of the men who were potting at us. Just as he was towering above me ready to kill, I slewed around. He fired from his hip and missed me clean. I fired low, determined not to miss him, and being a rotten shot killed him stone dead on the spot. In a fraction of a second I was in the undergrowth, and without the slightest desire to win any medals legged it for the beach … ’ In due course, with a lull in operations, ‘Gaunt’s Brigade’ was disbanded, but he was presented with a sword by loyal Samoans who credited him with having saved the life of their King. Their Lordships of the Admiralty were equally impressed, for he was mentioned in despatches and promoted to Commander for ‘special services’ in June 1901. Naval Intelligence: spooks, sleuths and that telegram A posting on the China Sation at the time of the Russo-Japanese War ensued, as did his promotion to Captain in June 1907, but it was a summons to the Admiralty in the summer of 1914 that changed his life forever. He was invited by the First Sea Lord to take up the post of Naval Attaché in Washington D.C., and so, in May 1914, he departed for the United States. It was, Gaunt later explained, ‘work which was to bring me some of the most astounding adventures that ever befell any man in the Great War.’ As it happened, one of his first ports of call on arrival was the German Embassy, where he was introduced to the ambassador, Count von Bernstorff, and his two attachés, Captain Franz von Papen and Captain Karl Boy-Ed. All three would shortly be at odds with Gaunt, for the war was but weeks way. When the storm broke, one of his first missions was to try and prevent the departure of German liners from New York for use as raiders. That effort led to an early encounter with Franklin Roosevelt and represents the opening chapter of his genuinely fascinating wartime career, a clandestine sojourn described grippingly in the pages of The Yield of Your Years: from German agents and ‘sleuths’ trailing his every move to all the machinations one might expect of counter-espionage operations. Caught up in the Lusitania story – his men are believed to have apprehended German agents who boarded the liner before her departure from New York on her final voyage in 1915 – and likewise in the loss of the Hampshire and Kitchener in 1916 – when he received intelligence of an Irish nationalist plot – Gaunt was rarely out of the picture. He was created C.M.G in the latter year. One of his most important tasks was to counteract the effects of German propaganda in North America, and, in that respect, he gained prominence for his many successes. That prominence – particularly in Intelligence circles – was further enhanced by his subsequent appointment as a Commodore 1st Class and Liaison Officer to the United States of America. Moving about the highest echelons of power Gaunt played a pivotal role in the ‘Zimmermann Telegram’ affair. Working closely with his London boss ‘Blinker’ Hall in Room 40 at the Admiralty, he helped persuade the President and his advisors that the intercepted telegram was genuine. The telegram, sent in January 1917 from Arthur Zimmermann, the German Secretary of State for Foreign Affairs, to his Mexican counterpart, was indeed genuine and its contents devastating for Germany: because, in the event of the Americans entering the war, it contained an offer of military support for Mexico to invade the southern states of the U.S.A. The British interception and decryption of the telegram was an intelligence triumph, and, in April 1917, the Americans finally entered the war.
The Naval General Service medal awarded to Robert Drummond, a servant on Nelson’s personal retinue as his Valet aboard the Victory at the battle of Trafalgar; he also served as servant and steward to Captain Thomas Hardy for seven years Naval General Service 1793-1840, 1 clasp, Trafalgar (Robert Drummond.) medal contained in a contemporary silver frame, lacking glass lunettes, the disc correctly impressed and frame also inscribed with his name, very fine £14,000-£18,000 --- Importation Duty This lot is subject to importation duty of 5% on the hammer price unless exported outside the UK --- --- Provenance: Sotheby, June 1977. Confirmed on the roll as Able Seaman aboard H.M.S. Victory at Trafalgar, serving as a servant on Nelson’s personal retinue. Robert Drummond served in H.M.S. Victory at Trafalgar as one of Nelson’s personal retinue, rated on the books as Able Seaman. Drummond served under Captain Hardy both before and after his time in the Victory: in the Amphion from June 1802 to July 1803; and afterwards in the Triumph. He then served as steward to Rear Admiral Harvey in the St George from 1808 to 1809. Earlier he had been steward to Captain Wood of the Concorde. In April 1808, Hardy wrote him a certificate saying: ‘These are to certify whom it may concern that Robert Drummond has served as my Servant more than Six Years and as Steward these last Twelve Months and I beg to recommend him as a most faithful Clean attentive good Servant’. Victory's muster shows that Drummond and Bartlett (Hardy’s steward) were discharged to the Chatham yacht on 22 December 1805 to accompany Nelson's body to Greenwich along with others of Nelson's retinue. Drummond entered Greenwich Hospital in 1851 after his wife died, and died there on 15 June 1868. Sold with a good-sized portrait photograph of Drummond in old age wearing his medal. A different stereoscopic image of him wearing his medal also exists that is captioned ‘Robert Drummond - Lord Nelson’s Valet.’
The Second War ‘Fall of Singapore’ D.S.M. group of six awarded to Stoker P. A. H. Dunne, Royal Navy, for a motor launch versus Japanese destroyer action of “Li Wo” proportions: few escaped the resultant carnage inflicted by several point-blank hits on H.M.M.L. 311’s hull and upper deck and those that did had to endure over four years as a P.O.W. of the Japanese, the wounded Dunne amongst them Distinguished Service Medal, G.VI.R. (Sto. P. A. H. Dunne, P/KX 132616); 1939-45 Star; Atlantic Star; Pacific Star; Defence and War Medals 1939-45, mounted as worn, minor contact marks, good very fine or better (6) £4,000-£5,000 --- Importation Duty This lot is subject to importation duty of 5% on the hammer price unless exported outside the UK --- --- D.S.M. London Gazette 19 February 1946: ‘For great gallantry, although wounded, in keeping the engine room services of H.M.M.L. 311 in action after an attack by a Japanese destroyer on 15 February 1942.’ The original recommendation states: ‘During the engagement between H.M.M.L. 311 and a heavy Japanese destroyer on 15 February 1942, when the remainder of the Engine Room personnel had been killed, and heavy damage sustained in the Engine Room, the above rating continued to keep the Engine Room services in action, under the most trying conditions. Throughout the engagement, being himself wounded in the leg, Stoker Dunne worked in close proximity to blazing petrol tanks, and in additional danger from pans of live Lewis gun ammunition bursting into flames, some of which penetrated the Engine Room. He remained carrying out E.R. duties until the order to abandon ship was received.’ Percy Albert Holmes Dunne, a native of Whitley Bay, Northumberland, who was born in November 1921, was recommended for his immediate D.S.M. by Commander V. C. F. Clarke, D.S.C.*, R.N., in October 1945, when the latter, the senior surviving officer from H.M.M.L. 331, submitted his official report of the action to Their Lordships: ‘I have the honour to submit the following report of the passage of H.M.M.L. 311 from Singapore to Banka Straits and her sinking there by enemy action. This report is forwarded by me, as Senior Naval Officer on board, in the absence of her Commanding Officer, Lieutenant E. J. H. Christmas, R.A.N.V.R., whose subsequent fate is unknown. I embarked on H.M.M.L. 311 on the afternoon of 13 February 1942, as a passenger. Orders were later received from R.A.M.Y., through Commander Alexander, R.N., to embark about 55 Army personnel after dark, then proceed to Batavia via the Durian Straits ... At daylight on the 15th, we sighted what appeared to be a warship from 2 to 3 miles distant, almost dead ahead, in the swept channel, at a fine inclination, stern towards us and to all appearances almost stopped. We maintained our course, being under the impression that this was probably a Dutch destroyer. When about a mile away the destroyer altered course to port and was immediately recognised by its distinctive stem as a Japanese destroyer of a large type. At Lieutenant Christmas’ request, I took command of the ship and increased to 18 knots, maintaining my course, to close within effective range. The enemy opened fire and, with the first salvo, scored two hits, one of which penetrated the forecastle deck, laying out the gun’s crew, putting the gun out of action and killing the helmsman. Lieutenant Christmas took the wheel, and I increased speed to approximately 20 knots, and made a four-point alteration of course to starboard to open ‘A’ arcs for the Lewis guns, now within extreme range. This brought me on a course roughly parallel and opposite to the enemy enclosing the Sumatra shore, which, in the almost certain event of being sunk, should enable the crew and the troops to swim to the mainland. On my enquiring, after the alteration, why the 3-pounder was not firing, I was informed it was out of action. By constant zig-zagging further direct hits were avoided for a short time, during which the light guns continued to engage the enemy. The enemy, however, having circled round astern of me, was closing and soon shrapnel and direct hits began to take their toll both above and below decks. The petrol tanks were on fire, blazing amidships, and there was a fire on the messdecks. The engine room casing was blown up and two out of three E.R. personnel had been killed, whilst the third, a Stoker [Dunne], was wounded in the leg. The port engine was put out of action. The E.R. services as a whole, however, were maintained throughout the action. Finally, Lieutenant Christmas at the helm reported the steering broken down with the rudder jammed to starboard. We began circling at a range of about 1000 yards. Further offensive or defensive action being impossible, with all guns out of action and the ship ablaze amidships, I stopped engines and ordered ‘abandon ship’. Casualties were heavy. I estimate that barely 20 men, including wounded, took to the water. The Japanese destroyer lay off and, although the White Ensign remained flying, ceased fire but made no attempt to pick up survivors. I advised men to make for the mainland shore but a number are believed to have made for the middle of the Strait in the hope of being picked up. The action lasted about ten minutes. The captain of the Mata Hari (Lieutenant Carson), who witnessed the action, states that the Japanese ship fired 14 six-gun salvoes. There were four, or possibly five, direct hits, and, in addition to the damage from these, most regrettable carnage was caused on the closely stowed upper deck by bursts from several “shorts”. The ship sank not long after being abandoned, burning furiously.’ Other than Dunne, no other officer or rating appears to have been decorated for the action, Clark’s D.S.C. and Bar having stemmed from acts of gallantry in the Second Battle of Narvik and during earlier air attacks off Singapore; sadly the fate of Lieutenant E. J. H. Christmas, R.A.N.V.R., was never fully established, and he is assumed to have died on 15 February 1942. Sold with the recipient’s original Buckingham Palace returning P.O.W’s message, dated September 1945, together with a quantity of related research, including copied recommendation, Japanese POW card, and a copy of Commander Victor Clark’s memoirs, Triumph and Disaster, in which he describes the demise of H.M.M.L. 311 in detail.
The important G.C.B., Great War K.C.M.G. and K.C.V.O. group of twelve awarded to Admiral Sir William Pakenham, British observer with the Imperial Japanese Navy during the Russo-Japanese War 1904-05, he was Commanding Officer of the 3rd Cruiser Squadron at Jutland and afterwards of the Battle Cruiser Fleet The Most Honourable Order of the Bath, G.C.B. (Military) Knight Grand Cross set of insignia, comprising sash badge, silver-gilt and enamels, with gold centres; and breast star, silver, with gold and enamel appliqué centre, with display sash; The Most Distinguished Order of St. Michael and St. George, K.C.M.G., Knight Commander’s set of insignia, comprising neck badge, silver-gilt and enamels, with gold centres; and breast star, silver, with gold and enamel centre; The Royal Victorian Order, K.C.V.O., Knight Commander’s set of insignia, comprising neck badge, silver-gilt and enamels, reverse numbered ‘K324’; and breast star, silver, silver-gilt and enamels, reverse numbered ‘324’; 1914-15 Star (R. Adml. W. C. Pakenham, C.B., M.V.O.); British War and Victory Medals (V. Adml. Sir W. C. Pakenham); United States of America, Distinguished Service Medal, Navy, silver-gilt and enamels; France, Croix de Guerre, 1914-1917,with Palm these last five mounted court-style as worn; France, Legion of Honour, Commander’s neck badge, gold and enamels, upper arms and both wreaths with chips; Japan, Order of the Rising Sun, Second Class set of insignia, comprising neck badge, silver-gilt and enamels, with central cabochon; and breast star, silver, gilt and enamel, centre with cabochon; Japan, Order of the Excellent Crop, Grand Cordon set of insignia, comprising sash badge, silver-gilt and enamels; and breast star, silver, gilt and enamels, complete with full sash; Russia, Order of St. Stanislas, Grand Cross set of, insignia by Edouard, Military Division, comprising sash badge, gold and enamels, lower arm chipped; and breast star, silver, with gilt and enamel centre, with display sash, unless otherwise described, generally good very fine (18) £8,000-£12,000 --- Importation Duty This lot is subject to importation duty of 5% on the hammer price unless exported outside the UK --- --- G.C.B. London Gazette 3 June 1925; Admiral Sir, K.C.B., K.C.M.G., K.C.V.O. K.C.M.G. London Gazette 1 January 1919: ‘In recognition of valuable services rendered during the War’; Vice-Admiral Sir, K.C.B., K.C.V.O. K.C.V.O. London Gazette 3 July 1917: ‘On the occasion of His Majesty’s recent visit to the Grand Fleet’; Rear-Admiral Sir, K.C.B., M.V.O. Legion of Honour London Gazette 28 August 1918; Rear-Admiral Sir, K.C.B., K.C.V.O. Croix de Guerre London Gazette 15 February 1919; Vice-Admiral Sir, K.C.B., K.C.M.G., K.C.V.O. Order of the Rising Sun London Gazette 20 April 1906; Captain, C.B., R.N., Naval Attache, Tokyo. Order of the Excellent Crop London Gazette 27 January 1920; Vice-Admiral Sir, K.C.B., K.C.M.G., K.C.V.O. Order of St. Stanislaus London Gazette 8 June 1917: ‘For distinguished service rendered in the Battle of Jutland’; Rear-Admiral, K.C.B., M.V.O. United States of America D.S.M. London Gazette 29 September 1922; Admiral Sir, K.C.B., K.C.M.G., K.C.V.O. William Pakenham, the second son of Rear-Admiral the Hon. Thomas Pakenham, was born in London on 10 July 1861, and entered Britannia in 1874. Promoted Midshipman in 1876, he went to sea in the Monarch in the Mediterranean, and the next year was transferred to the Frigate Raleigh. In August 1878, as the ship was leaving Larnaka, Cyprus, the Coxswain fell overboard. Pakenham and an Able Seaman dived in after him and were afterwards highly commended for their gallantry in rescuing him. In September 1879 Pakenham joined the Alexandra, Flagship successively of Sir Phillip Hornby and Sir F. Seymour, and stayed in her until promotion to Sub-Lieutenant in October 1880. Having undergone the Gunnery Course in Excellent at Portsmouth, he returned to the Alexandra before being appointed to the Canada, which was destined to join the North America Squadron. In this ship Pakenham was the ‘strict though benevolent autocrat’ in charge of the Gun-room Mess, which counted among its members Prince George (later George V). He became Lieutenant in 1883 and next served as Flag-Lieutenant to Admiral Sir George Tryon during his command of the Australia Station from 1884 to 1887. The next nine years were spent in small Cruisers in the Training Squadron, and in one of these, the Calypso, he distinguished himself by a brave attempt to save the life of a Petty Officer who had fallen from the foreyard into Kiel Harbour. Promoted Commander in June 1896, and having qualified as an interpreter in French while on Half-pay in 1884, he was selected for duty in Naval Intelligence from 1899 to 1901. He then commanded the Sloop Daphne on the China Station, and briefly served in command of the Flagship Albion, before returning home again in 1902. At this time, war between Russia and Japan was imminent, and Pakenham’s Intelligence experience combined with his linguistic abilities marked him out as the Officer to succeed Captain Ernest Troubridge, who was due for relief as Naval Attache in Japan. War finally broke out on 6 February 1904; Pakenham arrived in March, taking Troubridge’s place in the battleship Asahi, in which he remained continuously until the final Japanese victory at the battle of Tsushima on 27 May 1905. Indeed, it was said of Pakenham that no British Sea Officer since Nelson had been so long afloat without setting foot on shore. His sangfroid under fire greatly impressed the men of the Japanese Navy: at the Battle of Tsushima, the casemate on which he was standing to observe the proceedings was struck by a shell causing several casualties, and his white uniform was splashed with blood. Deeming it inappropriate to continue, he quietly slipped away, only to return a few minutes later in spotless attire and to resume taking his notes. His reports to the Admiralty throughout the War were brilliantly written and revealed a thorough appreciation of the strategic, tactical, and technical implications of the events and situations which he described. His disdainful attitude to personal danger led to Admiral Togo’s recommendation to the Emperor that he should be given the Rising Sun, and his observations for the Admiralty resulted in him being ‘specially appointed C.B.’ soon after the Battle. Upon returning to England he was successively appointed to the command of the Antrim, the Glory, the Triumph, and the Collingwood. In December 1911, Winston Churchill (who later paid tribute to him in his book of 1923, The World Crisis), in reconstituting his Board soon after taking office, selected him to be the Fourth Sea Lord owing to his ‘strong character’ and ‘unique experience of modern naval warfare’. Advanced to Flag Rank in 1913, he left the Board to take command of the 3rd Cruiser Squadron, Home Fleet, with his Flag in his old ship Antrim, in which he narrowly missed being torpedoed by a U-boat on 9 October 1914. In March 1915, with his flag in the Australia, he took charge of one of the two Battle-Cruiser Squadrons which belonged to the Australian Commonwealth, and which had been lent for service in the Grand Fleet after the victory of the Falkland Islands. Accordingly, he held the titular appointment of Rear-Admiral Commanding the Australian Fleet. During the Battle of Jutland on 31 May 1916, Pakenham flew his Flag in the New Zealand, the Australia having been damaged in a collision with the New Zealand in a fog a month earlier. His remaining ship, the Indefatigable, was blown up early in the battle. Pakenham dist...
A rare Trafalgar Lloyd’s Patriotic Fund Certificate awarded to Lieutenant Thomas Wearing, Royal Marines, voting him the sum of £30 in consideration of the wounds he received at Trafalgar whilst serving on board the Conqueror The certificate voting Lieut. Thomas Wearing “ .... the Sum of Thirty Pounds in consideration of the Wound you received in contributing to the signal VICTORY obtained by the British Fleet consisting of 27 Sail of Line under the command of the ever to be honoured and lamented the late Vice Admiral Lord Viscount NELSON over the combined Fleets of France and Spain consisting of 33 Sail of the Line, off Cape Trafalgar, on the 21st day of October last; when 19 Sail of the Line were captured from the enemy; and in the words of Vice Admiral Lord Collingwood who so nobly completed the triumph of the day, “every Individual appeared a HERO on whom the Glory of his Country depended.” Inscribed in ink to ‘Lieut: Thomas Wearing, Royal Marines, His Majesty’s Ship, Conqueror’ and signed James Shaw, Mayor, 330mm x 240mm., framed, a few minor stains, otherwise good condition (2) £4,000-£5,000 --- Importation Duty This lot is subject to importation duty of 5% on the hammer price unless exported outside the UK --- --- Thomas Wearing was born in Norton, Cheshire, in 1788, and was commissioned into the Royal Marines as 2nd Lieutenant in 1804. On board H.M.S. Conqueror he saw active service and was wounded at the battle of Trafalgar, his ship being responsible for the destruction of the French flagship Bucentaure. As a result of his wound, he was awarded £30 by the Lloyd’s Patriotic Fund and subsequently was awarded the N.G.S. with one clasp for Trafalgar in 1849 (sold at Sotheby’s in February 1990). After various spells ashore and at sea, in 1815 he was employed in carrying despatches between the Fleet and the Duke of Wellington and arrived on the field of Waterloo on the evening of 18 June, just after the fighting had ceased. He thus did not qualify for the Waterloo medal which, in combination with his N.G.S. Trafalgar medal, would have been unique. Thereafter, he saw service on H.M.S. Wye (1818-19), H.M.S. Hastings (1835-38), H.M.S. Impregnable (1841) and finally on H.M.S. Cambridge (until 1843). On 25 November 1851, Wearing - by this time a Lieutenant-Colonel - was appointed R.M. Aide-de-Camp to Queen Victoria, a position he held until 1855. Further promotions saw him as Lieutenant-General in 1857, on the ‘active list’ at the age of 69 years. Following an edict of the Admiralty in relation to the Royal Marines, on 28 March 1863, Wearing became the first General Officer to be appointed Colonel of the Plymouth Division. He died on 19 May in the same year and was buried at St. Mary’s church, Torquay, Devon. Sold with some research notes and a small framed stipple engraving of Lord Nelson.
The Dardanelles D.S.M. group of four awarded to Able Seaman William Longworth, Royal Navy, a volunteer in Majestic’s daring Picket Boat torpedo attack to destroy the stricken British submarine E-15 Distinguished Service Medal, G.V.R. (205543 W. Longworth, A.B. H.M.S. Majestic); 1914-15 Star (205543 W. Lomgworth.D.S.M., A.B., R.N.); British War and Victory Medals (205543 W. Longworth. A.B. R.N.) mounted as worn, nearly extremely fine (4) £2,000-£2,400 --- Importation Duty This lot is subject to importation duty of 5% on the hammer price unless exported outside the UK --- --- D.S.M. London Gazette 16 August 1915: ‘For services in picket boats of H.M.S. Majestic and Triumph, 18th April 1915.’ On the morning of 7 April 1915, Lieutenant-Commander T. S. Brodie attempted the passage of the Dardanelles in the British submarine H.M.S. E-15. By 6.00 a.m., the submarine was unfortunately stranded in shoal water about seven miles inside the Straits. Brodie was killed on the bridge and the crew taken prisoner. By noon, the British submarine B-6 attempted to torpedo the stranded E-15, but was unsuccessful. That night, the two destroyers, Scorpion and Grampus, entered the Straits and reached a position with half a mile of the E-15, but were driven off. On the morning of 18 April, another attempt was made to destroy this vessel as the submarine B-11 reached a close position, but due to fog, was unable to torpedo the E-15. That afternoon, the battleships Majestic and Triumph attempted a long range shelling but were unable to hit the submarine. Finally, that night, the last and most dangerous attempt was made by two picket boats fitted with torpedoes from Majestic and Triumph. Lieutenant C. H. Godwin was in command of Majestic’s picket boat, manned by a volunteer crew of ten, who were all dressed in dark clothes with blackened faces, while Triumph’s picket boat was commanded by Lieutenant-Commander E. G. Robinson, supported by Lieutenant A. C. Brooke-Webb and Midshipman J. B. Woolley, with a similar volunteer crew of ten. The two small boats entered the Straits that night, each carrying two 14-inch outrigger torpedoes. They succeeded in reaching a point about one mile from the stricken E-15 when they were illuminated by searchlights from the Turkish batteries, and brought under an extremely heavy fire. They sped to the attack at full speed and, just as Lieutenant Goodwin launched his first torpedo, Majestic’s boat was hit by a heavy calibre shell which carried away part of the boat’s stern and she instantly began to fill. The first torpedo missed the target but Lieutenant Goodwin still had another torpedo in its slings, and he was determined to use it. Putting on steam, he again approached the submarine, and, taking careful aim, was rewarded after a few seconds by a great explosion which occurred well under water, just forward of her conning-tower. After such an attack no submarine would have any remaining value save as waste metal. In the meantime, the Triumph’s boat had observed the misfortune of her consort and hurriedly steamed up alongside. All the men of the damaged craft were taken aboard, including one, the only casualty, who had been mortally wounded. The forts and batteries ashore had redoubled their efforts when the torpedo struck home, but not another shot found its intended billet, and when the Triumph, now doubly loaded, set off down stream, the enemy gunners, for some reason best known to themselves, concentrated their fire on the drifting and tenantless wreck of the Majestic’s boat. Vice Admiral de Robeck congratulated those concerned in a general signal, and the Admiralty telegraphed Lieutenant-Commander Robinson's promotion to Commander for his services. The D.S.O. was awarded to Lieutenant Godwin, and the D.S.C. to Lieutenant Brooke-Webb and Midshipman Woolley, while the boats' crews all received the D.S.M. Commander Robinson had already performed in Gallipoli a deed of gallantry for which he was later awarded the Victoria Cross. William Longworth was born at Farnworth, Lancashire, on 2 June 1883, and joined the Navy as a Boy 2nd Class on 8 August 1899. He was rated Able Seaman in December 1902 and became a torpedo specialist with numerous postings to Defiance, the Navy’s torpedo school ship. He held the sub rating of Leading Torpedoman from February 1909 and was discharged to Shore on 2 June 1913, having completed 12 years continuous service, he joined the R.F.R. Devonport the following day. Recalled for service on 2 August 1914, he served aboard H.M.S. Majestic until 26 May 1915, and thereafter in various ships and shore bases for the remainder of the war and until demobilised on 7 June 1921.
Vanguards - Eight diecast model motor vehicles by Vanguards, scale 1:43 to include Ford Transit Van Evening Standard Livery Model No. VA06601, Triumph Spitfire MKII Model No. VA06702, Austin 1300 Estate Model No. VA05601 and similar. All appear to be mint in box. (This does not constitute a guarantee) (MS)
Vanguards - Eight diecast model motor vehicles by Vanguards, scale 1:43 to include Ford Transit Van Evening Standard Livery Model No. VA06601, Triumph Spitfire MKII Model No. VA06702, Austin 1300 Estate Model No. VA05601 and similar. All appear to be mint in box. (This does not constitute a guarantee) (MS)
Lledo - Vanguards - 8 x boxed 1:43 scale Lledo Vanguards die-cast models - Lot includes a #VA02108 Ford Popular. A #VA06700 'Signal Red' Triumph Spitfire MK2. A #VA06502 'Monza Red' Rover 3500 V8, and similar. Comes with wing mirrors and certificates. Boxes appear in very good to mint condition. All die-cast models appear to be mint in box. (This does not constitute a guarantee) (M)
Vanguards - Eight diecast model motor vehicles by Vanguards, scale 1.43 to include Ford Transit Van telecommunications set the box shows some sign of damage Model No. VA06604, Reliant Regal Model No. VA02204, Triumph Spitfire MKII Model No. VA06703 and similar. Seven boxes appear to be mint in box. (This does not constitute a guarantee) (MS)
Corgi - Vintage Glory Of Steam - Vanguards - 5 x boxed die-cast Corgi vehicles in 1:50 and 1:43 scales - Lot includes 2 x limited edition Corgi Vanguards Classics Triumph Stag in Mimosa Yellow livery. A limited edition #80108 Vintage Glory Of Steam Fowler B6 Crane Engine. A Vintage Glory Of Steam #80106 Fowler B6 Road Locomotive and Badge. A Corgi Vanguards #VA05007 50th Anniversary MGA Open Top in gold livery. Comes with certificates and accessories. Boxes appear in very good condition with some having light storage wear. Die-cast models appear in excellent condition. (This does not constitute a guarantee) (M)
Vanguards - Eight diecast model motor vehicles by Vanguards, scale 1.43 to include Sunbeam Alpine Series II Model No. VA07005, Triumph Herald Saloon Model No. VA00516, Morris 1000 Co-Op Radio and Television livery Model No. VA01122 and similar. All appear to be mint in box. (This does not constitute a guarantee) (MS)
Lledo - Vanguards - 8 x boxed 1:43 scale Lledo Vanguards die-cast models - Lot includes a #VA04404 'SnowberryWhite/Maroon' Austin A60 Cambridge. A #VA06700 'Signal Red' Triumph Spitfire MK2. A #VA06502 'Monza Red' Rover 3500 V8, and similar. Comes with wing mirrors and certificates. Boxes appear in very good to mint condition. All die-cast models appear to be mint in box. (This does not constitute a guarantee) (M)
Corgi - Vanguards - Eight die-cast model predominantly limited edition Corgi Vanguards vehicles in 1:43 scale - Lot includes #VA07606 'Weathered Blue' Land Rover. A #VA02110 'Sunset Red' Popular 100E. A #VA00516 'Wedgwood Blue' Triumph Herald Saloon. A #VA05602 'Flame Red' Austin 1300 Estate, and similar. Perspex boxes appear in good condition. All die-cast models appear to be mint in box. (This does not constitute a guarantee) (M)
Corgi Original Omnibus - Oxford - Schuco - Minichamps - A collection of mostly 1:76 scale vehicles including a Volvo Plaxton Palatine II bus # 43610, VW T4 van # 76T4002, Triumph Stag # 76TS001 and others. Most appear Mint in Very Good boxes, a few models are loose in their boxes with no fitting screws. (This does not constitute a guarantee) [ba]
Vanguards - Eight diecast model motor vehicles by Vanguards, scale 1.43 to include Morris Marina 1800 Model No. VA06303, Triumph Spitfire MKII Model No. VA06702, Mercedes Benz 300 SL Roadster Model No. VA07800 and similar. All appear to be mint in box. (This does not constitute a guarantee) (MS)
Lledo - Vanguards - 8 x boxed 1:43 scale Lledo Vanguards die-cast models - Lot includes a #VA06700 'Signal Red' Triumph Spitfire MK2. A #VA06502 'Monza Red' Rover 3500 V8. A #VA04404 'Snowberry White/Maroon' Austin A60 Cambridge, and similar. Comes with wing mirrors and certificates. Boxes appear in very good to mint condition. All die-cast models appear to be mint in box. (This does not constitute a guarantee) (M)
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