Registration No: WHJ 516M Chassis No: 9256 MOT: Exempt1 of just c.130 right-hand drive Espada S3s reputedly builtNotably previously in the ownership of the well-respected Ferrari specialists Reeder BrothersJust 67,000 recorded milesDiscovered as a garage find in 2022 and fully recommissioned by the vendor sincePrevious full engine overhaul by the Reeder Brothers at c.60,000 milesIntroduced at the 1968 Geneva Salon, the Lamborghini Espada was a true four-seater supercar. Styled by Marcello Gandini of Bertone, it was visually indebted to the carozzeria's previous 'Marzal' and 'Pirana' show cars. A low-slung menacing 'wedge' (actually no longer than a contemporary Ford Mustang), its Giampaolo Dallara honed pressed-steel platform chassis featured all-round coil-and-wishbone suspension, Koni dampers, disc brakes and anti-roll bars. Although, the 'quad-cam' Bizzarini 3,929cc V12 was front-mounted and mated to a five-speed manual gearbox, the Espada enjoyed near ideal front-to-rear weight distribution (52:48). The world's fastest four-seater at some 155mph, it was praised for its handling and ride quality. Debuting at the 1972 Turin Motor Show, the Series III came with power steering and air-conditioning as standard. Boasting 365bhp and 290lbft of torque, it also carried a revised interior, re-jigged rear suspension and uprated brakes. In production at Sant'Agata Bologna for just six years, a mere 472 were supposedly made.Chassis number ‘9256’ is a very rare right-hand drive Series III example, which was supplied new to the United Kingdom, being first registered on the 9th of October 1973. Passing through the dealership of Lamborghini ‘guru’ Del Hopkins, who owned the Lamborghini Dealership in Alie Street, London at the time, it is understood that at this time, one of his business partners at the dealership, Bob Hennessy used the car for his wedding in 1976. Known to have been registered as ‘TTK 2’ during the early stages of its life, the Espada was subsequently acquired in 1984 by the highly respected Ferrari specialists Mike and Graham Reeder, the brothers stripped the car to bare metal, bodily restored ‘9256’, and provided a full repaint into Ferrari Rosso Corsa (there could be no other colour with their specialism!). In 1987, at c.60,000 miles, the engine was removed from the Lamborghini and provided with a full engine overhaul which included new pistons, timing chains, bearing shells, etc.Between March 1984 and May 1995, the Espada led a charmed life, being driven exclusively by partners of the Reeder brother's business. Sold out of the Reeder ownership in 1995, the Lamborghini entered into the previous ownership in June 2000. Used for a very short period (less than a full year) the Espada, now registered ‘WHJ 516M’ was parked in the custodian's garage, where it remained for the following twenty-two years. Unearthed by the vendor in May 2022 who came to know of the car as a family friend of the previous owner, the Espada has since been comprehensively mechanically recommissioned. Works completed have included overhauls of the carburettor and distributor; new spark plugs and condensers; partial re-wiring; brake system recondition with many new parts; new front wheel bearings; renewed ignition system; full interior refresh including leather treatment; new fuel pump and battery; re-conditioned rear tailgate struts; clutch overhaul; and new tyres, amongst much more cosmetic and mechanical improvement. The whole re-commissioning process is fully illustrated in a document in the history file, with the expenditure totalling some £10,700 in total. A regular attendee of classic car events in East Anglia since the completion in April 2023, the vendor informs the only thing the Espada still requires is the fitment of air-conditioning belts.Offered with a history file that includes original sales literature, a handwritten log documenting the maintenance work completed by the Reeder brothers during their ownership, a collection of invoices and previous MOTs, images of the car throughout its life (including in Del Hopkin’s ownership and as a garage find), and a current V5C document. Starting readily and both running and driving excellently during the recent photography session, chassis ‘9256’ is due to be driven to the sale, and has covered just 7,000 miles approximately since the full engine overhaul by the Reeder brothers, with a believed genuine c.67,000 on the odometer now. Very few Espadas were manufactured in right-hand drive so finding one with such an interesting ownership history and with the desirable manual gearbox, adds to the appeal of this example. A 155mph, four-seater, 1970s supercar, what's not to like! For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
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AN ELABORATE TURKMEN CEREMONIAL WEDDING HEADDRESS WITH SHELLS AND PENDANTS Turkmenistan, late 20th centuryThe hemispherical off-white felt hat lined in black-dyed cotton, the outer red cotton ground sewn with concentric, overlapping rows of white metal pendants, chased in relief with rosettes roundels and beaded vertical bands, further embellished with bands of cowrie sea shells and dangling rattling spheres and Kuchi coins, both in silver and white metal, the dome-like finial surmounted by a miniature-size parasol with almond-shaped pendants, with two narrow strips of felt running down the sides, also sewn with pendants and decorated with charms, and a long red velvet tail with polychrome tassels and white metal plaques, either chased in relief with flower stems, or set with gems and glass tesserae (the majority now missing), the overall design testament to the elaborate jewellery and adornment art of the Central Asian populations living in modern-day 'Istans', especially Turkmenistan and Kyrghizistan.21cm diameter and 26cm high, the tail 38cm long including the tassels Ornate ceremonial hats like the present example have long been a distinctive element of traditional celebration attire among Turkmen women, especially in the important rites of passage such as birth and marriage. In this case, the cowrie shells together with the coins are believed to attract good fortune and prosperity to the bride, reflecting the spiritual beliefs and values of the Turkmen people. 21cm diameter and 26cm high, the tail 38cm long including the tassels Qty: 1
A bloodstone fob seal, the mount decorated with flowers, shells and foliate scrolls, together with a cornelian fob seal, the fluted mount with foliate scroll supports, an amethyst fob seal, with stone set mount, and a citrine fob seal, with scrolling serpent mount, first fob seal length 3.1cm (4)
A collection of silver, comprising a Thai cigarette box with niello enamel decorated cover, a Russian serving slice, a set of six teaspoons with matching tongs, cased, a pair of butter shells with knives, cased, a sauce boat, a sweetmeat dish, two napkin rings, a mustard, a caddy spoon with scalloped bowl and two other spoons, 16oz weighable (qty)
A Second World War 1944 immediate ‘North West Europe’ M.M. group of four awarded to Corporal L. W. Anscombe, 612 Field Squadron, Royal Engineers, attached 11th Armoured Brigade, 30 Corps Military Medal, G.VI.R. (1578834 Cpl. L. W. Anscombe. R.E.); 1939-45 Star; France and Germany Star; War Medal 1939-45, good very fine (4) £1,400-£1,800 --- M.M. London Gazette 1 March 1945. The original recommendation states: ‘On 6 September [1944] in Antwerp some unit and attached vehicles were caught by enemy shell fire. There were a number of casualties and several vehicles were damaged. The order was given to withdraw, and there was some confusion as several vehicles tried to turn round at the same time. Cpl. Anscombe stood out in the middle of the road controlling and directing traffic until all the vehicles except 2 had been driven or towed away. Corporal Anscombe himself then drove away one of the vehicles in reverse towing the other vehicles backwards. During all this time enemy shells were falling in the immediate vicinity. On 7 September his unit was engaged in evacuating from the North Bank of the Albert Canal in assault boats. Throughout the whole operation his coolness and efficiency were conspicuous, and his example undoubtedly contributed to its successful completion.’ Leslie William Anscombe served during the Second World War with 612 Field Squadron, Royal Engineers as part of the 11th Armoured Brigade, 30 Corps during the Liberation of Belgium in an around Antwerp and the Albert Canal immediately prior to Operation Market Garden.
A Second War Salerno landings D.S.M. group of six awarded to Stoker Petty Officer O. L. Blondel, Royal Navy, who was subsequently among those lost when H.M.S. Laforey was torpedoed by U-223 off Palermo in March 1944 Distinguished Service Medal, G.VI.R. (Sto. P.O. O. L. Blondel. P/KX. 81386) engraved naming; 1939-45 Star; Atlantic Star; Africa Star; Italy Star; War Medal 1939-45, mounted for display, extremely fine (6) £1,400-£1,800 --- 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 23 May 1944: ‘For distinguished services in connection with operations which led to successful landings in Sicily and at Salerno.’ The original recommendation states: ‘H.M.S. Laforey was in action with enemy batteries at the landing at Salerno on 9 September 1943. She was hit by five shells which damaged both boiler rooms and temporarily cut power to ‘B’ and ‘X’ turrets. Damage was soon repaired and the ship destroyed the battery. Stoker Petty Officer Blondel was in charge of No. 2 boiler room when several large pieces of shrapnel from an H.E. shell - which had exploded in No. 1 boiler room uptakes - penetrated the forward bulkhead of No. 2 boiler room. The shrapnel damaged a steam pipe and the main ring on the starboard side and several pieces entered the boiler air casings, scoring, as was subsequently discovered, 28 boiler tubes. He realised that No. 1 boiler room had been hit, and he took charge of the situation most commendably, isolating the systems of No. 1 boiler room, and maintaining the steam pressure in his own boiler.’ Osmond Laurie Blondel was born in Guernsey on 14 February 1913, and was serving as a Stoker in the Royal Navy on the outbreak of hostilities in September 1939. The exact date of his joining the destroyer H.M.S. Laforey remains unknown but by virtue of his D.S.M.-winning exploits off Salerno in September 1943 - and subsequent loss in March 1944 - we do know that he served under two highly distinguished skippers: Captain R. M. J. Hutton, D.S.O. and 2 Bars, R.N. and Captain H. T. ‘Beaky’ Armstrong, D.S.O. & Bar, D.S.C. & Bar, R.N. He may well have joined Laforey on her commissioning in August 1941, in which case he would have witnessed much action on the Malta run and assisted in the rescue of crew members from the carriers Ark Royal and Eagle, and would also have been present at the destruction of the Italian submarine Ascianghi in July 1943. In September 1943, following her part in the Salerno landings, Captain H. T. Armstrong, R.N., took command, under whom Blondel would have participated in various bombardments of enemy positions on the west coast of Italy. On 29 March 1944, however, in a protracted action with the U-223 off Palermo, the crippled U-boat managed to hit and sink Laforey with a Gnat torpedo: ‘Beaky’ Armstrong, Blondel and over 180 of their shipmates lost their lives. The son of Osmond and Doris Blondel, and the husband of Ann Blondel of Southsea, Hampshire, he has no known grave and is commemorated on the Portsmouth Naval Memorial. Sold with copied research including relevant extracts of Admiralty report on operation ‘Avalanche’ and recommendation for D.S.M.
Four: Leading Seaman F. Hazlewood, Royal Navy, who was killed in action in H.M.S. Queen Mary at the Battle of Jutland on 31 May 1916 1914-15 Star (202881. F. Hazlewood. L.S., R.N.); British War and Victory Medals (202881 F. Hazlewood. L.S. R.N.) with flattened named card boxes of issue; Royal Navy L.S. & G.C., G.V.R., 1st issue (202881 Fred Hazlewood, Ldg. Sean. H.M.S. Queen Mary.); Memorial Plaque (Fred Hazlewood) the group mounted court-style for display, traces of adhesive for reverse, toned, extremely fine (5) £500-£700 --- Importation Duty This lot is subject to importation duty of 5% on the hammer price unless exported outside the UK --- --- Fred Hazlewood was born in Winchester on 6 May 1882 and joined the Royal Navy as a Boy Second Class on 17 January 1899. Advanced Leading Seaman on 13 July 1907, he was transferred to the Coast Guard on 20 August 1912. Recalled for War service on 2 August 1914, he was posted to H.M.S. Queen Mary on 23 August 1914, and was awarded his Long Service and Good Conduct Medal on 14 June 1915. He was present at the Battle of Jutland on 31 May 1916, when, under the command of Captain C. I. Prowse, Queen Mary engaged the German ships SMS Seydlitz and SMS Derfflinger during the opening phase of the Battle. One of Derfflinger’s shells scored a direct hit on Queen Mary’s ‘Q’ turret detonating the magazines and breaking the ship in two. She was sunk with the loss of 1,266 crew and only 18 survivors. Hazlewood was amongst those killed, and he is commemorated on the Portsmouth Naval Memorial. Sold with copied record of service and copied research.
Three: Stoker Petty Officer W. C. T. Sheepwash, Royal Navy, who served in H.M.S. Inflexible at the Battle of Jutland, 31 May 1916, and in H.M.S. Phoebe during the Zeebrugge Raid, 23 April 1918 1914-15 Star (165419 W. C. T. Sheepwash. S.P.O., R.N.); British War and Victory Medals (165419 W. C. T. Sheepwash. S.P.O. R.N.) mounted as worn, nearly very fine (3) £120-£160 --- Walter Charles Thomas Sheepwash was born in Chatham, Kent, on 21 August 1872 and joined the Royal Navy on 11 January 1892. Advanced Stoker Petty Officer on 1 July 1906, he served served during the Great War in H.M.S. Inflexible from the outbreak of War to 30 September 1917, and was present during the Battle of the Falkland Islands, the Dardanelles campaign, ands at the Battle of Jutland, 31 May 1916. After a brief period ashore he served next in H.M.S. Phoebe from 11 November 1917 until the cessation of hostilities, and was present during the Zeebrugge Raid on 23 April 1918: ‘H.M.S. Phoebe was commanded by Lieutenant-Commander H. E. Gore-Langton. When he saw H.M.S. North Star struck and brought to a standstill he went to her assistance and made a smoke screen to shield her from view. Then H.M.S. Phoebe moved ahead of the North Star and passed a wire across to tow her out of action. The ships drifted some distance to the north east until the North Star lay almost at right angles to the Phoebe and by that time the smoke-screen had dispersed. The two ships were then again lit up by the searchlights and were heavily shelled at close range. The Phoebe again tried to drag the North Star to safety but by then the latter’s engine and boiler rooms were flooded and the strain caused the wire to snap. Gore-Langton then turned the Phoebe alongside the wreck of the North Star with the intention of drawing her further out before attempting to tow her from the front but several shells struck the North Star blowing her capstan overboard and killing and wounding many men. Realising that she was unable to carry out her intention, the Phoebe cast off, made another smoke-screen between the North Star and the shore and then sent a boat to rescue some of the survivors. The North Star also lowered her boats and ferried some men across to the Phoebe. Gore-Langton once again tried to tow the North Star clear under the cover of a smoke screen but again the North Star was hit and seeing that she was sinking he gave orders that she should be abandoned. Men scrambled across from the sinking ship to the Phoebe but it is said that one was left behind. When this was realised the Phoebe re-approached the North Star to rescue him but as she came alongside, the man was killed by a bursting shell. H.M.S. Phoebe had stayed by the North Star for nearly an hour'. Sheepwash was shore demobilised on 8 April 1919. He was not awarded a Long Service Medal. Sold with copied service papers and other research.
A large collection of polished mineral specimens. Roland Morris collection, to include agate slices, tigers eye, amethyst and various shells amongst others. Roland Morris was a well known maritime archeologist, historian, writer and entrepreneur based in Cornwall, particularly Penzance. His most famous discovery was the wreck of the Association also working on other major wrecks around the Cornish coast. He also opened the Admiral Benbow a much celebrated pub filled with nautical themed decoration.
Cicely Mary Barker (1895-1973), set of three original watercolours for postcard designs, comprising: Looking for shells, The Sandcastle, and The Telescope, each is monogrammed, inscribed to the margins, 26 x 18cm, unframed. Condition - Images and seaside postcard sentiment are good - our term ‘fair’ reflects the uniform (and natural) discolouration and fragility of the paper itself. These have probably never been framed and will benefit from being framed. Note The Sand Castle has pinholes to each corner."Due to past issues with items being damaged in transit, we regret to inform you that we are unable to offer packing and posting services on picture lots in this sale. This is non-negotiable. Picture lots must be collected in person, or external packing companies can be recommended. Thank you for your understanding."
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