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South Africa 1879, awarded to 1509 Pte. C. Mullin, 1/24th Foot, Queens South Africa, 1879 clasp. Provenance; purchased by the vendors father in the 1970's. With thanks to Celia Green, Archivist/Researcher, The Regimental Museum of The Royal Welsh, sold with a copy of her research and a copy of the Medal Roll entitlement. Charles MULLIN (sometimes MILLEN) Rank: Private 1st Battalion 24th (2nd Warwickshire) Regiment of Foot Regimental No: 1-24/1509 Enlisted in Manchester, Lancashire 19.2.1868 age 21. Served in ‘H’ Company under Captain George Vaughan Wardell at St Helena 31.8.1876 to 31.8.1877. Arrived in South Africa with the draft from St Helena on 31.8.1877. Re-engaged at King William’s Town, South Africa on 18.9.1878 Killed in action on Wednesday 22.1.1879 at the Battle of Isandlwana No known grave but remains interred under one of the many cairns to be found on the Battlefield The 1st Battalion had 15 Officers, 51 NCOs, 12 Drummers and 325 Other Ranks killed at Isandlwana on 22nd January 1879. During 1877 and 1878, 1st Battalion, 24th Regiment was engaged in the Kaffir War with the natives of the Transkei, and was joined in South Africa by 2nd Battalion, 24th Regiment in March 1878. At the end of 1878, it became clear that a Field Force would have to be sent to bring the Zulu nation under control. ISANDLWANA On 11th January 1879, the Force crossed from Natal into Zululand in three columns. The Force Commander, Lieutenant General Lord Chelmsford, accompanied the left column, which was commanded by Colonel Richard Glyn, 24th Regiment, and comprised 1/24th and 2/24th, a field battery, some mounted infantry and two battalions of the Natal Native Contingent. This column crossed the Buffalo River at Rorke’s Drift, and for the next week was engaged in road making tasks. On 20th January, leaving B Company 2/24th under Lieutenant Gonville Bromhead to guard the drift, the stores and a hospital established there, the column advanced to Isandlwana Hill, ten miles east of Rorke’s Drift. During 21st January, a reconnaissance to the south-east came into contact with the Zulus and at 4 am on the 22nd January Lord Chelmsford with 2/24th, the artillery and some of the Natal Native Contingent moved out to bring them to battle. Left in camp at Isandlwana were the headquarters and five companies of 1/24th under Lieutenant-Colonel Henry Pulleine and G Company of 2/24th. Although there had been reports of Zulus to the north-east the previous day, Lord Chelmsford had taken no steps to verify this nor had the camp been put into a state of defence. At 7 am Zulus were seen collecting in the hills to the north-east of the camp. The alarm was sounded, the troops stood-to, and a message was sent off to Lord Chelmsford, who apparently thought the news of no consequence as he took no action when he received it. At 10 am Colonel Durnford of the Royal Engineers, arrived in camp from Rorke’s Drift with a rocket battery, 250 mounted Basutos and four companies of the Natal Native Contingent. He was senior to Lieutenant-Colonel Pulleine, and promptly took his men out to attack the Zulus, telling Pulleine to send a company to support him; this he did, the company moving to a ridge 1,500 yards from camp. About mid-day Durnford’s force was heavily attacked and he demanded more support. Pulleine reluctantly sent out a further company, leaving himself with only three companies of 1/24th, one of 2/24th and the Natal Native Contingent. Masses of the enemy were now advancing directly upon the camp itself, Durnford’s men were retiring and all the companies of the 24th were in action and hotly engaged. Vigorously as the attack was pressed, the 24th were standing their ground well, shooting steadily and confidently and making every round tell. The Zulus, though their main body had worked to within 200 yards of the 24th line, were finding the fire too hot and were on the verge of retreat. Indeed had the ammunition supply been maintained the attack might have been beaten off, but there was great trouble in getting the ammunition boxes off the kicking and plunging mules, and difficulty in opening them, as in those days the lids were screwed down. Suddenly at about 1.15 pm the fire slackened, the Zulus seized their chance and dashed in with loud shouts, the Natal Native Contingent fled and the Zulus poured through the gap. In a short time all was over. The men of the 24th were found afterwards lying in groups back to back where they had stood to fight it out. Rings of dead Zulus all about them showed how they had held out till their ammunition failed. Only ten men of the Regiment escaped.
about Lot 353
A Victorian brass Corinthian column oil lamp, with Eltex and Duplex adjusters, blue tinged acid etched glass shade, overall height 66cm.
about Lot 74
Pratt's Motor Spirit, a single sided vitreous enamel advertising sign, 45 x 130 cm
about Lot 67
1966 Ducati Mach 1, 250 cc. Registration number ABW 959D. Frame number not stamped. Engine number DM250M1 01635. Although the Ducati manufacturing organisation could trace its history back to the 1920s it did not start manufacturing motorcycles until the late 1940s and early success led to the appointment of Fabio Taglioni as chief designer in 1954. His first design was a 98cc sporting overhead-camshaft machine, to become known as the Marianna, proved a great success and was to become a competitive entrant for long distance road events so favoured by the Italians. Taglioni built on his success with the introduction of larger displacement machines featuring the now established OHC design which was eminently suited to tuning and serious competition and in 1959 a 125 Taglioni design took a young Mike Hailwood to his first Grand Prix victory. The first 250cc engined bike entered production in 1961 and was an immediate success, to become known in the UK as the 250 Daytona, it was the first of the 'narrow-crankcase' derivatives which would dominate production until the late 1960s, and in 1964 one such derivative appeared in the from of the 'Mach 1.' The Mach 1 featured a tuned motor sporting high lift cams, big valves with stronger springs and modified adjusters, a high compression piston and a 29 mm Del Orto carburettor producing a claimed 28bhp at 8500rpm, against the Daytona's not inconsequential 17bhp. Coupled to a 5 speed gearbox the Mach 1 offered blistering performance for a 250 machine and it was tested at 105mph making it the fastest production 250 of its day. ABW was initially sold in the USA as part of Joe Berliner's stock and in later years was with Richard Moran of Cedar Rapids. After his passing it found its way over to the UK with Richard Wujkiw and Peter Hindley who restored it with receipts on file for and engine gearbox rebuild. Our vendor spent many years searching for a good example of a Mach 1 and found this machine in February 2019. Ill health now means he wishes to pass it on to a new home. Sold with the V5C, period Ducati manual, various receipts and magazine articles. Please note there is no oil in the machine so recommissioning will be required for road use. https://www.goodingco.com/vehicle/1965-ducati-250-mach-i/
about Lot 348
A Zippo Lighter Set, consisting of six limited edition Zippo lighter depicting scenes from the 1979 film Alien (incorrect case), with sculpted native American Tomahawk, in a glazed hinged case with 'Al Agnew Tribal Lights Collection' badge
about Lot 78
1956 Hercules Her-cu-Motor, 49cc. Registration number FXG 993 (not on DVLA register). Frame number M513. Engine number 49-V1478-2. The company was founded on 9 September 1910 by the brothers Harry and Edward Crane in Coventry Street, Birmingham and produced only 25 bicycles a week, by 1927 Hercules had made 250,000 cycles. Hercules also exported a significant percentage of their production - by the time Sir Malcolm Campbell was invited to see the three millionth bicycle completed in 1933, over half the production had been sent overseas, earning the country £6 million and letters of congratulation from the King and the Prince of Wales. In 1956 the firm produced a moped fitted with a 49cc JAP engine, which, to begin with, sold as the Grey Wolf. Soon this name was changed to Her-cu-motor. The two-speed gearbox and bevel box with chain final-drive had an engine with the crankshaft set along the machine. The unit hung from a spine frame with leading-link front forks, the overall effect was quite sleek. In 1958 production of the moped came to a close when supplies of the JAP engine dried up. This example was bought on the 9th October 1956 by Mr Lawson of Whitby from Upton & Sons of Middlesbrough to travel to work during the Suez Crisis, he last taxed it in December 1958 and then put it into storage after covering only 474 miles! Acquired by our vendor many years ago he has had it on display in his private museum. Sold with the R.F. 60, original guarantee, maintenance booklet, sale brochure, insurance documents, petrol ration book from 1956 and a letter from Hercules about the delivery of the moped. Rarely do you find a machine with this original paperwork, history and condition.
about Lot 601
1970/2009 Triton 750cc. Registration number LFE 470H. Frame number P148134. Engine number T140V DX06879. A happy marriage of Triumph power and Norton roadholding, courtesy of the latter's peerless Featherbed frame, the Triton is rightly regarded by enthusiasts as the quintessential British sports special. This hybrid first emerged in the 1950s and continues to be built by professionals and amateurs alike, enjoying marque status today. One of the first specials-builders to put the Triton into what might be termed 'limited production' was Dave Degens, proprietor of Dresda Autos. Riding one of his own Dresda Tritons, Degens won the prestigious Barcelona 24-Hour Endurance Race in 1965, defeating many works-entered bikes in the process, and went on to develop his own Featherbed-derived frame to take power units other than the original Triumph. The T140 750 cc was the second generation in the Bonneville series developed from the earlier 650 cc T120 Bonneville and was produced by Triumph in a number of versions, including limited editions, from 1973 until 1983 when the company was declared bankrupt. Licensed production of the T140 Bonneville was continued by Les Harris between 1985 and 1988 at Newton Abbot in Devon, these machines became known as 'Harris' or 'Devon' Bonnevilles. LFE sports a Triumph Bonneville T140 engine from 1978, mated to a Norton Model 99 Wideline Featherbed frame from 1959. The DVLA V5 has a declared manufactured date of 1970, on file is a report on the 1985 MCN Classic show where the then owner, Dave Waring, won Best Triton from a field of 26 machines. In 1992 it was acquired by Michael Steer of Rotherham, he is believed to have raced it at this time. The 2000 MOT states a mileage of 20,353, which remained the same over the following two years. In 2002 he sold it to our vendor who upgraded to what you see today. In 2009 a full engine rebuild by Nova Classics took place and a phosphor swinging arm, belt drive, electronic ignition, hand made tanks and Laverda running gear was used. Basically unused since the build, it is sold with the V5C, V5, old MOT's, photographs, MCM report and receipts for the engine build.
about Lot 345
Omega Seamaster Professional 300m Stainless steel gentleman's quartz wristwatch, the round blue dial with luminous dot hour markers, date aperture at 3, lume sword hands, centre seconds hand, 41mm case with SEAMASTER, hippocampus and Omega logo to the caseback, to a 1503/825 stainless steel bracelet with signed Omega clasp.
about Lot 30
R. M. Ward, a concrete six pillar temple, in kit form, purchased and never assembled, columns 190cm long, each base segment 120cm long, image shows a similar constructed example. Buyers should note that this is at the vendors property and that they will be responsible for collection. Viewing and collection by appointment with Spicers.
about Lot 1
The Twins Drink Milk, by Waltons of Blackpool, supplied by D. Robinson & Co., Blackpool, pat no. 31817/56, oak cabinet, 61 x 45 x 67cm, plays 2p. This is the improved version of Walton's original 1930's machine which used real liquid in the bottles and was unreliable, this design uses solid wooden blocks as the "milk" which slide down through the bottom of the bottles to simulate the babies drinking. Players compete to turn the handles as fast as possible causing the babies to "drink their milk" - the first to empty the bottle is declared the winner by means of the arrow indicator swinging to the left or right. Provenance; Watermouth Castle, Ilfracombe, North Devon. Key
about Lot 534
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