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Lot 98
A refined woodblock print by Japanese artist Mabuchi Toru (1920–1994), depicting a floral still life with bold colors and intricate textures. This signed and dated piece (1968) is a limited edition numbered 74/110, showcasing Mabuchi's signature mosaic-like approach to composition. Known for his mastery of traditional Japanese printmaking techniques, Mabuchi's works are highly regarded for their delicate yet structured aesthetic. The piece is professionally framed, measuring 23"L x 29.5"H overall.Artist: Mabuchi Toru (1920–1994)Dimensions: See DescriptionCondition: Age related wear.
Lot 265
A striking oil on canvas painting titled Bananas by Cesar Camarena, presenting a bold and immersive still-life composition. The artwork features a close-up view of ripe bananas, rendered with remarkable precision and attention to texture, shadow, and depth. The artist employs a hyperrealistic style, utilizing rich golden hues and subtle tonal variations to create a sense of volume and natural warmth. The composition, with its repetition of curved forms, evokes a sense of abundance and organic movement. Signed and dated in the lower right corner, this piece is housed in a simple frame that complements the artwork's vibrant subject. Camarena's work showcases his expertise in realism, making this painting a compelling addition for collectors of contemporary still-life and hyperrealism.Artist: Cesar Augusto Camarena (20th-21st century)Issued: 2006Dimensions: 52"L x 42"HCondition: Age related wear.
Lot 266
Vibrant Pop Art oil on canvas by Cesar Camarena, titled Mangos en Primer Plano (Mangos in the Foreground). Executed in 2006, this striking composition captures a hyperrealistic close-up of ripe mangoes in rich golden hues with green undertones, masterfully rendered to emphasize texture, luminosity, and depth. The artist's signature is prominently featured in the lower right corner, and the verso includes the title, medium, and dimensions, reinforcing authenticity. Camarena's technique showcases a keen eye for realism and an exceptional ability to evoke a sensory experience through still life.Artist: Cesar Augusto Camarena (20th-21st century)Issued: 2006Dimensions: 50"L x 40"HCondition: Age related wear.
Lot 46
COLLINS NEW NATURALIST. Botany & Plants volumes: numbers 5 Wild Flowers; 7 Mushrooms & Toadstools; 10 British Plant Life; 14 Art of Botanical Illustration; 16 Wild Flowers of Chalk & Limestone; 19 Wild Orchids of Britain; 24 Flowers of the Coast; 32 Trees, Woods and Man; 33 Mountain Flowers; 43 Alien Weeds; 48 Grass & Grasslands; 54 The Pollination of Flowers; 58 Hedges; 85 Plant Disease; 86 Lichens; 96 Fungi; 99 Mosses & Liverworts; 100 Woodlands; 116 Plant Pests; 117 Plant Galls; 122 Vegetation of Britain & Ireland. The last 5 still in shrinkwrap (21) (2 boxes)
Lot 58
A Great War anti-U-boat operations D.S.M. group of three awarded to 2nd Hand J. H. Crumpton, Royal Naval Reserve, who was decorated for his gallant deeds in the Sea King – ex-Q-ship Remexo - in June 1917, when she successfully attacked with depth charges and sank the UC-66 off the Lizard Distinguished Service Medal G.V.R. (SD.3186 J. H. Crumpton, 2nd Hd. R.N.R. “Sea King” English Channel, 12 June 1917); British War and Victory Medals (SD.3186 J. H. Crumpton. 2nd Hd. R.N.R.) mounted court-style for display, nearly extremely fine (3) £1,200-£1,600 (3) £1,200-£1,600 --- 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 31st July 1919: ‘For services in action with enemy submarines.’ Note: Award delayed as destruction of submarine not confirmed until May 1919. Jesse Henry Crumpton was born in Rochester, Kent on 25 June 1883, and enrolled in the Royal Naval Reserve in November 1915. He saw no seagoing service until the following year, when he served in H.M. Trawlers Moray and Lorna Doone, following which, in May 1917, he joined the Sea King (Ex-Q-ship Remexo) under Lieutenant-Commander Godfrey Herbert, D.S.O., R.N.; the latter had already gained notoriety for his uncompromising command of the Q-ship Baralong, not least in her close encounter with the U-27 in August 1915. Of Sea King’s subsequent action against the UC-66 in the Channel on 12 June 1917, Keeble Chatterton’s Amazing Adventure takes up the story: ‘Admiral Luard, the Senior Naval Officer at Falmouth, had received a report that night of a submarine's presence somewhere near the Lizard and ordered Herbert's flotilla off to sea. This sudden alteration of routine, after coming into port and stand-off, was something of a surprise. Men were below taking their well-earned rest and looking forward to a walk ashore in the morning. “I immediately sent a signal to prepare for sea,” Herbert still remembers, “but had some difficulty getting the orders to my friend Buchanan in the Sea Sweeper. After several attempts failed, I fired my revolver at his waterline, which quickly did the trick and we sailed on time.” Through the dark and still summer’s night they all four steamed out past old Pendennis Castle, Helford River’s mouth, the Manacles, and so to the Gaunt Lizard. “We spent a gorgeous middle-watch in perfect weather, and at sunrise I thought to myself how many City workers would have given £10 a minute to be yachting with us.” The dark hours passed, and the dawn of a beautiful day revealed the channel in its kinder mood with shipping going up and down on its lawful occasions. No submarine, however, in sight! Perhaps just one more of those numerous yarns which never came to anything? None the less, you could never be sure, and it was generally supposed that somewhere between the Lizard and Kynance Cove U-boats were fond of going to rest on the bottom. So long as she was down below with engines stopped these four Trawlers would only waste their hours. Besides, the sun had risen, it was time the enemy rose likewise and did something. So Herbert decided to wake him up. “At 4.30 a.m.,” he relates, “I dropped a baby depth charge on a known submarine resting ground not far from Kynance Cove, with the objective of stirring to life any somnolent Hun and incidentally, desiring some fresh fish for breakfast.” During the forenoon, all four trawlers were keeping watch south of the Lizard, listening keenly with their hydrophones. So far nothing had been seen, nothing heard. The Sea King and her sisters seemed to have been brought on a fool’s errand. But at 11.30 a.m. when 2½ miles south east of the headland, “I spotted about 400 yards away, two or three points off my port bow, the periscope, stanchion, and jumper stay of a submarine travelling westward at about 4 or 5 knots. Having seen that stay, I could judge her course much more easily than if only her periscope had been visible. I concluded that her captain had probably just been taking a bearing from the Lizard, and as I turned towards him he dived. At once I hoisted in the Sea King a signal to turn eight points, though this was not taken by all the flotilla. But we all wasted not a second letting-go 16 large depth charges and 64 smaller ones. “It was an exciting moment whilst these were exploding. There was very little time for any signals, and the manner in which the whole flotilla dropped their bombs was admirable. No one could tell exactly where the enemy existed: all I knew was that she lay very near, and it was a barrage which did the trick. Every charge detonated perfectly, all explosions were very heavy, and one sent up water three times the height of any others.” As the tide off the Lizard has, at its maximum, a velocity of 3 knots, a fresh breeze blowing against this soon kicks up a nasty sea. For most of the year there will be found off here a rough tumble of waves and unpleasant jobble: the worst conditions for hydrophone operations. This forenoon, however, the tide was running at about 2 knots to the eastward, and everything remained calm under the favourable weather. To leeward of the enemy there rose up a quantity of oil. The depth charges had beyond all questioning, burst the submarine, set off her mines and torpedoes. Not one German body came to the surface. “The Admiralty instructions,” adds Herbert facetiously, “were very carefully designed to prevent more than one large depth charge being ready at any given moment. Whilst each of us had four, the official orders were that one of these big types was to be ready on deck, but the remainder below unprimed. However, I realized that such levels of precaution were not warranted and, consequently, we all kept our big charges primed and ready “in case”. During the general melee which followed my signal ordering a turn to port, we somehow managed to have one collision, through a helmsman’s misunderstanding, but the damage was very slight. After the sea had regained its calm from the underwater disturbance, we stopped our engines and listened on our hydrophones. It was ideal for hearing any movement, but nothing came through, not a sound reached us. Had she survived, our expert listeners would certainly have detected her under way. The depth at this spot was 40 fathoms, so she could not have rested on the bottom voluntarily. Finally, after hanging about the locality during several hours, we returned to Falmouth, were I reported the affair to Admiral Luard.” Months passed, the Armistice came and went, and at the end of May 1919 - almost two years since the event - an official letter reached Herbert from the Lords of the Admiralty “that it is now known that the submarine in question, UC-66, commanded by Herbert Pustkuchen, was destroyed with the loss of all hands.” This announcement set every doubt at rest, although as a submarine officer himself he had been convinced all the while that the German perished utterly. During the year 1917, Herbert had been at last promoted to Commander, and now for his Lizard victory received a Bar to his Baralong D.S.O. Lieutenant Buchanan was awarded the D.S.C. and two of the crew the D.S.M.’ And one of them was Crumpton, who was demobilised in March 1919.
Lot 84
The superb Second World War B.E.M., American D.F.C. group of six awarded to Wellington and Lancaster Air Gunner Sergeant, later Squadron Leader J. Purcell, 218 (Gold Coast) Squadron, Royal Air Force, who was originally recommended for the George Medal as a result of his gallantry in saving his pilot’s life from a stricken and sinking aircraft off the Suffolk Coast, 2 September 1941, despite suffering from severe burns himself. The latter being Purcell’s introduction to operational flying, and resulting in three days adrift in a dinghy. He qualified for the “Gold Fish Club” again on only his third operational sortie - when his aircraft was forced to ditch off the Norfolk Coast, this time returning from a raid on Emden, 26 November 1941. Purcell went on to take part in the “Thousand Bomber Raids” to Cologne and Bremen, prior to flying with 156 Squadron as part of Pathfinder Force, November 1944 - April 1945. In all he flew in at least 48 operational sorties during the war British Empire Medal, (Military) G.VI.R., 1st issue (1169029 Sgt. Jack Purcell. R.A.F.) contact mark over part of unit; 1939-45 Star; Air Crew Europe Star, 1 clasp, France and Germany; Defence and War Medals 1939-45, with M.I.D. oak leaf; United States of America, Distinguished Flying Cross, unnamed as issued, mounted on card for display, generally very fine (6) (6) £2,000-£2,600 --- Provenance: Dix Noonan Webb, December 2007 (when sold without the D.F.C.) B.E.M. London Gazette 6 January 1942. The original recommendation (for a George Medal) states: ‘Sergeant Purcell was the front-gunner of an aircraft which, whilst carrying out an attack on Ostend, received a direct hit from heavy anti-aircraft fire. Although an attempt was made to bring the aircraft back to England, it eventually crashed in the sea some ten miles off Orfordness. On impact the captain was thrown down into the bomb compartment but, after being submerged in 15 feet of water, he eventually escaped, in semi-drowned condition, through the broken off tail of the aircraft. Sergeant Purcell, who was suffering from burns about the face and hands, had helped the captain to climb out of the wreckage and then supported and encouraged him for about half an hour until it was possible to reach the dinghy. In spite of the captain’s continual suggestions that Sergeant Purcell should leave him and get to the dinghy himself, the Sergeant refused to do so. There is little doubt that the captain’s life was saved as a result of the determination and bravery shown by Sergeant Purcell. He subsequently displayed courage, cheerfulness and powers of endurance during the three days which the crew spent floating in the dinghy.’ M.I.D. London Gazette 8 June 1944. United States of America, Distinguished Flying Cross London Gazette 14 June 1946. The original recommendation states: ‘Flight Lieutenant Jack Purcell has displayed exceptional zeal in operations. His first tour of duty was full of hazard and on two occasions his aircraft was forced to alight on the sea, after which this officer spent 74 hours on the first occasion and two hours on the second in his dinghy. He has also been involved on several occasions in combat with enemy aircraft, and on the 16th July 1942, at Lubeck the engagement with two ME 110’s lasted 17 minutes. Other fighters also attacked and a Ju. 88 is claimed as destroyed and a ME 110 was damaged. Flight Lieutenant Purcell has flown on many operations in support of the U.S.A.A.F. and has shown practical co-operation at all times which has proved of great mutual value.’ Jack Purcell was born in Clapham, London in May 1920 and enlisted in the Royal Air Force in July 1940. Qualifying as an Air Gunner in the following year, and having attended No. 11 Operational Training Unit, he was posted to 218 (Gold Coast) Squadron, a Wellington unit operating out of Marham, Norfolk in August 1941. And his introduction to the perils of operational flying were swift, his aircraft being compelled to ditch on his very first sortie, an attack on Ostend on 2 September 1941. 218 Squadron’s Operational Record Book gives further detail: ‘Nothing was heard from this aircraft after it left base. The entire crew were posted as missing. Later it appeared that the aircraft had come down in flames over the sea, nose first, as a result of being hit off Ostend. The pilot’s cockpit was about ten feet under water, the only part of the aircraft not on fire. Squadron Leader Gibbs, D.F.C., struggled to get out of the pilot’s escape hatch but it was jammed. After various things seeming to fly past him and very weak as a result of trying to hold his breath in between the intervals of taking in water, he found he was too weak to open the astro hatch when he located it. Eventually, after what seemed like an age, he found a break in the fuselage, where the Sergeant Front Gunner [Purcell] was just getting through. They struggled out and the Sergeant tried to blow up the Squadron Leader’s flotation jacket with his mouth, but he could not manage it. The Squadron Leader cannot remember getting into the dinghy, his only memories being an endless moment in which he had his head under water for what seemed like an eternity. For three days and nights the crew drifted. On the first morning they heard a bell buoy, but the tide swept them past it. They rationed their supplies. On the third day they could see buildings and could hear trains but they were still being washed in and out by tides. Eventually, they were washed ashore near Margate. For four of the crew, including the Front Gunner, this was their first operational flight. It was Squadron Leader Gibbs’ 36th raid.’ No doubt as a result of the burns he sustained, Purcell did not fly again until 4 November 1941, when he was once more detailed to attack Ostend. Then on the 26th of that month, in a raid against Emden, in Wellington Z.1103 A, piloted by Sergeant Helfer, he had the unhappy experience of a second ditching. 218’s Operational Record Book again takes up the story: ‘Bombed Emden, 10th/10th cloud, N.A.P. sent. Flak from Islands when returning. A fuel check was taken by the Navigator, the gauges showing 130 gallons in tanks. D./R. position from coast - 100 miles. In 15 minutes the loss of 50 gallons showed on the fuel check, now only 80 gallons in tanks. As the coast was not reached by E.T.A., the captain decided to come down to 3,500 feet. The aircraft flew at this height for some while and not seeing coastline the captain asked for a priority fix at 10.21 hours. This showed him to be 100 miles from the coast. The nacelle tanks had been pulled on some 20 minutes before the prioriy fix was received. The W./T. receiver was now U./S and no bearings could be received, but the transmitter could be used and so an S.O.S. was sent at 22.30 hours, as it appeared doubtful whether it would be possible to reach the coast. The coast was reached at 10.55 hours and searchlights pointing west along the coast were seen and a green Very light was fired from the ground. We turned west and flew along in the direction of the searchlight. The engines started spluttering and the captain decided to land on the water as near the coast as possible. The reason the captain decided not to land on the beach was because of the possibility of it being mined - and it was! Prior to landing on the sea the containers were jettisoned and the flotation bags pulled. The dinghy inflated automatically. The aircraft sank within five minutes. All of the crew successfully got into the dinghy and cut it adrift with the knife provided. Immediately one marine distress signal was let off. The crew drifted for about two hours. The crew then saw a light flashing on the w...
Lot 83
The extremely rare inter-war 1932 Empire Gallantry Medal pair awarded to Eric Watt ‘Jock’ Bonar, Chief Pilot of Northern Air Transport Limited and Flight Sergeant, Royal Air Force Reserve, for carrying out the rescue of a R.A.F. pilot from a crashed Siskin - in the face of flames 30 feet high, and with cries of “For God’s sake save me Jock, save me” ringing in his ears. Bonar dragged the pilot free from the burning wreckage in Barton airport, Manchester, but despite his best efforts, the pilot succumbed to the severity of his burns two weeks later. A veteran of the Royal Navy during the Great War, a post-war friend of Lawrence of Arabia, and an extremely skilful pilot - Bonar ‘had been flying since God was a boy.’ Pre-Second World War Bonar was employed as a development pilot for the Merlin Engine - which was to power Hurricanes and Spitfires, amongst others. Continuing in the same vein, Bonar was granted an Honorary Commission in the R.A.F.V.R. in 1940 and was employed as Chief Test Pilot for Napier - testing the Sabre Engine for Typhoons and Tempests. In the latter capacity he received the George Cross, but was unable to return his E.G.M. due to using it to settle an outstanding bill at a garage! Empire Gallantry Medal, G.V.R., Civil Division (Flt. Sergt. Eric Watt Bonar, R.A.F.R.); Society for the Protection of Life from Fire, 5th type, bronze (Eric Bonar, Barton Airport. 24-5-32.) fitted with silver straight bar suspension, and contemporary silver riband buckle, mounted on card for display, very fine (2) £5,000-£7,000 --- A total of 130 Empire Gallantry Medals were awarded in the period 1922-40, 62 Military, 64 Civil, and 4 Honorary awards. The Empire Gallantry Medal was superseded by the George Cross in September 1940 and surviving holders of the E.G.M. were required to exchange their award for the George Cross. E.G.M. London Gazette 5 August 1932: ‘For an act of conspicuous courage in rescuing the pilot of a burning aeroplane of the Royal Air Force at Barton in May last. Under the protection of an asbestos blanket he unfastened the straps binding the pilot, released him from his parachute harness, and with assistance dragged him from the burning wreckage. He gave first aid to the airman, who was then conveyed to hospital but died about a fortnight later.’ Eric Watt ‘Jock’ Bonar was born in Edinburgh in 1899, and after school was apprenticed to Scottish Commer Cars - makers of petrol engine lorries. He volunteered during the Great War for service with the 7th Battalion, Cameron Highlanders whilst only aged 16. Bonar’s mother informed the Army that he was underage, and he was forced to return to his apprenticeship. When he was old enough he joined the Royal Navy and served in minesweepers as part of the Dover Patrol (entitled to the British War and Victory Medals). Having advanced to Petty Officer, Bonar was demobilised in 1919. After a brief foray into a motor cycle business in Glasgow, he decided to enlist in the Royal Air Force as a fitter: ‘He managed to secure a place on an NCO pilot course as a leading aircraftsman, and was befriended by a fellow-ranker with an interest in motorcycling - T. E. Shaw, the former Lawrence of Arabia. Bonar was duly posted as a fighter pilot to 25 Squadron as its first NCO pilot, and was selected for the Gloster Grebes’ aerobatic display team. At one display King George V ordered the team by radio telephone to loop the loop, and afterwards Bonar was presented to the King, who was flabbergasted to find an NCO pilot among the officers. When he was offered the choice between a permanent commission and an instructor’s course at the Central Flying School, he opted for the course and in 1929 left the Service at the end of a seven year engagement. His civil aviation career began as a joyride pilot giving flips round Blackpool Tower, and he became an established figure on the flying circus circuit.... A former sergeant pilot in the R.A.F., in 1932 he was chief flying instructor at Barton aerodrome, when Sgt Treadgold, an old friend still serving in the R.A.F., rolled a Siskin over the airfield at low altitude... (Obituary, The Daily Telegraph, 5 March 1991 refers) Further detail as to what happened next is provided by an article written by John Wilson in The Life Saving Awards Research Society Journal, No. 73 (compiled from various newspaper coverage of the incident at the time, including the Daily Express, 25 May 1932): ‘At 14.10 on the afternoon of 24th May 1932, No. 341550, Sergeant Jack Treadwell, R.A.F. together with No. 560860, Leading Aircraftsman William Patrick Lane, R.A.F., No. 5 Training School took off from Sealand, Flintshire in a Siskin aircraft on a training flight. All was well until 14.35 when they were flying over Barton airfield near Manchester, where the airport staff assumed that he was coming in to land. However, the pilot attempted a roll manoeuvre at low altitude but upon reaching the top of the roll the plane stalled, and with insufficient height to recover the aircraft crashed behind a mound in a field near the airport’s perimeter, turned a somersault and caught fire. Jock Bonar was seated in the aerodrome’s fire engine at the time and saw the crash. The fire engine and crew were on duty so were immediately able to speed off to the scene of the crash. At the same time, airport officials who had seen the plane stall, were quick to contact the ambulance. Meanwhile, Police Constable Herbert Hayes, who was on motor cycle patrol near Barton Airport, also saw the airplane crash in flames and he drove his motor cycle across the aerodrome to a fence, and then climbed over and ran to the crash scene. The flames were 30 feet high, but Constable Hayes found Flight Sergeant Treadwell strapped in the rear cockpit surrounded by flames. He immediately began to unstrap him from the seat, when Eric Bonar arrived with an asbestos blanket, which afforded him some protection from the flames. Despite his terrible burns Treadwell was able to recognise Bonar’s voice and cried out, “For God’s sake save me Jock, save me”. With the fire crew and others spraying the flames with fire extinguishers, Bonar was quickly able to cut the remaining straps and Bonar and Hayes then pulled Sergeant Treadwell from the wreckage and into the arms of the bystanders. Doctors were on the scene within minutes and Sergeant Treadwall was rushed to hospital. The Eccles Fire Brigade too were quickly on the scene and put out the fire. LAC William Lane was not so fortunate. He was in the front of the plane and such was the damage that it wasn’t possible to reach him and attempt a rescue. Bonar said that when he first went to the plane it was obvious to him that Lane was already dead, most likely having been killed on impact. His body had to be cut out of the wreckage when the fire had been extinguished. Treadwell was taken by ambulance to the Eccles and Patricroft Hospital where he was treated for serious burns to the face and was in severe shock... At first it was thought that he would survive his terrible burns injuries, and on one occasion he was able to make a statement regarding the accident. However, his condition gradually worsened and he died two weeks after the crash.’ For their bravery during the above incident, Bonar was awarded the E.G.M. and Police Constable Hayes was awarded the K.P.M. They were both also awarded the bronze medal of the Society for the Protection of Life from Fire (the rescue recorded in the Minutes Book No. 7, and Annual Report for 1933). Two years after the above incident took place: ‘Bonar tried to take part...
Lot 377
Clark (Thomas A.). A collection of approximately 200 books and pamphlets of poetry by Thomas A. Clark, and Laurie Clark, mostly published by Moschatel Press, circa 1971-2015, some single-sheet publications as well as printed postcard poems, including Some Particulars, 1971, A Still Life, Jargon Society, 1977, limited signed edition 22/50, Arrangement in a blue Jug, 1977 (limited signed edition 81/100), A Short Tour of the Highlands, 1979, Proverbs of the Mountain, 1980, limited signed edition 22/300 (with original typed letter signed from Tom Clark to Alan Tucker, mentioning In The Open Air, Homage to M. Minnaert, Four Horizons, 1980, Ways Through Bracken, 1980, Screenprints by John Christie, Circle Press, 1982, (limited signed edition 24/100), Under the Brae, 1982, That Which Appears, Paragon Press, 1994, One Hundred Scottish Places, 1999, etc., includes some duplicates, many printed in limited editions, both numbered and unnumbered, including several autographed or typewritten letters signed by Thomas A. Clark or Laurie Clark, mostly origanl folded printed wrappers, some cloth-bound titles, mainly 8vo and 12moQTY: (approx. 200)
Lot 765a
Anton Van Domburg (1882 - 1954) - 20th century oil on canvas still life of a bouquet of flowers. Signed by the artist to the bottom right corner. Framed, measuring approx. 66.5cm x 56cm. Anton Domberg (1882 - 1954) was a Dutch painter known for his work, including 'A woman darning with her cat at her side' 1922.
Lot 126
A 20th century Chinese green jade and filigree beaded necklace with an impressed auspicious character to the clasp along with a pair of carved openwork soapstone plaques depicting still life scenes of potted plants and a 9ct gold ring inset with a piece of jade carved with flowerhead motifs. L.40cm
Lot 996
PICTURES, PRINTS AND MAPS ETC, to include two John Arthur Dees watercolour still lives depicting flowers in a vases, a Dorothy Morse Brown watercolour of Tenby Harbour, an unsigned watercolour depicting Tenby Harbour, an unsigned watercolour depicting a lake with mountains beyond, an unsigned watercolour still life of fruit, Robert Morden maps of Darbyshire and Nottinghamshire, a photograph of a quarry etc
Lot 250
A beautifully executed still life painting by artist Nina Scott. This work features an intricate arrangement of golden pears, red cherries, and ripe purple grapes, accentuated by a burning candle and a dark reflective background. The striking composition highlights the artist's skill in capturing light, texture, and vibrant color contrasts. Nina Scott is recognized for her detailed still life compositions that celebrate the vibrancy of natural elements. Her work is highly regarded for its realism and use of dramatic lighting. Signed prominently in the lower right corner Nina Scott. Artwork dimensions with frame: 23"L x 19"H x 1.75"W.Dimensions: See DescriptionCondition: Age related wear.
Lot 750
oil on canvas, signed and dated 1878 framed image size 24cm x 34cm, overall size 29cm x 39cm Comment: 1878 was a significant year for Gemmell Hutchison as the Royal Scottish Academy accepted the first three examples of his work and they continued to accept many submissions from him right up until the year of his death. Note: Robert Gemmell Hutchison was born at 35, North Richmond Street, Edinburgh on 1st July 1855. He was the first child of George Hutchison, a brass founder, and his wife Margaret Forman. Soon after his birth, the family moved to 37, Carrubbers Close, Canongate. It is not recorded which school Robert attended but he did not enjoy the experience! He was described as “scraping from class to class with as little work as possible, and, as soon as he could, leaving it gladly”. From the census of 1871, the family was still at 37, Carrubbers Close and had increased to seven; three sons and four daughters. With encouragement from his mother of whom he “always speaks with great reverence”, he was determined to become an artist and aged 17, enrolled at the Board of Manufacturers` School of Art in Edinburgh (also called the Trustees Academy). One of his instructors here was William McTaggart. He also attended the Royal Scottish Academy (RSA) Schools. At this time, he received valuable advice and help from the artist J. Campbell Noble RSA and thus encouraged, he sent some of his paintings to the RSA Annual Exhibitions. After several rejections, he was eventually successful in 1878 when he had three small landscapes exhibited: Youthful Labour, Quiet Pastures and A Country Well. One of these was bought by the Royal Association for the Promotion of the Fine Arts in Scotland and for which Hutchison received the sum of six guineas. He submitted the paintings from his studio at 1, India Buildings, Edinburgh. On 24th June 1879, Robert aged 23, married Janet Boe who was 21 and the daughter of a grocer in Biggar. The marriage took place at 4, Morningside Park, Edinburgh. On the marriage certificate he listed his occupation as “artist (figure painter)” and his address as 38, Jamaica Street, Edinburgh. The couple had nine children only five of whom survived infancy. These were four daughters; Jane (1880-1956), Marion Maud (1887-1963), Roberta Louise (1889-1966), Ann Carr Forman (1893-1978) and a son, George Jackson Hutchison who was born in 1895. After a period spent painting landscapes along the Fife coast, Robert began to specialise in scenes of Scottish rural life especially those involving children and in the year after his marriage, he had a painting The Empty Cradle exhibited at the Royal Academy (RA) in London. His studio was now at 53, George Street, Edinburgh. There followed five exhibits at the RA over the next decade. He continued to exhibit annually at the RSA and in 1886 was awarded a prize for his painting Boys Guddling Trout. From 1888 onwards he also exhibited at the Royal Glasgow Institute. At the 1891 Census he was an “artist, figure and portrait”, living at 4, Melville Place, Edinburgh with his wife and four daughters. His son George was born at the same address four years later. He began to paint and exhibit widely throughout Britain. A favourite location was Carnoustie in Angus where he had a house, “Coral Den”, in William Street. He also painted at Machrihanish, at Musselburgh and on the Farne Islands. Robert was elected to many prestigious institutions throughout the British Isles including the Royal Scottish Society of Painters in Watercolour, (RSW) in 1895, the Royal Society of British Artists (RBA), 1896, the Royal Institute of Oil Painters (ROI), and Associate of the Royal Scottish Academy (ARSA) in 1901. In 1903 he exhibited a work Bairnies Cuddle Doon at the Paris Salon. He was awarded a gold medal and the painting was purchased by the Scottish Modern Arts Association. He was awarded a second gold medal at the Paris Salon Exhibition of 1928 for his painting The White Seam. This was bought by Paisley Corporation and is now at the Paisley Museum and Art Gallery. Hutchison was elected to full membership of the RSA in 1911, replacing William McTaggart who had died the previous year. Several examples of Gemmell Hutchison's paintings have sold at auction in recent years for figures over and around £100,000. He retains his position as one of Scotland's best loved artists of the late 19th and early 20th century.
Lot 162
Original vintage advertising poster From Manet to Hockney Modern Artists' Illustrated Books exhibition that took place 20 March - 19 May 1985 at the Victoria & Albert Museum featuring an illustration titled 'Serenade' from The Blue Guitar by David Hockney, depicting an artistic view of a bust, fruit shapes in still life, sketches, and a guitar. Good condition, folds, minor creasing, minor staining. Country of issue: UK, designer: David Hockney, size (cm): 76x51, year of printing: 1985.
Lot 125
Original vintage drink advertising poster for Smirnoff Vodka featuring a great image of red spray painted graffiti on a wall under two windows with wooden shutters alongside a blue car and a lady walking - I thought St Tropez was a Spanish Monk until I discovered Smirnoff. Smirnoff logo below appears with the slogan The Effect is Shattering. These original vintage Smirnoff advertising posters are part of the 1970s campaign by the London-based Young and Rubican agency, which aimed to promote vodka as a way to achieve glamour and excitement as an escape from the humdrum of daily life. (To emphasise the campaign's risky innuendos, Avocado Sweet observes: Substitute the word heroin for Smirnoff and it still makes sense.) The advertising campaign proved to be a great success for the company, resulting in vodka becoming so chic that it overtook gin in popularity and saw Smirnoff's sales triple. In 1976 the campaign ended, following the tightening of rules on alcohol advertising led by the government and the Advertising Standards Authorities in 1975. Good condition, folds, creasing, tears, small paper loss on top edge. Country of issue: UK, designer: Unknown, size (cm): 56.5x41, year of printing: 1970s.
Lot 128
Original vintage drink advertising poster for Smirnoff, the renowned vodka brand founded in Moscow. Smirnoff uses a humorous advertising slogan - "I was teaching the budgie to talk until I discovered Smirnoff." The photograph features a falconer and her falcon in midflight, ready to land on her falconry gloves. She stands in a straw field against a background of brick ruin buildings. These original vintage Smirnoff advertising posters are part of the 1970s campaign by the London-based Young and Rubican agency, which aimed to promote vodka as a way to achieve glamour and excitement as an escape from the humdrum of daily life. (To emphasise the campaign's risky innuendos, Avocado Sweet observes: Substitute the word heroin for Smirnoff and it still makes sense.) The advertising campaign proved to be a great success for the company, resulting in vodka becoming so chic that it overtook gin in popularity and saw Smirnoff's sales triple. In 1976 the campaign ended, following the tightening of rules on alcohol advertising led by the government and the Advertising Standards Authorities in 1975. Good condition, light fold, creasing, tears, minor staining. Country of issue: UK, designer: Unknown, size (cm): 56.5x41, year of printing: 1970s.
Lot 1090
Attributed to W. Rowlands (20th century), The Ship Inn Cowgate, Norwich, oil on board, 30 x 24cm, together with Thomas W. Ames (1894-1963), Handsome Days, pen and ink sketch, signed and titled, 16.5 x 13.5cm and Still Life study of an urn of flowers, pen, ink and watercolour, signed in pencil "with compliments Tom W. Armes original watercolour", 12 x 10cm. (3)
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