JAKOB DE WIT19. Dezember 1695 Amsterdam - 12. November 1754 ebendaHERKULES UND OMPHALE Öl auf Leinwand (altdoubl.). 125 x 139 cm (R. 130 x 145 cm). Rechts unten signiert und datiert: 'JdWit 1721'. Part. leicht altrest., min. Altretuschen, leichte Farbverluste. Rahmen. In der griechischen Mythologie ist die Geschichte von Herkules und Omphale ein faszinierendes Kapitel, das Aspekte von Sühne, Umkehrung der Geschlechterrollen und kulturellen Austausch beleuchtet. Herkules, bekannt als der stärkste aller griechischen Helden, war der Sohn des Zeus und der sterblichen Alkmene. Er war berühmt für seine immense Stärke und die Erfüllung der zwölf Arbeiten, die ihm von König Eurystheus auferlegt wurden. Doch trotz seiner heroischen Taten war Herkules auch für seinen unbändigen Zorn und gelegentlichen Verlust der Selbstkontrolle bekannt. Nach einer besonders schweren Tat - dem Mord an Iphitos - suchte Herkules göttlichen Rat, um seine Sünden zu sühnen. Das Orakel von Delphi wies ihn an, sich als Sklave zu verkaufen, und der Erlös sollte als Wiedergutmachung verwendet werden. Herkules wurde an Omphale, die Königin von Lydien, verkauft. Omphale, die Tochter des Flussgottes Iardanos, war eine mächtige und unabhängige Herrscherin. Sie besaß nicht nur königliche Autorität, sondern auch große Weisheit und Stärke. Die Beziehung zwischen Herkules und Omphale war ungewöhnlich, da sie eine Umkehrung traditioneller Geschlechterrollen darstellte. Herkules, der große Held, wurde zum Diener und trug die Frauenkleider seiner Herrin, während Omphale seine Keule und das Löwenfell übernahm. In dieser Zeit führte Herkules viele Aufgaben für Omphale aus, darunter auch heroische Taten, die seiner üblichen Rolle entsprachen, wie das Erlegen von Räubern und das Säubern der Landschaft von Ungeheuern. Doch gleichzeitig zeigte er sich auch in häuslichen und demütigeren Tätigkeiten, die traditionell als weiblich angesehen wurden. Diese Geschichten illustrieren nicht nur die Vielseitigkeit von Herkules, sondern auch die Macht und den Einfluss von Omphale. Die Episode mit Omphale endet schließlich damit, dass Herkules seine Sühnezeit erfolgreich beendet und als gereinigter und weiserer Mann zurückkehrt. Omphale, die ihn nicht nur als Diener, sondern auch als Geliebten behandelt hatte, half ihm, seine innere Balance und seine wahre Stärke zu erkennen. Die Geschichte von Herkules und Omphale hebt sich in der griechischen Mythologie durch ihre ungewöhnliche Dynamik und die Umkehrung der traditionellen Rollenbilder hervor. Sie zeigt, dass Stärke und Weisheit nicht nur in körperlicher Macht liegen, sondern auch in der Fähigkeit zur Demut und zur Anerkennung der eigenen Fehler. Jakob de Wit, geboren am 19. Dezember 1695 in Amsterdam, war ein bedeutender niederländischer Maler des 18. Jahrhunderts, der vor allem für seine meisterhaften Grisaille-Malereien und dekorativen Decken- und Wandgemälde bekannt ist. Sein Werk ist ein beeindruckendes Zeugnis des barocken Stils, geprägt von Eleganz, Leichtigkeit und einer virtuosen Technik. De Wit zeigte schon in jungen Jahren ein bemerkenswertes Talent für die Malerei. Seine erste künstlerische Ausbildung erhielt er bei dem Amsterdamer Maler Albert van Spiers. Um sein Können weiter zu verfeinern, reiste er 1714 nach Antwerpen, wo er Schüler des renommierten Malers Jacob van Hal wurde. Diese Zeit in Antwerpen war prägend für de Wit, da er dort intensiv mit der barocken Malweise und der flämischen Tradition vertraut wurde. Nach seiner Rückkehr nach Amsterdam 1717 etablierte sich de Wit schnell als gefragter Künstler. Seine Spezialität waren Grisaille-Malereien - monochrome Gemälde, die oft in Grau- oder Brauntönen ausgeführt wurden und das Aussehen von Skulpturen imitieren sollten. Diese Technik nutzte er meisterhaft für illusionistische Effekte, die in der Innenraumdekoration des 18. Jahrhunderts sehr geschätzt wurden. Jakob de Wits Werke waren häufig großformatige Decken- und Wandgemälde, die in den prächtigen Häusern der wohlhabenden Amsterdamer Bürgerschaft zu finden waren. Ein herausragendes Beispiel seiner Arbeit ist die Deckengemälde-Serie im Amsterdamer Stadthaus, das heutige Königliche Palais. Diese Werke zeichnen sich durch ihre lebendige Darstellung mythologischer und allegorischer Szenen aus, die sowohl eine tiefe Kenntnis der klassischen Themen als auch eine brilliante künstlerische Technik zeigen. Ein weiteres bemerkenswertes Werk ist sein Gemälde "Triumph der Tugend", das sich im Rijksmuseum in Amsterdam befindet. Dieses Werk zeigt de Wits Fähigkeit, komplexe Kompositionen zu gestalten und die Figuren in einer dynamischen, fast skulpturalen Weise darzustellen. Jakob de Wit war nicht nur als Maler erfolgreich, sondern auch als Lehrer und Förderer der Kunst. Zu seinen Schülern zählten einige der bedeutendsten Künstler seiner Zeit, und er trug wesentlich zur künstlerischen Ausbildung in Amsterdam bei. Er starb am 12. November 1754 in seiner Heimatstadt Amsterdam. Sein Werk hinterließ einen nachhaltigen Einfluss auf die niederländische Malerei des 18. Jahrhunderts, und seine Kunstwerke sind bis heute in zahlreichen Museen und Sammlungen weltweit zu bewundern. Jakob de Wit bleibt ein bedeutender Vertreter des Barocks, dessen Werk Eleganz, technische Perfektion und künstlerische Innovation vereint (OpenAI's ChatGPT AI language model, persönliche Kommunikation, 24.07.2024). Provenienz: Hessische Privatsammlung.
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The unique Victorian campaign and long service group of six awarded to Petty Officer S. Ford, Royal Navy, one of just six naval recipients of the ‘Red River 1870’ clasp Abyssinia 1867 (S. Ford Boy. 1. Cl. H.M.S. Argus); Canada General Service 1866-70, 2 clasps, Fenian Raid 1870, Red River 1870 (A-B: S. Ford, H.M.S. Royal Alfred) officially impressed naming, the Red River clasp of later issue type; South Africa 1877-79, 1 clasp, 1879 (”Shah” S. Ford. P.O. 2nd Cl. H.M.S.) officially re-engraved naming; Egypt and Sudan 1882-89, dated reverse, 1 clasp, Alexandria 11th July (S. Ford. Qr. Mr. H.M.S. “Helicon”); Royal Navy L.S. & G.C., V.R., narrow suspension (Samuel Ford P.O. 2nd Cl. H.M.S. Shah.) engraved naming; Khedive’s Star, dated 1882, some adhesive deposits to reverses, light contact marks, otherwise 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 --- --- Provenance: Alan Hall Collection, June 2000. Just eight Fenian Raid 1870 clasps and six Red River 1870 clasps were awarded to the Royal Navy, and only four medals with both clasps. Samuel Ford was born in Lymington, Hampshire on the 13 November 1850, and entered the Royal Navy as a Boy 2nd Class in May 1865. Having then been advanced to Boy 1st Class he joined H.M.S. Argos in May 1867, in which ship he served in the Abyssinia operations of 1867-68. Advanced to Ordinary Seaman in December 1868, he joined the Royal Alfred in March 1869 for services on the Canadian Lakes and was present at various skirmishes with the Fenians in addition to the action at the Red River in 1870. He also gained promotion to Able Seaman in January 1873. Upon his return to England after a four-year commission aboard Royal Alfred, Ford served in Excellent from January 1874, Malabar from September 1875, back in Excellent from April 1876 and in Penelope from June 1876 until December 1877. And during his next seagoing appointment in Triumph, from May to -November 1878, he was advanced to Petty Officer 2nd Class. Moreover, Ford went on to witness further active service, firstly in the Shah’s Naval Brigade in the Zulu War in 1879, and afterwards as a recently promoted Petty Officer 1st Class in Helicon at the bombardment of Alexandria on 11 July 1882. Further seagoing appointments having ensued in the interim, he was finally pensioned ashore in April 1889, after completing 20 years adult service. Sold with copied record of service and other research.
The scarce Great War D.S.C. group of five awarded to Acting Flight Commander C. C. ‘Jumbo’ Carlisle, Royal Naval Air Service, late Merchant Navy, one of the more unusual characters of ‘The Spider Web’ Sea-plane Flight at Felixstowe Distinguished Service Cross, G.V.R., the reverse hallmarked London 1917; 1914-15 Star (Flt. S. Lt. C. C. Carlisle, R.N.A.S.); British War and Victory Medals (Flt. Cr. C. C. Carlisle. R.N.A.S.); Denmark, Medal for Heroic Deeds, silver, mounted as worn, good very fine (5) £1,400-£1,800 --- Importation Duty This lot is subject to importation duty of 5% on the hammer price unless exported outside the UK --- --- Provenance: Butterfield’s Auction, U.S.A., June 2000. D.S.C. London Gazette 1 May 1918: ‘For zeal and devotion to duty between 1 July and 31 December 1917.’ The original recommendation states: ‘This officer has served on this station [R.N.A.S. Felixstowe] since August 1915 and has been consistent in carrying out his varied duties in a thorough and capable manner. I consider his influence on this station to have been highly valuable to the Service and most deserving of recognition.’ Cyril Campbell Carlisle was born in Liverpool on 14 March 1880, and originally served in the Merchant Navy, having been apprenticed to Nicholson & McGill in February 1896. He was awarded the Norwegian Medal for Heroic Deeds in respect of the rescue of the crew of the barque Varuna in 1902 and he gained his 1st Mate’s Certificate in the following year. His subsequent Master’s Certificate was obtained at Victoria, British Columbia, Canada in August 1906, but on joining the Royal Naval Air Service in May 1915, he listed his current employment as that of a manager of a petroleum company in West Africa. Having undertaken pilot training at R.N.A.S. Chingford - seemingly without success, one report stating ‘he will never improve as a pilot’ - Carlisle was posted to R.N.A.S. Felixstowe for duty as ‘senior watch keeper and motor boats’ in January 1916. Subsequently described as ‘an exceptional officer with great ability to command,’ he was advanced to Flight Lieutenant in October 1916 and given charge of ‘seaplane lighters and motor boats.’ And apart from his detachment to Houton Bay ‘in connection with the America Seaplane’ in April 1917, he appears to have remained likewise employed until the war’s end. Having been advanced to Acting Flight Commander in March 1918, he transferred to the Royal Air Force in the rank of Captain and served in 70 Wing and in France. Carlisle emigrated to Canada in the 1920s but died back in the U.K. at Brighton, Sussex, in July 1969. A much liked and unusual character, some of Cyril Carlisle’s antics are recounted in The Spider Web, The Romance of a Flying-Boat War Flight, by ‘P.I.X.’, published in 1919, an amusing account of R.N.A.S. Felixstowe during the war, but, as the following extracts might illustrate, ‘Jumbo’ had an important part to play: ‘C. C. Carlisle, the Old Man of the Sea, or Jumbo, as he was called, because of his appearance and methods on the football field, was an institution on the station. He was in charge of the working party which did all the pulley-hauley work, and of the piratical crews of the motor-boats who looked after the flying- boats when they were on the water of the harbour. He had all sorts of fascinating model sheerlegs and derricks for training his men, and on occasion headed the salvage crew or the wrecking gang. He was a merchant service officer who had spent thirteen years at sea, part of the time fetching oil from Patagonia, and it was rumoured that he had also fetched from that salubrious spot his picturesque language. Some weekend trippers to Felixstowe, standing outside the barbed wire enclosing the beach, after watching and hearing, with eyes popping out and ears flapping, the unconscious Jumbo handling a working party bringing In the Porte Baby, wrote an anonymous letter to the Commanding Officer complaining of the earache, and adding, “it was Sunday too." This effusion was signed " A Disgusted Visitor." It was quite evident that the writer had never been with our armies in Flanders.’ ‘The new year [1918] opened badly. On the 2nd, in a thirty-knot wind, Gordon took off the harbour in a new type boat. As he rose from the water a petrol pipe failed, and not having height to turn he landed her outside down wind. She touched the water at a rate of knots, her bottom split open, and she sank in shallow water. Before she sank Gordon and his crew were taken off by a motor-boat. The Old Man of the Sea organised a salvage party. Jumbo boiled about in the sheds setting alight his trusty henchmen, and collected an amazing assortment of wire cables, ropes, balks of timber, flares, anchors, and what else I know not. The station tug Grampus, the steam hissing from her safety-valve through the zeal of her fireman (for the usual unexciting job of the crew was to bring bread and beef from Shotley, and this was an adventure), took the O.M.O.T.S.'s pet, the flat- bottomed salvage barge, in tow. They took it out and anchored it to windward of the wreck, but nothing further could be done until low water, which was at nine o'clock. In the darkness of the night, in the shadow of the sheds, Jumbo collected his piratical crew and packed them into the Grampus. I asked to be taken along, and we all shoved out through the guardships into the open sea. We could not get near the barge owing to the shallow water, and Jumbo forsook us, climbing with five of his satellites into a small dinghy, which, perilously overloaded, bobbed away over the heavy sea into the darkness. A long wait. The tug was rolling and tossing in the steep waves. A drizzling rain was falling. There were no shore lights, and the night was pitch-black. And then there was a glare of light in the distance, Jumbo had lit one of the acetylene flares on the stern of the salvage barge. The glare increased, and presently a light came bobbing over the water towards the tug, - it was a lantern in the bow of the dinghy. I climbed across and was ferried to the scene of activity. It was a weird sight. Five hissing acetylene flares surrounded the wreck with a fierce glow. Intense darkness all around, and in the brilliant pool of light a section of tossing waves, the flying-boat with her lower wings showing on the surface of the water, and the oilskin-clad men working on her. The wind was dying down, and as the tide fell the force of the waves was broken by the shoals over which they had already passed and by the barge. Jumbo took a short wire rope, with a wire hawser attached midway between the two ends, and had it worked down from the bow beneath the flying-boat. The ends were made fast to the engine bearer-struts, the men tying the knots under water, as the tide was now rising. Other men had made and fitted a wire sling for each engine, and to these two lines were made fast and taken to the barge. The slack in the wire hawser and the two lines was hauled in, and as the incoming tide raised the barge the flying-boat was lifted clear of the bottom. As soon as the water was deep enough Jumbo had the anchor heaved up and two motor-boats took the barge in tow. The flying-boat, supported on the surface by its lower wings moving through the water, followed after. It was towed by the two lines attached to the engines, the wire bridle under the bow preventing it nose-diving. The Old Man of the Sea processioned into the harbour in triumph. First the Grampus, then the two motor-boats, then the barge, and finally the flying-boat....
The rare Naval General Service and Army of India campaign pair awarded to Captain George Tincombe, Royal Navy, promoted to Commander for services during the Burmese War from whence he returned with Despatches Naval General Service 1793-1840, 1 clasp, Egypt (G. Tincombe, Midshipman.); Army of India 1799-1826, 1 clasp, Ava (1st Lieut. G. Tincombe, R.N. Actg. Capt.) short hyphen reverse, officially impressed naming, light handling marks, otherwise extremely fine (2) £6,000-£8,000 --- Importation Duty This lot is subject to importation duty of 5% on the hammer price unless exported outside the UK --- --- Provenance: Brian Ritchie Collection, Dix Noonan Webb, September 2004. The earliest N.G.S. clasp in combination with Ava to the Royal Navy, one of only 20 such pairs, nine of which were in combination with Syria. The ‘Actg. Captn.’ shown on his medal for the Burma campaign refers to his post at the time rather than his rank. George Tincombe was born at Sidmouth, Devon, in 1784 and entered the Navy in March 1800. He served his first eight months at sea as an Ordinary and A.B. in the Wassenaer, employed in the Downs and afterwards in the Mediterranean under Captains Edward Marsh and John Larmour. Tincombe was appointed Midshipman on 1 October 1800, and, having followed Larmour into the troopship Diadem, took part in the operations connected with the expedition to Egypt, and was present at the landing of the Army in Aboukir Bay on 8 March 1801. In 1803, he again followed Larmour, this time into the frigate Clyde 38, in which he served for the next eighteen months chiefly blockading the Dutch coast. In September 1804, he joined Melampus, Captain Stephen Poyntz, stationed in the Channel, West Indies and on the North America station. While in Melampus, he contributed to the capture of two armed brigs each carrying fifty men, most of them troops; four luggers of one long 18-pounder and twenty-five men each en route from Bordeaux to Brest; and a Spanish privateer of 28 guns and 192 men, of whom three were killed and several wounded. He also was aboard Melampus when she joined the 74’s Belleisle and Bellona, and assisted in the destruction of the French 74 L’Impéteux. In February 1808, Tincombe was nominated Acting-Lieutenant of Triumph 74, the command of the Trafalgar hero, Captain Sir Thomas Masterman Hardy, Bart. After cruising in the North Sea and the Basque Roads, Tincombe was given charge of a division of gun boats on the Tagus. He was next appointed to the command of a gun boat and was ‘actively engaged’ in the defence of Cadiz, and as a reward for his services he was confirmed a Lieutenant of the Triumph on 4 May 1810. From December 1810 to September 1814, he was employed in the Armada 74, participating in the blockade of Flushing, the Texel, and Toulon, the unsuccessful attack on Leghorn, the capture of Savona, and in a variety of operations off the Italian coast. In October 1821, he went with Captain Charles Grant from the Armada, when that officer transferred his broad pendant to the Liffey 50 in the East Indies. While serving in the Liffey, Tincombe witnessed the reduction of Rangoon during the First Burma War, and took part in operations against various stockades on the Irrawaddy. Tincombe returned from the Far East aboard a merchantman carrying despatches in July 1825, and was promoted Commander on 19 August following. His final promotion to Captain came on 1 April 1856. Tincombe was placed on half-pay in 1825 and settled in Plymouth; firstly at 6 Oxford Street, and afterwards at 13 Portland Square. Captain George Tincombe died in Devon sometime in 1868.
The scarce Great War D.S.C. and Bar group of five awarded to Lieutenant-Commander Reginald Allen, Royal Naval Reserve, who won his D.S.C. in the Gallipoli landings of April 1915, and his Bar for services in Q-ships Distinguished Service Cross, G.V.R., the reverse hallmarked London 1916, with Second Award Bar; 1914-15 Star (Mid. R. Allen, R.N.R.); British War and Victory Medals, with small M.I.D. oak leaves (S.Lt. R. Allen. R.N.R.); Royal Naval Reserve Decoration, G.V.R., the reverse hallmarked London 1928, mounted as worn, good very fine (5) £3,000-£4,000 --- Importation Duty This lot is subject to importation duty of 5% on the hammer price unless exported outside the UK --- --- Provenance: Dix Noonan Webb, September 2001. D.S.C. London Gazette 14 March 1916: ‘Probationary Midshipman Reginald Allen, H.M.S. Europa. For services performed under shell fire on the beaches and in steam boats off the beaches.’ Also commended for service in action during the operations in Gallipoli, April 1915-January 1916. Bar to D.S.C. London Gazette 17 November 1917: ‘Sub. Lieutenant, D.S.C., R.N.R. For services in action against enemy submarines.’ For the possible destruction of an enemy submarine by the Q-ship Chagford. One of only approximately 92 bars to the D.S.C. awarded during the Great War. The following extract is taken from Q Ships and their Story by E. Keble Chatterton: “In the spring of 1917 there was a 2,905-ton steamship, called the Bracondale, in the employment of the Admiralty as a collier. It was decided that she would make a very useful Q-ship, so at the beginning of April she was thus commissioned and her name changed to Chagford. She was fitted out at Devonport and armed with a 4-inch, two 12-pounders, and a couple of torpedo tubes, and was ready for sea at the end of June. Commanded by Lieutenant D. G. Jeffery, R.N.R., she proceeded to Falmouth in order to tune everything up, and then was based on Buncrana, which she left on August 2 for what was to be her last cruise, and I think that in the following story we have another instance of heroism and pertinacity of great distinction. Chagford’s position on August 5 at 4.10 a.m. was roughly 120 miles north-west of Tory Island, and she was endeavouring to find two enemy submarines which had been reported on the previous day. At the time mentioned she was herself torpedoed just below the bridge, and in this one explosion was caused very great injury: for it disabled both her torpedo tubes and her 4-inch gun; it shattered the boats on the starboard side as well as the Captain’s cabin and chart room. In addition, it also wrecked all the voice-pipe connections to the torpedo tubes and guns, and it flooded the engine-room and put the engines out of commission, killing one of the crew. Lieutenant Jeffery therefore ‘abandoned’ ship [i.e. sent off the panic party], and just as the boats were getting away two periscopes and a submarine were sighted on the starboard side 800 yards away. As soon as the enemy came to the surface fire was opened on her by the two 12-pounders and both Lewis and machine-guns, several direct hits being observed. The submarine then dived, but at 4.40 a.m. she fired a second torpedo at Chagford, which hit the ship abaft the bridge on the starboard side. From the time the first torpedo had hit, the enemy realised that the Chagford was a warship, for the 4-inch gun and torpedo tubes had been made visible, and now that the second explosion had come Lieutenant Jeffery decided to recall his boats so that the ship might genuinely be abandoned. The lifeboat, dinghy, and a barrel raft were accordingly filled, and about 5.30 a.m. the enemy fired a third torpedo, which struck also on the starboard side. Having sent away in the boats and raft everyone with the exception of himself and a Lieutenant, R.N.R. [James S. Hely], two sub-lieutenants, R.N.R. [Reginald Allen, D.S.C., and George E. Martin], also an assistant paymaster, R.N.R. [Harry Manley], and one petty officer [E. A. Edgecombe], Lieutenant Jeffery stationed these in hiding under cover of the fo’c’sle and poop, keeping a smart look-out, however, through the scuttles. Here was another doomed ship rolling about in the Atlantic without her crew, and only a gallant handful of British seamanhood still standing by with but a shred of hope. To accentuate their suspense periscopes were several times seen, and from 9 a.m. until 9 p.m. a submarine frequently appeared on the surface at long range, and almost every hour a periscope passed round the ship inspecting her cautiously. During the whole of this time Chagford was settling down gradually but certainly. At dark Lieutenant Jeffery, fearing that the enemy might attempt boarding, placed Lewis and Maxim guns in position and served out rifles and bayonets to all. Midnight came, and after making a further examination of the damage, Lieutenant Jeffery realized that it was impossible for the Chagford to last much longer, for her main deck amidships was split from side to side, the bridge deck was badly buckled, and the whole ship was straining badly. Therefore, just before half-past midnight, these five abandoned the ship in a small motor-boat which they had picked up at sea some days previously, but before quitting Chagford they disabled the guns, all telescopic sights and strikers being removed. Having shoved off, they found to their dismay that there were no tanks in the motor-boat, so she had to be propelled by a couple of oars, and it will be readily appreciated that this kind of propulsion in the North Atlantic was not a success. They then thought of going back to the ship, but before they could do so they were fortunately picked up at 7.30 a.m. by H.M. trawler Saxon, a large submarine having been seen several times on the horizon between 4 and 7 a.m. The trawler then proceeded to hunt for the submarine, but, as the latter had now made off, volunteers were called for and went aboard Chagford, so that by 4 p.m. Saxon had commenced towing her [Sub-Lieutenant Allen was again amongst the volunteers on this occasion]. Bad luck again overcame their efforts, for wind and sea had been steadily increasing, and of course there was no steam, so the heavy work of handling cables had all to be done by hand. Until the evening the ship towed fairly well at 2 knots, but, as she seemed then to be breaking up, the tow rope had to be slipped, and just before eight o’clock next morning (August 7) she took a final plunge and disappeared. The Saxon made for the Scottish coast and landed the survivors at Oban on the morning of the eighth. In this encounter, difficult as it was, Chagford had done real service, for she had damaged the submarine so much that she could not submerge, and this was probably U-44 which H.M.S. Oracle sighted in the early hours of August 12 off the north coast of Scotland, evidently bound to Germany. Oracle chased her; U-44 kept diving and coming to the surface after a short while. She had disguised herself as a trawler and was obviously unable to dive except for short periods. Oracle shelled and then rammed her, so that U-44 was destroyed and Chagford avenged.” Lieutenant Jeffery was awarded the Distinguished Service Order, while Sub-Lieutenant Allen got a Bar to his Distinguished Service Cross, and Sub-Lieutenant Martin and Assistant Paymaster Manley both received the Distinguished Service Cross. Reginald Allen was born at Warrington in 1895, was appointed Midshipman, Royal Naval Reserve, on 15 August 1911, and in September 1914 was serving aboard the armed merchant cruiser Teutonic. In January 1915 he transferred to the battleship Triumph and would appear to have been one of the survivors from that ship when she was torpedoed and sunk by a...
The 3-clasp Naval General Service medal awarded to Lieutenant Lawford Miles, Royal Navy, for his services as a Midshipman on board the Amethyst at the capture of the Thetis in November 1808, when he was severely wounded, and in the same ship at the capture of the Nieman in April 1809; he was afterwards Master’s Mate on board Lord Exmouth’s flagship Queen Charlotte at the bombardment of Algiers in 1816 Naval General Service 1793-1840, 3 clasps, Amethyst Wh. Thetis, Amethyst 5 April 1809, Algiers (Lawford Miles, Midshipman.) edge bruise and contact marks, otherwise very fine £20,000-£24,000 --- Importation Duty This lot is subject to importation duty of 5% on the hammer price unless exported outside the UK --- --- Provenance: Dalrymple White Collection, Glendining’s, July 1946; Spink, June 1976; Peter Dale Collection, July 2000. 31 clasps issued for Amethyst Wh Thetis, and 26 clasps issued for Amethyst 5 April 1809. Capture of the Thetis, 10 November 1808
This action was fought near L’Orient, between the Amethyst, thirty-eight, Captain Michael Seymour, and the French frigate La Thetis, of about equal force, but superior in the number of her crew, and having besides a body of one hundred soldiers on board. The engagement began about nine at night, and soon after eleven the Thetis made a desperate but unsuccessful attempt to board the Amethyst. After great slaughter, the French frigate was boarded and taken, being much shattered and entirely dismasted. The captain of the Thetis and one hundred and thirty-four of her men were killed, and one hundred and two wounded, including all her officers except three. The Amethyst suffered severely, Lieutenant Kendal, of the Marines, and eighteen men being killed, and fifty-one wounded. Her mizzen mast was shot away, her other masts much injured, and she had three and a half feet of water in her hold. Just as the action ended, the Triumph, seventy-four, Captain T. M. Hardy, and the Shannon, Captain Broke, came up, and the latter ship, taking the prize in tow, brought her into Plymouth. For this action Captain Seymour received the honour of knighthood, and a sword valued at one hundred guineas from the Patriotic Fund, in addition to the Naval Gold Medal. (Medals of the British Navy by W. H. Long refers). Capture of the Niemen, 5 April 1809
At eleven on the morning of April 5th, the thirty-eight gun frigate Amethyst, about forty-two leagues from Cordovan lighthouse, caught sight of a ship steering to the westward. The Emerald, thirty-six, Captain T. L. Maitland was in company, and both ships joined in pursuing the stranger, the French frigate Niemen, forty guns, bound for the Isle of France. The chase was continued during the day, and at seven in the evening, the Amethyst, lost sight of the Emerald and of the enemy, on which he had gained but little. Captain Seymour then altered his course to cross the probable track of the French frigate, and at twenty minutes to ten p.m. discovered her steering to the westward. Soon after eleven p.m. the ships exchanged shots from their bow and stern chasers, and about quarter past one a.m. the Amethyst closed on her opponent, and gave her her starboard broadside. From this time till half past three, a severe action continued, and shortly after, the main-top and mizzen masts of the Niemen were shot away, her main top was on fire, and her guns nearly silenced. In bringing to, to the leeward, the main-mast of the Amethyst through the damaged state of her rigging, fell over the starboard quarter, carrying with it the mizzen mast, and about the same time the main-mast of the Niemen fell. Both ships then ceased firing. A quarter of an hour later, the thirty-eight gun frigate Arethusa, Captain R. Mends, came up within gunshot, and the Niemen hoisted a light, and fired a gun at the Arethusa, and another at the Amethyst. The Arethusa returned the fire with some of her foremost guns, and the French frigate lowered her light and surrendered. Two officers and thirty-seven men of the Amethyst were absent in prizes, and of her remaining crew of two hundred and twenty-two men and boys, she had eight men killed, and three officers, and thirty-four men wounded. The Niemen with a crew of three hundred and thirty-nine men and boys, lost forty-seven men killed, and had seventy-three men wounded. The Arethusa sustained no loss whatever. The prize, a very fine new frigate, was taken in tow by the Arethusa, her hull being much damaged, and the next day, her foremast fell over the side. She was added to the Royal Navy by the same name.
There is a great similarity between this action and that of the Amethyst and Thetis, in the manner of conducting it, in the comparative force of the combatants, and also in reference to the intrusion of a third party. It is quite evident, however, that in both cases the capture was virtually effected by the Amethyst. Captain Seymour was created a baronet of the United Kingdom, and the first lieutenant, William Hill, promoted to Commander. (Medals of the British Navy by W. H. Long refers). Lawford Miles entered the Navy 4 August 1806, and while serving as Midshipman of the Amethyst, of 42 guns and 261 men, assisted at the capture, 11 November 1808, off L’Orient, of the French frigate La Thétis, of 44 guns and 436 men, including troops, which was boarded and carried at the close of a furious conflict of more than three hours, in which the British had 19 men killed and 51 (including himself severely) wounded, and the enemy 135 killed and 102 wounded. The injury he sustained on the occasion was at first rewarded by a gratuity from the Patriotic Fund, and subsequently by a pension of £6. On 6 April 1809, he was further present in a severe intermittent action of about four hours, which terminated in the capture, with a loss to the Amethyst of 8 men killed and 37 wounded (including himself with a severe contusion), of another of the enemy’s frigates, Le Niemen, of 46 guns and 339 men, of whom 47 were slain and 73 wounded. During his stay in the Amethyst Mr. Miles also served in the boats at the capture and destruction of a convoy off Chasseron Tower; and was a participator in the operations connected with the expedition to the Walcheren. In August 1816, having passed his examination in the course of the preceding year, he was present on board the Queen Charlotte 100, flag-ship of Lord Exmouth, at the battle of Algiers. He was made Lieutenant, 4 April 1825, into the Menai 26, Captain Houston Stewart, on the Halifax station, whence he invalided in the following April; and, since 19 October 1846, has been serving as Agent on board a contract mail steam-vessel.
STAMPS: A WORLDWIDE EARLY TO MIDDLE COLLECTION IN FOUR VOLUMES with old Schaubek album, 'Triumph' range of postal advertising stationery cards and an 'Ideal', with ranges mint and used, both BC and foreign, good GB from Penny Reds 1841, 2d blue strip of 3, Mauritius 1848-59 1d 'Post Paid' used, Asia, Americas with USA 1861 rab to 90c used and more. Remaindered in parts but well worth careful checking
Vanguards - A boxed group of 11 Vanguards diecast 1:64 and 1:43 scale classic commercial vehicles models. Lot includes #VA3002 Automobile Association, VA11006 Royal Mail, #VA04702 Triumph TR3A (Silverstone Grey/Red) and similar. All vehicles come with accessories. Models appear to be in Mint condition housed in Good boxes, a few boxes have storage wear. (This does not constitute a guarantee) (JT)
Atlas Editions, delPrado - A mixed collection of diecast vehicles in various scales, some rescue themed, to include: 4 Fire Engines by delPrado, Atlas Editions: DS Fourgon Tissier Bagagere, DS19 Tour de Corse (1963), DS 21 Cabriolet Decapotable (1970). The Triumph T120 Bonneville (1967) is in pieces within its packaging but the majority of items appear to be in very good condition in fair plus to very good packaging. (this does not constitute a guarantee) [L]
Tri-ang - Minic - A group of vehicles including an unopened railway scale Triumph 2000 # RC4, 2 x clockwork racing cars, a boat and a plastic car. The factory sealed car appears Mint, the others appear in Good overall condition, no keys so untested. (This does not constitute a guarantee) [ba]
Registration – UFS 129HChassis No. – KC/77420-LM.O.T. – ExemptOdometer – 1,1911970’s Triumph Spitfire by name but certainly not by nature, ‘UFS 129H’ is a wolf in sheep’s clothing by any comparison. ‘UFS 129H’ sits on a 1970 Triumph GT6 chassis mounted with MKIV Triumph Spitfire body. At the business end ‘UFS 129H’ has been fitted with a Suzuki Hayabusa 1300RR engine from one of the fastest superbikes in the world. This is mated to a Quaife reverse sequential gearbox. This endows this 650 kg car with a reported 3.2 second 0-60mph time courtesy of the Hayabusa’s 196bhp. Surely the ultimate, mild looking sleeper? Practical Performance Car even featured ‘UFS 129H’ on its cover and made it the subject of a five page article. The current owner has spent much time and money restoring and modifying ‘UFS 129H’ from a barn find. With ‘UFS 129H’ maintaining its Historic Car status it even enjoys exemption from MOT and a zero rating for road tax. What a car!‘UFS 129H’ has undergone quite the transformation in current hands and now boasts a specification unlike any other Triumph Spitfire. The Suzuki Hayabusa 1300RR engine features a Ferrari F340 header, a Willwood master clutch cylinder has been fitted as has a custom CMC slave cylinder housing. Other upgrades include a new master brake cylinder, new clutch housing and plates with hardened springs and a new high ratio steering rack. A secondary Holley pump is present to get the fuel from the tank to the primary motorcycle pump.Given this monster specification, ‘UFS 129H’ looks deceivingly standard externally with very little to give away its huge potential. The bright red livery is a common Spitfire colour and only the “R” suffix on the 1300 decal and slightly chunkier twin tail pipes give subtle hints to ‘UFS 129H’s’ secret. New period style bullet wing mirrors are fitted as are quality Yokohama tyres for enhanced grip. A hard top is included with the sale as is an unfitted roll cage. Inside the soft top frame has been refurbished and a new soft top lining professionally fitted. These accompany a new carpet set and a Bluetooth audio system with Pioneer speakers. Given this amazing specification it is no surprise that the vendor describes driving ‘UFS 129H’ as “the most fun you could ever have. Ever!”In summary:· Possibly the fastest Triumph Spitfire in the world· A highly specified restomod with 196bhp powering 650kg· A standard looking exterior treatment for this ultimate sleeper
Registration – 56 SCChassis No. – GD468RSM.O.T. – ExemptOdometer – 520The Special Formosa GR120 is an evocation loosely based on a number of 1950’s classic racing cars such as the Jaguar C-Type, Ferrari 750 Monza or Maserati 300S. This eye-catching example is as special as its non-transferable registration number – ‘56 SC.’ The donor chassis was that of a 1965 Triumph Herald and hence the DVLA date and “Triumph” prefix. In all other respects this is a decidedly more modern sports car, however, having been completed only around 500 miles ago and boasting a Ford Zetec 16-valve engine and running gear. ‘56 SC’ chooses to emphasise the Maserati 300S in its design DNA with numerous trident emblems making an appearance. Thanks to the donor car’s Historic Vehicle status ‘56 SC’ is MOT exempt and zero rated for vehicle excise duty. As such, this head turning evocation is ready to enjoy immediately.‘56 SC’ really does look amazing. Its deep metallic purple paintwork has a glass-like gloss finish that really showcases the metal flake content of the finish very well indeed. There are a host of period style features on show, too, really evoking those iconic racing cars of the 1950’s. These include the vestigial, Perspex fly screen, the teardrop driver’s headrest cowl and the “56” door numbers and associated Esso decals. A Maserati trident adorns the grill, and the black finished, cross spoked wire wheels look very reminiscent of the 1950’s. These are affixed with twin eared central spinners and wear a set of vintage look 16-inch radial style tyres. The sports focussed cabin is predominantly finished with unadorned alloy panels. A pair of black bucket seats are fitted finished with horizonal padded pleats and punctuated with vintage style alloy eyelets. A fine looking Astrali steering wheel is fitted with a polished wooden rim. The alloy dashboard is populated with a set of white on black gauges.The Formosa business was started by a pattern maker and fibreglass laminator that worked for Sunseeker Yachts. The shrewd choice of a 1950’s style design that wasn’t specifically based on any particular model saved Formosa the costly legal wrangles that others had endured. The business is still in operation today, making parts reassuringly attainable if needed.In summary:· A fantastic looking evocation with modern underpinnings· Boasting a sublime finish, guaranteed to turn heads· Reported to sound as good as it looks
Registration – DLY 824JChassis No. – MG16847DLBWM.O.T. – ExemptOdometer – 45,772This regal 1971 Triumph 2500 PI Mk2 is described as being a “lovely example”. The six-cylinder engine is paired with an automatic gearbox, and the engine, transmission and electrics are described as being in ‘excellent’ condition. The engine benefits from a new uprated Lucas high-pressure fuel pump, and the vendor says ‘DLY824J’ has had a compete engine refresh. It has an odometer reading of around 45,800 miles. Finished in bright white, the car is fitted with extras such as Lucas front driving lamps and a wood and metal bootlid luggage rack. The interior has classic wood veneer and a period Motorola radio. ‘DLY824J’ was registered in June 1971, and records show it has had just seven previous keepers – well below the average of more than 20 for other cars aged more than 53 years old. This car has had a compete Triumph Stag V8 brake overhaul, with new calipers, new discs and pads all round. It also features a full Triumph Stag stainless steel exhaust system. The bodywork is described as being in ‘good’ condition, with the vendor confirming it has a compete Waxoyled and sealed underbody. There are new chrome bumpers front and rear too. The Triumph 2000 was introduced in 1963 as a mid-size saloon in the developing ‘2.0-litre’ sector. It had an immediate arch-rival, the Rover P6 2000. Styled by Michelotti, it had a sporting focus combined with a luxurious interior. Its popularity led to the 1968 introduction of the 2.5 PI, standing for petrol injection. A Mk2 range followed in 1970, with successfully updated styling by Michelotti influenced by the range-topping Triumph Stag. The Triumph 2500 PI continued as the range-topping version, with an upgraded interior suitably finished with wood veneer. The last big Triumph, the car continued on sale until 1977. · 1971 Triumph 2500 PI Mk2· ‘Excellent’ engine, transmission and electrics· Full Triumph Stag V8 brake overhaul
Registration – JEK 9HChassis No. – FD80622M.O.T. – ExemptOdometer – 83,137With the Triumph Spitfire launching in 1962, it was the MKIII of 1967 that really started to capture the public’s attention. ‘JEK 9H’ is a much loved example of the MKIII model, hailing from March 1970. Between then and the 1980’s, ‘JEK 9H’ was enjoyed by five keepers. During the 1980’s, however, this Spitfire came into the ownership of the current keeper as their first car. ‘JEK 9H’ has since been in the same family ownership ever since – over 40 years! This “family member” was restored around five years ago with significant works undertaken to bring ‘JEK 9H’ up to standard. Offered today with no reserve this delightful Spitfire perfectly showcases why it has been so loved for so long.‘JEK 9H’s’ earlier restoration encompassed mechanical, bodywork and aesthetic improvements. Work included a partial engine rebuild, new exhaust system and attention to the steering components. Many electrical ancillaries were replaced, including coil, distributor cap, spark plugs and battery. The majority of the interior was replaced to include upgraded seats, new steering wheel, new gear knob and the walnut veneer to the instrument binnacle was replaced. The footwells were also replaced at this stage. Lastly all the exterior badges were renewed. The result is a nicely presented example of the Spitfire MKIII in Triumph White (code 19) over a predominantly black interior. This translates into the vendor rating paint, bodywork, engine and transmission as “good” with the electrics and interior being judged as “average.”The MKIII iteration of Spitfire marked the diminutive sports car’s first major facelift. The svelte Michelotti design was refreshed but retained its stylish but slender profile. Perhaps the most significant upgrade was to the increase to a 1,296cc capacity and the accompanying 10% plus increase in power. Given the Spitfire’s light kerb weight of around 700 kg, the 75bhp now on tap made for some surprisingly grown up road dynamics. In this guise the Spitfire was able to offer the winning combination of a 95 mph top speed and 30 plus miles per gallon economy in normal use. It is not surprise, perhaps, that over 65,000 MKIIIs were ultimately built and sold.In summary:· Offered from a 40-year plus single family ownership· Benefiting from a recent restoration encompassing mechanical and aesthetic improvements· Presenting in the purists’ choice of desirable MKIII guise
NINE VARIOUS POCKET/FOB WATCHES including a Continental silver example with Roman numerals, subsidiary seconds dial and gilt detail to the white dial (in travel case); an Ingersoll Triumph; a Smiths Empire chrome plated watch; and another with embossed sailing boat decoration; together with three Albert chains
Vanguards, a boxed group which includes VA00513 Triumph Herald "Red And White", VA5005 Triumph Herald "Grey Triumph Herald", H11002 Historical Rally Set and similar. Conditions generally appear Good, although not checked for completeness in generally Fair to Good boxes, some with scuffing, fading and stickers. See photo.
Corgi Vanguards, 1:43 scale, a boxed Car group. To includes VA10107 Triumph Stag MK1, Triumph White "Pilot Build Number One" LD1, VA09518 Ford Escort MK1 1300E "Amber Gold". Although unchecked for completeness condition generally appears to be Excellent in Good rigid Perspex cases and Good outer slip cases. See photo.
Silas Models a boxed car group, to include SM43300.h Triumph Toledo 1970 "Honeysuckle", SM43055c Humber Sceptre MKIII "Red" Right Hand Drive, SM43052a 1966 Hillman Hunter "Shore Beige" Right Hand Drive. Conditions generally appear Mint in generally Excellent rigid Perspex cases and card slip cases. See photo.
SIX MODEL VEHICLES, REVELL AND FURTHER comprising a Revell BMW Jsetta 250 & Camper, a Sun Star Fairlane '57 Ford Skyliner, a BMW R25/3 with sidecar, a Tootsietoy 1942 Indian 442, a Schuco Fur Sammler and a Hornby James Bond No Time to Die Triumph Scrambler 1200, all with original boxesthe Ford Fairline 1:18 scaleQty: 6
James Bond 007 The James Bond Car Collection Magazine Cars, To include; Live And Let Die: Corvorado (1),On Her Majestys Secret Service: Mercury Cougar (1),Four Your Eyes Only: Citroen 2cv (1),Goldeneye: BMW Z3 (1), The Spy Who Loved Me: Lotus Esprit (1), Goldfinger: Aston Martin DB5 (1), Octopussy: Mercedes Benz 250SE (1), Diamonds Are Forever: Triumph Stag (1), Moonraker: Rolls Royce Silver Shadow (1).Collection of 9 cars, housed in their original diorama boxes, part of the magazine collection released in 2007.
Corgi Vanguards Triumph Topless Collection 3-piece set No. TC00005, 1/43rd scale, mint to excellent in excellent factory shrink-wrapped box, with Spitfire Mk.3 damson No. VA06715, TR6 PI royal blue No. VA14703 and Stag emerald green No. VA10115. Contents assumed to be correct as box is shrink-wrapped but unchecked. Box will sold shrink-wrapped and can't be unwrapped for viewing.
Lledo Vanguards 1/43rd scale collection, with RAC Collection 4-piece set No. RAC1004 including limited edition certificate 576 of 3000, Classic Cars of the Sixties 4-piece set No. CC1004 including Austin Seven Mini, Ford Anglia 105E, Triumph Herald and Morris Minor Traveller, plus individual Vanguard Nos. VA21000, VA13001, VA5005 and VA19000, generally excellent in excellent to good plus boxes. Contents appear complete but unchecked. Viewing recommended. Qty 6
Lledo Corgi Vanguards collection, generally excellent to good plus in good plus or better boxes, with 100 years of Triumph 3-piece set No. TC1003, British Rail twin set No. BR1002, Heartbeat TV series twin set Nos. HB1002 & HB2002, etc. Contents appear complete but unchecked. Viewing recommended. Qty 11
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