bigjarofwasps

Capt John Martin MC John Martin was born in Edinburgh on the 28th November 1888, the son of James and Euphemia Carrack Barclay Martin. He was educated at Malvern College and Edinburgh University. He served in the College Cadet Corps as a Private for two years, then in the Officer Training Corps at University. John joined the Army on the 14th August 1914, and was granted a temporary commission as 2Lt on the 26th August. In the Gordon Highlanders. He had also expressed an interest in the Cameron Highlanders and the Highland light Infantry. At his time of enlistment he was living at 13 Forbes Road, Edinburgh. On enlistment the following details are given, Age 25. Height 72 ? inches. Chest max 38 min 36. Weight 168. Hearing good. Teeth up to standard. Vision 6/6. Colour vision normal. Described as fit. Promotion details. T 2/Lt “6th Aug 1914, Lt 10th June 1915, Capt 14th April 1916. Original served with the 8th Gordon Highlanders before the amalgamation into the 8th/10th Gordon Highlanders, on May the 11th 1916. He went to France on the 12th March 1915 and is listed as Capt in A Coy, on the 11th may 1916. War Diary for the 30th Jan 1917. On the night of the 29th/30th a raid was carried out by B and D Coys on the Butte De Warlencourt and the Quarry. At midnight the two assaulting Coys, clad in white smocks and with whitened steel helmets moved up into position along tapes which were laid the night previously by Capt martin and Capt priday. Lt Mutch was in command of B Coy with 2Lt Kemp, 2Lt Walker, 2lt Hafford. Lt Kenyon was in command of D Coy with 2Lt Knowles and 2Lt Farster. Some difficulty was experienced in getting the men into place, but this was accomplished safely, by 1.30 am. The German wire was all cut by artillery and gaps were made in our own. During all this time there was practically no shelling by either side. Prompt to a second to zero 1.45 am our artillery of all calibres placed an intense barrage on the enemy trench in front of Butte, stokes guns, medium trench mortars and machine guns assisted. Immediately the artillery started the assaulting waves (2) commenced to cross no mans land at zero +1 minute the barrage lifted at the rate of 50 yards per minute. Practically no opposition was offered to our advance with the exception of the left flank which was held up for a short time by a MG on the left of the quarry. The waves moved steadily forward and reached the Butte after 10 minutes. The ground was in a very bad condition and full of enormous craters. B Coys objective was the Butte and dugouts in it. The right of B Coy encountered a German post and held by six men that immediately surrendered. They then entered the Butte Trench and discovered a deep dugout and trench mortar emplacement with gun in position. This was destroyed and dugout bombed. The left flank and centre of B Coy saw no trench before reaching the Butte, there they discovered several dugouts. The occupants were called upon to surrender those in the first refused so several mills were throw in one or two P bombs and a stokes bomb were thrown in, wrecking the dugout and setting it on fire. One prisoner was got out of the second which was treated similarly to number one. In the third 12 prisoners were captured and it also was wrecked. D Coys objective was the Quarry. This was reached after a short time, owing to the activities of a machine gun on the left edge. This gun was knocked out and then the advance was continued to the Quarry. Her many Germans were discovered and killed. One dugout in the right hand corner was successfully bombed. Six prisoners were reported to have been captured, but they never reached our Adv Btn Hq. The whole raid was a great success in all 17 prisoners passed through our hands. According to all reports many casualties were inflicted on the enemy. Its calculated that these amount to 50 or 60 all told. Our casualties were slight amounting at the very outside to be 16 or 17. There were three Officers, two 2Lt Farster and 2Lt Walker slightly wounded and 2Lt Knowles missing believed killed. The enemy did not put up a fight at all. No barrage was placed on our lines and no SOS signal were seen. It is thought that owing to the quietness that they were absolutely deceived as to our intentions and no thought of our attack occurred to them. On the admission of one of the prisoners who spoke a little English, it came as a complete surprise. The following message was received from the Div. The GOC congratulates you and your brigade on the operation so successfully carried out. Brig Gen Marshall adds. I wish to thank all ranks for the trouble taken in preparing for the raid, and gallantry displayed in the execution. About 3.15 am the dugouts on the Butte were blazing merrily at this hour an explosion occurred there and flames rose about 30 feet in the air, bombs and SAA were also heard exploding, at 10 am this morning the Butte was still smoking. Capt Martin was awarded the Military Cross for this action, it appears in the London Gazette on the 12th March 1917. His citation reads, `For conspicuous gallantry and devotion to duty. He displayed marked courage and ability in organising the arrangements previous to a raid. Later, during the raid, he personally supervised the guiding of the assaulting troops`. The Battle of Arras At 2.30 am on the 9th April 1917, the Btn began to move forward to assembly trenches for the attack. The Btn was reported in position at 4.30 am, one hour before zero, no casualties having occurred and the enemy’s suspicions apparently not having been aroused. The position of the Btn as follows- A Coy under Capt John Martin MC, right front. B Coy under Capt W McCall, on the left front. D Coy under 2Lt B Burnett, in support. C Coy under Lt P Booth, in reserve. Strength Officers 20 OR`s 702. At 5.30 am Zero our barrage opened with a thunder of sound and our support and reserve Coys moved out of their trenches. At 2 minutes in accordance with the plan, the front Coys climbed from their trenches and moved forward. The movement was made in perfect order, a tendency on the part of the men to follow our barrage too closely being the only problem calling for Officers control. The enemy’s SOS signal was put up about 30 seconds after zero, and a field gun barrage was put down on our front line and communication trenches about 3 minutes later, causing a few casualties to C Coy before they got over the front line, and the two front Coys dashed into the enemy first line before opposition was passable. From this point until the taking of the 1st objective 500 yards behind the German front line, the front Coys moved forward behind the barrage with perfect steadiness and splendid courage. News of its capture was telephoned to Btn Hq, 7 ? minutes after it was timed to be taken. Hq were advanced to the front line and remained with the leading Coys throughout subsequent operations. A halt of 1 hour 40 minutes at this point allowed reorganisation. There was little shelling the enemy having engaged in withdrawing its guns. At 7.50 am the Btn advanced to the second objective in the altered formation laid down. This objective represented a further advance of 1000 yards, A and B Coys remained in the front line attack. Before the attack had advanced 150 yards, it was held up by machine gun fire from Railway Triangle and a redoubt on the right. This redoubt was outside our area, but Capt Martin MC seeing that the Division on our right were swinging away from the redoubt, instead of attacking it, at once organised two parties to storm it. With 2Lt A C Hay he led these parties and captured the redoubt, both Officers unfortunately being killed in doing so. Their efforts coupled with the arrival of a tank, which advanced against Railway Triangle enabled the Btn to move forward and take the second objective. A telegraph was sent to Mr Martin, 61 Queens St Edinburgh, ` Deeply regret to inform you Capt J Martin, Gordon Highlanders was killed in action April 9th. The Army Council expresses their sympathy. John’s will states that his estate of ?122 9 5, was to go to his Father. James Martin Solicitor Supreme Courts of 13 Forbes Rd Edinburgh. All his personal effects were sent home, and collected by his father. In a letter dated 5th May 1917, the following items are sent home, 1. 1 Identity disc. 2. 1 Cheque book. Another letter also dated the 5th May 1917,says, Sir, I am directed to inform you that a report has been received which states that the late Capt J Martin 8th Gordon Highlanders, is buried at Blangy Cross roads, North East of Arras. The grave has been registered in this office, and is marked by a durable wooded cross with an inscription bearing full particulars. John Martin is buried in Cabaret-Rouge British Cemetery, Slouches, Pas de Calais France, XVII.J.48. Portraits of John Martin can be found in, Watsonians who served in the Great War and the University of Edinburgh Roll of Honour. His medals were sent to his father at 61 Queens St Edinburgh, which appears to be his offices on the 9th August 1917. His Military Cross was sent on the 15th June 1917. To my knowledge only his Memorial Plaque survives.

Edward George Crowter Edward George Crowter, was born at 2 Lowther Road `Holm Lea`, Kingston Upon Thames, Surrey on the 11th May 1896. The son of Edward Evelyn Crowter and Lilly Eliza Crowter (nee Crumpter), he had a younger brother Wilfred C Crowter. He was educated at Richmond Road School. For many years was a member of The Church of the Good Sheppard Choir, and was well known in St Luke’s Parish. He was also one of the original members of Kingston United Football Club, playing in defence. Having left school he worked as a sign painter in Kingston. At some point the moved with his parents and brother to 78 Deacon Road, Kingston, (just round the corner from Lowther Road. On the 25th January 1915 aged 18 years and 9 months he joined the army, at Lochabur Street London. He enlisted in the Royal Engineers and given the Regimental number 65323. His service papers give the following details. Height 5` 8.5”, weight 139Lbs, chest 34”. With good physical development, brown hair and brown eyes. His vision was 6/6 in both eyes. On the 2nd February he began his training at the Army School of Engineering, Chatham, Kent. Further training at Rye, Bordon Camp, Henley Upon Thames, his employment was as a painter. On the 27th August 1915, he embarked with 128 Field Company Royal Engineers (23rd Div) for France, from Southampton. Arriving on the 28th, at Le Havre. The Division concentrated in the Tilques area near St Omer. On the 7th Sept, they moved to Bailleul. The next day saw the Coy employed in trench construction. On the 14th Sept they moved to Rue Marle near Armitieres. The unit war diary gives the following account, for the 23rd November 1915. Enemy very quiet, his artillery action was confined to the occasional bombardments. Weather bitterly cold. 27th November Unit employed in front line underpinning front parapet. One Sapper killed and one wounded. Edward being killed and a Sapper called Brett, being wounded. Edward was killed in Wine Ave, a communication trench leading to the front line. I have not been able to ascertain his exact cause of death, but feel sure that it was either a shell that killed him, and wounded Brett, or maybe a sniper. As the next trench along, which runs parallel with Wine Ave (Wellington Ave), saw a Sapper called King being killed by a sniper. Edward is buried in X Farm Cemetery, Armitieres. Which is very close to were Wine Ave would have been. One of Edward’s Officers had the following to say about him, when writing to his parents. “I had only just taken command of this section, but at once recognised Edward’s good soldiering qualities”. Edward served just 307 days in the army and only 91 in France. He is commerated on the Kingston Cenotaph and in St Luke’s Church, just round the corner from his home, on Deacon road. This is but a very brief summary of all the research I have done on Edward, there’s nearly enough for a short book on him. His life and military service, etc. I have no idea of what happened to Edward’s medals or personnel effects, which where sent home to his parents. But I don know the location of his Memorial Plaque and a large framed portrait of him, both of which were rescued from a SKIP!!! I just hope that his medals didn’t meet a similar fate!! I think you’ll agree, the saving of these two items is a happy ending to a sad story. His picture and scroll, now hang on a wall in my home. I never knew Edward or his family, but feel they would be happy in the fact that his sacrifice has not been forgotten, and someone cares, even after all these years!! I put forward Edward’s name be read out on the anniversary of his death, at the services which were carried out everyday in 2001 at the Menin Gate, Belgium, and am pleased to say that my wish was carried out by the Last Post Committee Association, on the 27th November, 86 years after his death.

Can anyone tell me anything about the history of the 62nd, during the Boer war. I`m trying to find out there role in Cape Colony & Wittebergen. I`m trying to research this man...... 6287 Pte R F C Thomson 62nd Coy Imperial Yeomanry Born in Belfast Northern Ireland 20/11/1875, son of William & A M Thomson, of Fountain Ville, Belfast Northern Ireland. In January 1900, he enlisted in the Middlesex Yeomanry, giving his trade as horse dealer. He is entitled to the Queens South Africa Medal, with clasps Cape Colony & Wittebergen. He served 4 years with the Middlesex Yeomanry. He joined the 14th Regiment on the 29th September 1915, in Vermont DC aged 39 and 11 months. His employment as Rancher. He was part of the 104th F&C Militia, stating that he had previous military service with the 62nd Yeomanry. His next of kin was his sister, who lived at Caragh Lake, County Derry, Ireland. He was 5` 8”. A 36” inch chest, with fair complexion, hazel eyes and hair turning grey. Various scars and birth marks, but on his right fore arm a tattoo of the 62nd Yeomanry. Killed in action Tuesday the 26th September 1916 (Somme), serving as a Pte in the 14th (Royal Montreal Regiment) Canadian Regiment. Aged 40. No known grave, he is commemorated on the Vimy Ridge Memorial. On the 26th September 1916, the 14th Regiment attacked Thiepval Ridge, on the Somme. I think I`ve got his WW1 service sorted, but am having problems finding about his Boer War service, can anyone help?

There are numerous references to gold sovereigns associated with the British support of the Arab Revolt in the 1st World War, the area must have been awash with the stuff for years. After the capture of Aqaba in July 1917 Lawrence crossed Sinai in order to secure funds to pay the Arabs involved in the operation. In the Seven Pillars of Wisdom Lawrence says: 'Clayton drew sixteen thousand pounds in gold and got an escort to take it to Suez by the 3 o'clock train' Lawrence's field diary also mentions gold: February 5–18 [1918] Lawrence returns to Tafileh with 30,000 sovereigns for the forthcoming campaign in the area. He gives the funds to the Emir Zeid, younger brother of Feisal and leader of the expedition, and leaves for a reconnaissance in the area east of the Dead Sea. In Lawrence's absence, Zeid's local advisers persuade him to pay out all the money to local tribes. In an echo of the Gulf War I think I also read somewhere that the Arabs were promised a bounty of 50 gold sovereigns for any downed allied airmen returned safely to the allies. From March 1916 (2 months before the Revolt began) Sherif Husain was paid ?125,000 per month in gold sovereigns by the British to try a sway him into coming in on the allied side (a deal which Gertrude Bell helped to set up). My guess is a lot of this gold is still knocking around, mostly as jewellery and dowry gifts for the local Bedouin women.

It is with deep regret that the Ministry of Defence has to confirm that Private Mark Stephen Dobson of B (Green Howards) Company, The Tyne-Tees Regiment, was found dead in his accommodation at Basrah Air Station on 28 March 2005. The incident is being investigated but is not thought to have been the result of hostile action. Private Dobson was 41 years old and came from County Durham. Private Dobson joined the Territorial Army in July 1996. He deployed to Iraq on 10 November 2004, and was attached to the Force Protection Unit providing security for personnel working out of the Multi National Division (South East) Headquarters at Basrah Air Station. Lieutenant Colonel Ian McFarlane TD, CO The Tyne-Tees Regiment, said: "Private Dobson was mobilised in September 2004 as part of a 34 man group from The Tyne-Tees Regiment who joined the East and West Riding Regiment's "Normandy Company" for their deployment on Force Protection duties in Iraq. He had great support from his parents and two younger sisters all of whom live in the area. They were very proud of his achievements. "Private Dobson was an enthusiastic and popular member of B (Green Howards) Company of The Tyne-Tees Regiment based in Middlesborough. He transferred into the Infantry three years ago from another local unit, in search of further challenge and to satisfy his thirst for adventure and passion for soldiering. "Private Dobson always had a valuable contribution to make. He was a tremendously effective team member and could always be relied upon to give a full 100% in anything he was tasked to do. He had recently qualified as a Physical Training Instructor, gaining a course award considerably better than others who were many years younger than him. He was a regular attender at weekend and annual training camps, and had served since 1996 throughout the UK and in Cyprus. "Private Dobson's death has come as a great shock to the many people that knew him, and he will be sadly missed."

Was DC Oakwood, the one who was stabbed to death, by the terrorist? Or was he the one killed by that crazed yank on Boxing Day? Wasn`t there a feamle Officer, who was killed during a raid sometime ago, who was recommended for a medal? Did she ever get it? There seems to be such a broad spectrum of what qualifies for a GC, from shielding children from a madman, in a classroom, to saving your opo`s from a A10 attack. But surely being stabbed to death following a raid because A. you had no body armour on, and B the suspects should have been cuffed, and not allowing to walk around the scene, let alone into the kitchen!!!!! Now I`ve been guilty of not wearing any armour during a raid, so I`m not throwing any stones in that diection, but its just something to take into consideration before we start awarding GC`s, which I`m not convinced whatever they say that its the same as a VC. While I`m on the subject of VC`s judging by what I`ve been told about the PWRR, and Op Telic 4, well thats a subject for another day. But its fact that they are, as yet the most contacted Regiment since WW2, but lets see what Op Telic 6 holds!!!!

Hi, I caught site of a newspaper front page, which had a head line of Police Hero wins GC. Has anyone got any more details? BJOW.

Information has come to light, that Gleave may have served in the Great War, can anyone confirm this for me. Would his service papers for this period be linked to his Boer War papers or would they have been seperate?

A Brief History The First Sovereign The gold sovereign came into existence in 1489 under King Henry VII The pound sterling had been a unit of account for centuries, as had the mark. Now for the first time a coin denomination was issued with a value of one pound sterling. The obverse design showed the King seated facing on a throne, a very majestic image. It is from this image of the monarch or sovereign that the new coin gained its name - the sovereign. The reverse type is a shield on a large double Tudor rose. This first sovereign occurs with a number of minor type variations all of which are rare, currently cataloguing from ?7000 upwards. Sovereigns were then struck for Henry VIII, and for most monarchs until the first coinage of James I. Unites and Guineas From James' second coinage, the sovereign was discontinued in favour of the "unite", also valued at one pound. The unite continued into the reign of Charles I, The Commonwealth, and the early hammered coinage of Charles II. With the introduction of regular machine made "milled" coinage under Charles II, the guinea was introduced, with a value of twenty one shillings, and this continued to be the main gold coin until 1813 under George III. The Modern Sovereign In1816, there was a major change in the British coinage, powered by the Industrial Revolution. The Royal Mint moved from The Tower of London to new premises on nearby Tower Hill, and acquired powerful new steam powered coining presses designed by Matthew Boulton and James Watt. the modern sovereign was born! A new reverse design was introduced featuring Saint George slaying a dragon, designed by a brilliant young Italian engraver, Benedetto Pistrucci. This beautiful classic design remains on our gold sovereigns today, almost two hundred years later, and for most of its life must have been one of the worlds most widely recognised coins. Gold Gives Way To Paper During the first world war, Britain needed gold bullion to finance the war effort. Banknotes were introduced into regular circulation, and within a few years, the gold sovereign ceased to be used in everyday transactions. Production at the Royal Mint stopped in 1917, although some were minted again in 1925. The branch mints continued to produce sovereigns, Ottawa in Canada until 1919, Bombay in India in 1918, Sydney Australia until 1926, Melbourne and Perth Australia until 1931, and Pretoria South Africa until 1932. No further sovereigns were then issued for circulation until 1957, although sovereigns were included in the George VI proof set of 1937 which was available for collectors, and sovereigns were also minted but not issued for Edward VIII in 1937, and for Queen Elizabeth II in 1953. Production Restarted From 1957, bullion sovereigns were issued almost every year until 1968, then not until 1974 when regular production was restarted. In 1979, a proof version was issued, and this continues to the present. In 1989, a special 500 commemorative design was produced, inspired by the very first gold sovereign of 1489, showing H.M. Queen Elizabeth II seated facing on a throne. For 2002, a shield will be used us the design on the reverse for just one year to mark the Queen's Golden Jubilee. It appears likely that gold sovereigns will continue to be struck every year for sale to collectors. They have become a very popular gift item for christenings and other special occasions. Technical Specifications For modern gold sovereigns, i.e. from 1817 Diameter: 22.05 mm. Weight: 7.98 grams. Alloy: 22 carat gold = 0.917 parts per 1000. Actual gold content: 0.2354 troy ounces.

I agree! Lest we Forget

The operations in the North-Western Free State took place in the winter of 1901. (That is if he was still part of Thorne croft’s column)They were employed along the Fauresmith -Edenburg Road once again during one of Bruce Hamilton's operations. Their duty as Amery puts it was " to raid and ravage from their several centres and as far as possible to push into the 'corral ' all the Boers in the area" By the time Thorneycroft's column had moved to the North-Eastern Free State and Western Transvaal Gleave had already left for home

Operation TELIC: British Casualties and Fatalities It is with very deep regret that the Ministry of Defence has to confirm the following fatalities suffered during operations: -------------------------------------------------------------------------------- An RAF C-130K Hercules crashed 30 kilometres north-west of Baghdad on 30 January 2005 at approximately 1635 local time. The aircraft was on a flight between Baghdad International Airport and Balad airbase. Ten UK Service personnel are missing believed killed; nine from the Royal Air Force and one from the Army. Their repatriation to RAF Lyneham commenced on the afternoon of 7 February, being flown out from Basrah with full honours. Squadron Leader Patrick Marshall, Headquarters Strike Command (updated 1105 on 10 February with new photo) Flight Lieutenant David Stead, 47 Squadron, RAF Lyneham (updated 1020 on 2 February with photo) Flight Lieutenant Andrew Smith, 47 Squadron, RAF Lyneham (updated 1710 on 5 February with photo) Flight Lieutenant Paul Pardoel, 47 Squadron, RAF Lyneham (updated 1815 on 2 February with photo) Master Engineer Gary Nicholson, 47 Squadron, RAF Lyneham (updated 1710 on 5 February with photo) Chief Technician Richard Brown, RAF Lyneham (updated 1900 on 1 February with photo) Flight Sergeant Mark Gibson, 47 Squadron, RAF Lyneham (updated 1900 on 1 February with photo) Sergeant Robert O'Connor, RAF Lyneham (updated 1815 on 2 February with photo) Corporal David Williams, RAF Lyneham (updated 1900 on 1 February with photo) Acting Lance Corporal Steven Jones, Royal Signals (updated 1715 on 1 February with photo) The Secretary of State for Defence, the Rt Hon Geoff Hoon MP, said on 31 January: "It is with great regret that I can confirm that nine Royal Air Force personnel and one soldier are missing believed killed in yesterday's crash of an RAF C-130 Hercules in Iraq. On behalf of the Ministry of Defence and all the Armed Forces, I should like to extend my deepest sympathies to the families of these servicemen. "The aircraft was on a flight between Baghdad International Airport and Balad airbase when it crashed. UK and US forces have secured the crash site, and are now recovering the bodies, and attempting to ascertain the cause of the crash. We are aware of reports that the aircraft may have been shot down, but we are not in a position to come to any conclusions until the investigation is complete. "The deaths of these Servicemen are especially poignant on a day when Iraqis were able to enjoy the freedom of democratic elections for the first time in many years. "I can only echo the sentiment of the Prime Minister in recognising the sacrifice of these Servicemen." Her Royal Highness The Princess Royal, who is the Honorary Air Commodore of RAF Lyneham, paid a private visit to the station on 1 February to express her condolences to members of 47 Squadron and the Engineering Wing, and speak with personnel who are providing support to the bereaved families. -------------------------------------------------------------------------------- A British soldier was found dead from a gunshot wound at Shaibah Logistic Base on 26 December 2004. Hostile action is not thought to be responsible. The Royal Military Police investigation continues, but initial inquiries do not suggest suspicious circumstances. Sergeant Paul Connolly, Royal Electrical & Mechanical Engineers -------------------------------------------------------------------------------- A Royal Navy senior rate died, apparently from natural causes, aboard HMS Chatham on 17 December 2004 whilst on patrol in the Gulf. It should be noted that HMS Chatham was not assigned to Operation Telic at this time, although she was deployed on operational duty in the Gulf. Acting Chief Petty Officer Simon Roger Owen -------------------------------------------------------------------------------- At 1830 local on 8 November 2004, a Warrior armoured vehicle from the Black Watch Battle Group was hit by a roadside bomb north of Camp Dogwood. The Warrior left the road, its wheels destroyed on one side, and one soldier was killed and two others injured - neither seriously. The injured men were taken by a US helicopter medevac team to a military hospital in Baghdad; and the damaged Warrior was subsequently recovered to Camp Dogwood. Private Pita Tukutukuwaqa, The Black Watch -------------------------------------------------------------------------------- Three British soldiers were killed, and others injured, in a suicide car-bomb attack on a vehicle check-point within the Black Watch area of operations on 4 November 2004. An Iraqi interpreter was also killed, and eight soldiers were wounded. Sergeant Stuart Gray, The Black Watch (updated 1445 on 5 November) Private Paul Lowe, The Black Watch (updated 1220 on 8 November) Private Scott McArdle, The Black Watch (updated 1445 on 5 November) Lieutenant-Colonel James Cowan, commanding the 1st Battalion The Black Watch, said at Camp Dogwood on 5 November: "It is my sad duty to report the death of three of my soldiers. At 1300 on 4 November, a patrol from D Company, the 1st Battalion The Black Watch (Royal Highland Regiment) was conducting a Vehicle Check Point in an area east of the Euphrates. At this time, a suicide bomber drove his vehicle at the soldiers, detonating the device. The troops then came under sustained mortar fire. Three soldiers and one civilian interpreter were killed, and eight soldiers wounded. Sergeant Stuart Gray, Private Paul Lowe, and Private Scott McArdle were all killed instantly, as was the patrol's interpreter, whose name cannot be released for security reasons. "For a close-knit family such as the Black Watch, this is indeed a painful blow. All three of the soldiers were our friends, but as we mourn their deaths, so we remember their lives and give thanks to their contribution to the life of our Regiment. The interpreter had been with the Black Watch since our arrival in Iraq, and had become a friend to the soldiers. He had volunteered to come north with us, and had delayed his wedding, which was to have taken place on the day of his death. Stuart Gray was a Sergeant of great experience in the Mortar Platoon; Paul Lowe was a talented drummer in the Pipes and Drums; and Scott McArdle was a rifleman in the elite Reconnaissance Platoon. We will miss them as brothers-in-arms, and extend our sympathy and love to their families. The whole of the Black Watch is saddened by this loss. But while we fell this blow most keenly, we will not be deterred from seeing our task through to a successful conclusion." Major Lindsay MacDuff, the Officer Commanding the Battalion's Rear Party at Warminster, said on 5 November: "The Black Watch has always been a close-knit family, and the news that three of our soldiers were tragically killed while serving in Iraq is keenly felt by all ranks and their families. All are left saddened by the news that we have lost three friends. "The men of the Black Watch are determined to continue with their operational tasks in Iraq. In the words from a key passage of the Regimental Collect, "We of the Black Watch will stand fast in the faith and be strong" at this time, both here with the families, and with the men on operations. "The Army and the Black Watch have a robust and coordinated welfare structure that is designed to meet the needs of those affected by the incident yesterday. We would ask the media to keep their distance and give us a chance to grieve and come to terms with our loss at what is a difficult time." -------------------------------------------------------------------------------- A British soldier was found dead at a military base in Basrah on the morning of 31 October 2004. The investigation into the death is ongoing, but it is not believed to be the result of any hostile act. Staff Sergeant Denise Michelle Rose, Royal Military Police (updated at 1420 on 2 November) -------------------------------------------------------------------------------- A soldier from The Black Watch died, and a further three suffered minor injuries and shock, in a road traffic accident in North Babil province on 29 October 2004. Private Kevin McHale, The Black Watch (updated at 1800 on 1 November) -------------------------------------------------------------------------------- Two British soldiers died following the ambush of a military convoy south-west of Basrah on 28 September 2004. An armoured Land Rover was badly damaged, and as troops sought to extract the casualties, they came under small arms fire. Corporal Marc Taylor, Royal Electrical & Mechanical Engineers (updated at 1820 on 29 September) Gunner David Lawrence, Royal Artillery (updated at 1130 on 30 September) -------------------------------------------------------------------------------- A British soldier died in a road traffic accident near Al Amarah on 10 September 2004. Fusilier Stephen Jones, The Royal Welch Fusiliers -------------------------------------------------------------------------------- A British soldier was killed in an exchange of fire with insurgents in Basrah on 17 August 2004. Lance Corporal Paul Thomas, The Light Infantry (updated at 1610 on 18 August) -------------------------------------------------------------------------------- A British soldier was killed and another seriously injured by an improvised explosive device attack in Basrah on 12 August 2004. Private Marc Ferns, The Black Watch -------------------------------------------------------------------------------- A soldier was killed, and several others were injured, in an attack on British vehicles in Basrah on 9 August 2004. Private Lee O'Callaghan, Princess of Wales' Royal Regiment (updated at 0730 on 11 August) -------------------------------------------------------------------------------- A British soldier was killed in an accident at Al Amarah on 4 August 2004. Private Christopher Rayment, Princess of Wales' Royal Regiment -------------------------------------------------------------------------------- A British airman was killed when an RAF Puma helicopter suffered an accident at Basrah International Airport on 19 July 2004. Flight Lieutenant Kristian Gover, 33 Squadron RAF (updated 1450 on 20 July) -------------------------------------------------------------------------------- A British soldier was killed, and two injured, in an improvised explosive device attack on British vehicles in Basrah on the morning of 28 June 2004. Fusilier Gordon Gentle, Royal Highland Fusiliers -------------------------------------------------------------------------------- A British soldier was fatally injured in a vehicle accident at Shaibah Logistics Base on the morning of 12 February 2004. Corporal Richard Ivell, Royal Electrical & Mechanical Engineers -------------------------------------------------------------------------------- A soldier died in a tragic accident in Basrah on 31 January 2004. Sapper Robert Thomson, Royal Engineers (updated at 1730 on 2 February) -------------------------------------------------------------------------------- A British soldier was killed, and another injured, in a road traffic accident at Al Amarah on 21 January 2004. Rifleman Vincent Windsor, Royal Green Jackets (updated with photograph at 1545 on 23 January) -------------------------------------------------------------------------------- A British Serviceman died following a tragic incident on a training range near Basrah on the morning of 7 January 2004. Lance Corporal Andrew Craw, Argyll & Sutherland Highlanders -------------------------------------------------------------------------------- Two British soldiers were killed in a road traffic accident in Baghdad early on 1 January 2004. Major James Stenner, Welsh Guards Sergeant Norman Patterson, Cheshire Regiment (updated 1310 on 8 January) -------------------------------------------------------------------------------- A British Serviceman was killed in a road traffic accident in Basrah on 6 November. Private Ryan Thomas, Royal Regiment of Wales (updated with photograph at 1525 on 10 November) -------------------------------------------------------------------------------- A Royal Marines NCO was killed by hostile fire during an operation on 31 October. Corporal Ian Plank, Royal Marines -------------------------------------------------------------------------------- A Territorial Army soldier died in a tragic incident on 23 September whilst serving at Shaibah near Basrah. Sergeant John Nightingale, 217 Transport Squadron (updated 1715 on 25 September) -------------------------------------------------------------------------------- A British soldier was killed and another wounded in an incident in Ali As Sharqi in southern Iraq on 27 August 2003. Fusilier Russell Beeston, 52nd Lowland Regiment (updated 0810 on 1 September 2003) -------------------------------------------------------------------------------- Three soldiers from the Royal Military Police were killed, and one seriously wounded, during an incident in central Basrah on the morning of 23 August. Major Matthew Titchener, 150 Provost Company (updated 1800 on 29 August 2003) Company Sergeant Major Colin Wall, 150 Provost Company (updated 1300 on 25 August 2003) Corporal Dewi Pritchard, 116 Provost Company (updated 0810 on 1 September 2003) The senior RMP officer serving in Basrah, Lieutenant Colonel Bill Warren, said: "I am deeply saddened by this tragic event. My thoughts, and those of the men and women of the Royal Military Police, are with the families and friends of those who have lost their lives. I hope that they will be given the space to grieve. "These soldiers have been a credit to the RMP and have made a significant contribution to the rebuilding of the local police force in the region. This incident will not deter us from our mission and we will continue to work closely with our Iraqi colleagues to seek out those responsible for this criminal act and bring them to justice." Brigadier Maurice Nugent, the Provost Marshal for the British Army and professional head of the Royal Military Police, said on 24 August: "The impact of yesterday's tragedy in Basrah, where three men of the Royal Military Police were killed, is only now beginning to be felt. The thoughts of all past and present members of the Royal Military Police are with the families. All three soldiers had young families and we will be there for them over the coming days and weeks. The RMP are one of the key players in the efforts to reform and resurrect the civil police in Iraq, and I am proud of the role played in this by Corporal Dewi Pritchard, from 116 Provost Company, West Bromwich, and Warrant Officer Colin Wall and Major Matthew Titchener, who were both from 150 Provost Company in Catterick. This essential work will continue beyond this tragedy." -------------------------------------------------------------------------------- A British serviceman was killed, and two wounded, during a bomb attack on a military ambulance in Basrah on 14 August. Captain David Jones, Queen's Lancashire Regiment (updated 1610 on 19 August) -------------------------------------------------------------------------------- A Territorial Army soldier died on 13 August in southern Iraq. The cause of his death is under investigation but was not the result of hostile action. Private Jason Smith, 52nd Lowland Regiment (updated 1840 on 14 August) -------------------------------------------------------------------------------- An Army officer collapsed and died on 18 July in southern Iraq. Captain James Linton, 40 Field Regiment, Royal Artillery (updated 1630 on 23 July) -------------------------------------------------------------------------------- Six Royal Military Policemen were killed in an incident at Al Majar Al Kabir on 24 June. The Defence Secretary, Geoff Hoon MP, updated the House of Commons on 2 July on the information available concerning this incident, and another in the same area which resulted in Service personnel sustaining wounds. The six Royal Military Policemen who died were: Sergeant Simon Hamilton-Jewell, from Chessington (updated 0715 on 22 July) Corporal Russell Aston, from Swadlincote (updated 1830 on 25 June) Corporal Paul Long, from Colchester (updated 1515 on 4 July) Corporal Simon Miller, from Washington, Tyne & Wear (updated 0030 on 29 June) Lance-Corporal Benjamin Hyde, from Northallerton (updated 1715 on 25 June) Lance-Corporal Thomas Keys, from Bala (updated 1540 on 7 July) The commanding officer of 156 Provost Company, Major Bryn Parry-Jones, said: The loss of six soldiers from such a small, tight-knit unit as 156 Provost Company clearly comes as a dreadful shock to us all, not only the friends and families of those killed, but also all those in the Royal Military Police who knew and worked with them. All these men were highly professional Soldiers and Policemen. Their deaths in action underlines the challenging and difficult operations that the RMP are asked to undertake both in peace and times of conflict. From the oldest, aged 41, to the youngest, aged 20, these soldiers had between them a wealth of operational experience and distinguished service. You will understand that the circumstances surrounding this dreadful incident are still being investigated. At this time, our priority is giving all the support we can to the families and friends who are having to cope with the loss of loved ones. We ask our men and women to risk the ultimate sacrifice in the service of their country, and it is the sad truth that sometimes that sacrifice comes to pass. All six soldiers were extremely popular and well liked within the unit and they will be sadly missed by all of us. -------------------------------------------------------------------------------- A civilian member of the Defence Fire Service died in hospital in the UK on 22 May, having fallen ill in the Gulf. Mr Leonard Harvey -------------------------------------------------------------------------------- An RAF Policeman died in Kuwait on 19 May, believed to be from natural causes. Corporal David Shepherd -------------------------------------------------------------------------------- An RAF Regiment Gunner died in hospital in the UK on 8 May, following injuries sustained in a traffic accident in Iraq. Gunner Duncan Pritchard -------------------------------------------------------------------------------- A soldier from 3rd Battalion, The Parachute Regiment, died in an accident in Iraq on 6 May. Private Andrew Kelly, from Tavistock -------------------------------------------------------------------------------- A British soldier was killed in an explosion in southern Iraq on 30 April. Lance Corporal James McCue, 7 Air Assault Battalion, REME -------------------------------------------------------------------------------- A soldier was killed in action in Basrah on 6 April. Fusilier Kelan Turrington, Royal Regiment of Fusiliers In a separate incident, two other soldiers were killed in action in Basrah later the same day. Lance Corporal Ian Malone Piper Christopher Muzvuru -------------------------------------------------------------------------------- A soldier was killed in an accident involving a light armoured vehicle on 1 April. An officer died in hospital in the UK on 22 April from injuries sustained in the accident. Lance Corporal Karl Shearer, Household Cavalry Regiment Lieutenant Alexander Tweedie, Household Cavalry Regiment -------------------------------------------------------------------------------- A soldier was killed in southern Iraq on 31 March during an explosive ordnance disposal operation. Staff Sergeant Chris Muir, Army School of Ammunition, Royal Logistic Corps -------------------------------------------------------------------------------- A soldier was killed in a road traffic accident in Kuwait on 30 March. Lance Corporal Shaun Brierley, 212 Signal Squadron, 1 (UK) Armoured Division HQ & Signal Regiment, based in Herford, Germany -------------------------------------------------------------------------------- A Royal Marine was killed in action during fighting in the area of Basrah on 30 March. Marine Christopher Maddison, 9 Assault Squadron Royal Marines -------------------------------------------------------------------------------- On 30 March, a Royal Marine officer died of natural causes. Major Steve Ballard, 3 Commando Brigade, Royal Marines -------------------------------------------------------------------------------- A British soldier was killed in an incident involving light armoured vehicles of D Squadron, The Blues & Royals, on 28 March. Four others were injured. The circumstances surrounding the incident are being investigated. The soldier killed was: Lance Corporal of Horse Matty Hull, Household Cavalry Regiment -------------------------------------------------------------------------------- On 25 March, two soldiers from the Queen's Royal Lancers were killed when their Challenger 2 tank was accidentally hit by another Challenger 2 during a period of multiple engagements with Iraqi enemy forces. The two men have been named as: Corporal Stephen Allbutt, from Stoke-on-Trent Trooper David Clarke, from Littleworth, Staffordshire -------------------------------------------------------------------------------- On 24 March, a soldier from 1st Battalion The Black Watch was killed in action near Al Zubayr. Lance Corporal Barry Stephen, from Perth -------------------------------------------------------------------------------- A soldier was killed in action near Az Zubayr near Basrah on 24 March. Sergeant Steven Roberts, 2nd Royal Tank Regiment, from Bradford -------------------------------------------------------------------------------- Two British soldiers were reported missing, later confirmed as killed, after an attack on British military vehicles in southern Iraq on 23 March. Sapper Luke Allsopp, 33 Engineer Regiment (EOD), from North London Staff Sergeant Simon Cullingworth, 33 Engineer Regiment (EOD), from Essex -------------------------------------------------------------------------------- On 23 March, an RAF GR4 Tornado aircraft from RAF Marham, which was returning from an operational mission, was engaged near the Kuwaiti border by a Patriot missile battery. Both aircrew were killed. Flight Lieutenant Kevin Barry Main, Pilot, IX (B) Squadron Flight Lieutenant David Rhys Williams, Navigator, IX (B) Squadron The Military Aircraft Accident Summary reporting the investigation of this fatal incident was published on 14 May 2004. Click here for a direct link to the MAAS report. -------------------------------------------------------------------------------- At around 0130 GMT on 22 March, two Royal Navy Sea King Mk 7 Airborne Early Warning helicopters collided over the northern Arabian Gulf. There were no survivors from the six British and one US crew members aboard. The incident was not the result of enemy action. Lieutenant Philip Green RN, 849 Squadron Lieutenant Antony King RN, 849 Squadron, from Helston, Cornwall Lieutenant Marc Lawrence RN, 849 Squadron Lieutenant Philip West RN, 849 Squadron, from Budock Water, Cornwall Lieutenant James Williams RN, 849 Squadron, from Falmouth, Cornwall Lieutenant Andrew Wilson RN, 849 Squadron The Commanding Officer of 849 Squadron asked for this letter to be published in response to all the messages of condolence received: The early hours of 22 March 2003 marked a sad day in the proud history of 849 Naval Air Squadron. Two Sea King Mk 7 helicopters of 849 A Flight collided over the North Arabian Gulf, whilst conducting missions in support of coalition forces, with the loss of all seven crewmembers. As one can imagine, this tragic event has shocked and devastated everyone, not only the friends and loved ones of those involved but also of those associated in anyway with 849 Naval Air Squadron, the wider Fleet Air Arm community, and beyond. Messages of condolence, support and sympathy began arriving early Saturday morning. Since then, Culdrose and 849 Squadron have been overwhelmed by the flow of tributes that continue to arrive. These have come from all quarters and include those close to fallen comrades, fellow aviators, members of the armed forces and from the general public. The strength and understanding that these messages convey cannot be underestimated; they have been, and continue to be, of enormous support not only to the friends and family of those involved, but to those still serving on A Flight and the 849 community as a whole. It will take time to respond personally to all the tributes, but be assured that all those associated with 849 Naval Air Squadron are eternally grateful and will draw great strength from them in the coming weeks and months. Despite such horrendous losses, 849 A Flight remain in theatre and continue to execute vital missions in support of Gulf operations. The 'Eyes of the Fleet' may have dimmed briefly but they remain open, alert and ever vigilant. Finally, to our fallen comrades from 849 A Flight we say: Rest in peace in the knowledge that your professionalism, dedication and ultimate sacrifice will never go unrecognised or be forgotten. -------------------------------------------------------------------------------- At around midnight GMT on 21 March, a US Marine Corps CH-46 Sea Knight helicopter crashed south of the Kuwait border with US and UK personnel aboard; there were no survivors. Eight personnel from 3 Commando Brigade died in the accident, along with four US aircrew. Colour Sergeant John Cecil, Royal Marines, from Plymouth Lance Bombardier Llywelyn Evans, 29 Commando Regiment Royal Artillery, from Llandudno Captain Philip Stuart Guy, Royal Marines Marine Sholto Hedenskog, Royal Marines Sergeant Les Hehir, 29 Commando Regiment Royal Artillery Operator Mechanic (Communications) Second Class Ian Seymour RN, 148 Commando Battery Royal Artillery Warrant Officer Second Class Mark Stratford, Royal Marines Major Jason Ward, Royal Marines

I recommend you buy your Nazi coins from Chris Perkins, at the above website, instead of ebay.

The German States: Bayern: Kreuzer 1856 Fine EUR1.50 Brunswick Wolfenbuettel: 1/12 Taler 1789 Fair EUR2.00 Hamburg: Dreiling 1851 VF+ EUR2.50 Hamburg: Schilling 1763 AF EUR4.00 Hannover: Groschen 1859 GEF EUR5.00 Lauenberg: 1/2 Dreiling 1739 Fair EUR2.00 Preussen (Prussia): 1/4 Groschen 1811A F-VF EUR4.00 Groschen 1843D Fine EUR2.50 2 1/2 Silber Groschen 1843A Fine EUR2.50 2 Mark 1913 (100yrs since Napoleonic war) UNC EUR20.00 3 Mark 1913 (100yrs since Napoleonic war) GEF EUR25.00 3 Mark 1913A VF+/NEF EUR14.00 3 Mark 1912A (Kaiser Bill) Strong VF EUR16.00 5 Mark 1875C (scarcer mint letter) Fine EUR33.00 5 Mark 1914A VF EUR28.00 Taler 1818A F/NVF pretty EUR40.00 Sachsen (Saxony...Where I live!): 5 Pfenninge 1863B Fine EUR2.00 3 Mark 1909E VF/VF+ EUR22.00 Schwarzburg Rudolstadt: 1/4 Kreuzer 1861 VF EUR4.00 Wuerttemberg: 3 Kreuzer 1810 AF EUR7.50 3 Mark 1909F VF EUR18.00 3 Mark 1910F VF EUR18.00 Deutches Reich (inc 3rd Reich): 2 Reichspfennig 1936D BU EUR10.00 5 Reichspfennig 1874C EF EUR15.00 1 Mark 1875A Fine EUR1.50 1 Mark 1875B VF EUR3.00 1 Mark 1875E VF EUR3.00 1 Mark 1875H Fine EUR1.50 1 Mark 1881D VF EUR2.00 1 Mark 1914A UNC EUR15.00 1 Mark 1914E GEF EUR9.00 1 Mark 1914J EF EUR6.00 50Pf 1921D UNC EUR1.00 50Pf 1921F UNC EUR1.00 200 Mark 1923A UNC EUR1.00 10Pf 1939A AUNC but with odd dark stain EUR4.00 1 Mark 1934D AUNC with some staining EUR2.50 1 Mark 1935J rare EF EUR40.00 2 Mark 1938E EF+ EUR3.00 2 Mark 1938E EF EUR2.50 2 Mark 1939E EF EUR3.00 2 Mark 1938A EF EUR3.00 2 Mark 1937A NEF EUR2.50 2 Mark 1937D EF EUR2.00 2 Mark 1939D EF EUR2.00 2 Mark 1939A AUNC EUR3.00 2 Mark 1939F AUNC EUR2.50 2 Mark 1938A VF EUR1.50 5 Mark 1934A EF EUR2.50 5 Mark 1934E AUNC with date either side of church EUR90.00 5 Mark 1934F VF EUR2.50 Bundesrepublik: 1Pf 1949F UNC EUR18.00 5Pf 1950F AUNC EUR3.50 10Pf 1950G AUNC EUR3.00 Mark 1966D EF EUR2.00 2 Mark 1994G UNC EUR3.00 5 Mark 1958D VF EUR3.50 5 Mark 1966D EF ?5.00 5 Mark 1968 Guttenberg Proof EUR15.00 5 Mark 1968 Raiffeisen Proof EUR15.00 10 Mark 1995F Henry Duke Bavaria and Saxony Prooflike UNC EUR7.00 10 Mark 1991A Brandenburg gate UNC EUR6.50 10 Mark 1992G Kollwitz UNC EUR7.00 I have a small selection of GDR too, but that's enough of a list for today. www.predecimal.com

Ebay is not always the answer! I have plenty of proper Nazi German coins (being actually in Germany).

The nazis never struck gold-coins. What you can find on e-bay or other auction sites are just people trying to lure money from other people, thus the "gold-coins" are not authetic.

The 5 mark coins were minted between 1934 and 1939 prior to the war and are minted in .900 silver. The coin weighs approximately 13.89 grams and has a diameter of 29mm. The Front of the coin features an eagle holding a Swastica or the "Potsdam Garrison Church" and the obverse commemorates the German Army General Paul Von Hindenburg. The 2 Mark coins were minted between 1936 and 1939 prior to the war and are minted in .635 silver. The coin weighs approximately 8 grams and has a diameter of 25mm. The Front of the coin features an eagle holding a Swastica and the obverse commemorates the German Army General Paul Von Hindenburg.

The 5 Reichsmark coin was minted between 1936-39 weights 13.9 g. diam: 29 mm. and contains 90% silver. The following letters (minting places) can be found on different years on the 5 R-mark: A 1936-39 B 1939 D 1936-39 E 1936-39 F 1936-39 G 1936-39 J 1936-39 If fakes, the forgery might have forgotten to do his/her homework and thus some coins might not apply to the above standards.

Buying Coins There are a few things to look out for when buying coins. I have found that it is best to buy the higher condition coins (Unc. to BU) as they have no real let downs. When buying lower condition coins (Fair - EF), you have to make sure that they are not damaged or diseased as this will affect its price and its overall look. When you buy your first coin, it is usually a 'willy-nilly' pick from a group of coins that appeal to you. This is a good thing as specialising in a single coin type usually takes time for you to decide what to do with your collection. When buying coins, you should look out for: Verdigris - Greenish grey discolouration, caused by oxidation. A disease that grows on coins if kept in damp and humid places. Copper is the most vulnerable, silver is more immune to verdigris, and gold takes ages before verdigris sets in. Edge damage - Dented rims, and chips on the edges. This is commonly found on British copper coins between 1797 - 1860, especially on cartwheel pennies. This is where the coin has been dropped at some time. Blistering is also a type of edge damage that is found on tin coins through corrosion. Scratches and other surface marks- A scratch across the surface of the coin can be off-putting. Some coins however can have die flaws that resemble scratches, an example of this is the 1736 I/A in Britannia farthing which has a scratch through the date that appears on every coin of this type. Streaky lustre - This is found after the coin (EF. or higher) has been badly stored so that the lustre remains look streaky and quite off-putting. Wear - Some parts of the coin have been worn down so that detail is not seeable and letters are not readable. This is usually found on coins that are Fair or below, and usually attract no interest (unless it is a rarity). This sometimes occurs as a die flaw, an example of this would be the 1902 type A farthing which has a blank patch on Britannia's breastplate. The above things are all bad and not worth buying unless you really want it. Damaged coins sell for less than perfect coins.

The new edition of this acclaimed work is now available!! Published in October 2004 The COIN YEARBOOK 2005 is the INDEPENDENT price guide and collector's handbook for the coin hobby. THE 2005 YEARBOOK IS FULLY REVISED AND UPDATED - THE PERFECT ACCESSORY AT SHOWS, WHILST BROWSING THE INTERNET OR CHECKING DEALERS LISTS. With accurate up-to-the-minute valuations for all English, Scottish, Irish and Island coins, the COIN YEARBOOK covers: * Ancient Coin Used in Britain * Hammered Coinage 1066-1663 * Milled Coinage * Modern Coinage * All included in the BLUE PAGES SECTION for easier reference. This year the BLUE PAGES themselves have been revised - gone is the blue paper that often made the photographs difficult to see and instead a blue margin on white paper indicates where the price guide starts and ends - giving much sharper images throughout. As well as the price guide there are useful sections not found in any similar publication including: A Coin Collector’s Review of the Past Year; A guide to buying on the Internet, A Comprehensive Guide to Latest Auction Prices; Storage of coins; Directories of Coin Dealers, Booksellers and Auctioneers; Guide to important Museums and Libraries; Treasure and you – a Guide to Treasure Trove and other Numismatic Law; Care of Coins; Guides to Mint Marks and Denominations of the World; A Glossary of Coin Terms; Coin Inscriptions and a host of other articles designed to help you with your hobby - all this plus the index to COIN NEWS for the past year - invaluable

Map of voyage.....

There is not a lot written about the activities of the 22nd Co but they did form part of Col Thorneycroft’s column that took part in the operations in the Free State in May-June 1901. Here they watched the line of outposts on the Modder River during one of General Bruce Hamilton’s drives where they cleared the South-western part of the Free State. Later they were also involved in similar drive in the North-western Free State and in the Western Transvaal.

WANTED BOXED ISSUED GULF WAR 1991, ISSUED SOVEREIGNS

Some of the Sovereigns.......

RMS Douro There are surely few golden coins that tell as compelling a story - steeped in the intrigue of her glamorous yet deeply tragic history - as those recovered from the wreck of the 'RMS Douro' in July 1996. After two years of arduous research and searching - following the trail of many others before him - Sverker Hallstrom finally found the elusive wreck. With the help of his partner, the salvage vessel 'Deep Sea Worker', her precious cargo was lifted up from a depth of 1, 200 feet below the ocean's surface. Her glittering treasure, which had rested undisturbed for 114 years on the muddy sea bed, was found to comprise several gold bars and a sizeable quantity of gold Sovereigns (mostly dating from the reign of Queen Victoria). History The story behind these valuable reminders of a bygone era has enchanted all who have encountered them, from treasure hunters and historians across the globe, to collectors and wistful romantics. The lavishly-fitted 'Douro' was considered the shining star of the Trans-Atlantic lines right up until her 62nd - and final - voyage between Brazil and England in 1882. Owned by the Royal Mail Steam Packet Co., the slender iron screw steamer - distinguishable by her graceful clipper bow and two brigantine rigged auxiliary masts - was built in 1865 at the shipyards of Caird and Co. on the River Clyde in Greenok, Scotland. She measured 326 feet long and 40 feet wide, with a gross tonnage of 2.824 tons. In July 1869, after servicing the West Indies run, she joined the exotic South American trade between Southampton and Buenos Aires. Her voyages took her past Lisbon, Madeira, Sao Vicente, Pernambuco, Bahia and Rio de Janeiro, and were characterized by elegant company, fine food, music and laughter. Her sheer luxuriousness was matched by her reputation for reliability and relative speed. She accommodated 253 First Class, 30 Second Class and 30 Third Class passengers, as well as 80 officers and crew. The First Class cabins were booked well in advance by an esteemed selection of passengers - from diplomats to the fashionable, champagne-drinking elite who were drawn to her comfort and plushness. Indeed, she carried such notable passengers as, in 1872, emperor Dom Pedro II of Brazil and his family, ensuring the 'Douro's' reign as the unrivalled queen of the South Atlantic. She also carried on her South American run precious cargo the dream of many a would-be treasure hunter or latter day collector. Her holds were usually filled with the finest high-value products and goods from both continents and her bullion room was kept well-stocked with specie, bar gold and Brazilian diamonds. In addition, as a contract-bound Royal Mail ship, she carried sizeable quantities of newspapers and letters. Her final Trans-Atlantic journey began smoothly enough on the return stretch to Southampton. But it will never be known for sure if the hour and a half delay she suffered on her departure from Lisbon had any bearing on the events that were to lead to her tragic demise that beautiful night of 1 April 1882. Tragedy On 31 March 1882 - after an hour and a half's delay - the 'Douro' finally departed from Lisbon at 20h30, her passengers preparing for yet another enchanting evening of romantic dining and dancing out at sea. To make up for the lost time, she sailed full steam ahead, under a fresh force 5 to 6 N-N-E wind, heading swiftly north off the west coast of Portugal. A day of sailing followed, and when night fell on April Fool's Day, she passed Cape Finesterre under a full moon. Although the night was beautiful and calm, the sea was a little rough. Most of the passengers were asleep when, at 22h45, catastrophe struck. Although the Fourth Officer had identified the light of a ship some two miles in the distance, he had been confident the Chief Officer on the bridge was keeping watch. But the Chief Officer saw the ship too late to avoid the approaching collision. Two deep gashes were gouged in the 'Douro's' starboard side when the sharp bow of the Spanish steamship Yrurac Bat plunged into her at full speed, and then again, with the force of the rebound and the regaining momentum of her engines. Her engines finally stopped, emergency procedures were immediately begun. What is clear from the many accounts gathered by the 'Douro's' researchers is that she was abandoned in a great hurry, and priority given to the well-being of her passengers rather than to saving the valuable contents of her strong room or safe. The confused and frightened passengers were rounded up from their cabins and the ensuing pandemonium on the deck, and directed to the lifeboats amidst great panic. The women and children were the first to reach safety, followed by the men. Six passengers drowned, but the survivors were later picked up by the steamer Hidalgo of Hull, and taken to La Coruna. She rapidly began to sink as tons of seawater surged through both gaps and, after a mere 30 minutes, she disappeared below the water to find her final resting place on the ocean floor. The Yrurac Bat suffered a similar fate, leaving a total of 59 passengers and crew from both vessels drowned. True to seafaring tradition, the 'Douro's' Captain Ebenezer C.Kemp, four of the Senior Officers, and the Chief and Second Engineer went down with their ship, together with her dazzling cargo of gold, silver and jewels. When the 'Douro' wreck was finally discovered, and her treasure brought to light for the first time since 1882, many years of fruitless searching had already been undertaken. However, the last chapter in the saga began in 1993 when Sverker Hallstrom began with his mission of locating and identifying a number of wrecks in the probable area where the elusive ship went down. Huge technological advances in deep sea salvaging equipment meant that the puzzle of the 'Douro's' whereabouts would finally be resolved - using state of the art sonar and ROV operations. But it was also Hallstrom's determination to find her - helped by a liberal degree of pragmatism and an open mind to risk-taking - that resulted in his eventual triumph. The Research Hallstrom was introduced to the 'Douro' by the researcher, Nigel Pickford, in 1991, and received from him a comprehensive file of information pertaining to the wreck. However, it was up to Hallstrom to do further research in order to determine a search area. It was obvious to him that his quest for more in-depth information should include looking to resources in Spain, Portugal and even Brazil. He managed to find some particularly useful material in La Coruna's "La Boz de Galicia", a newspaper established a few months prior to the 'Douro's' tragic collision (and which is still in print today). The publication stated the time that the 'Yrurac Bat' passed Sisargas, information that allowed Hallstrom to narrow down the search area considerably. He was also fortunate to befriend some of the local fisherman in the harbor where his survey vessel - the 'Scorpio' - was anchored, and who imparted valuable information known to them about the area. Trawler skippers across the world are deeply familiar with their stretch of sea, and usually have maps showing all the obstacles where they might come into trouble. With their help, he was able to establish a list (with precise Decca positions) of all the known wrecks in the area. One of the fishermen in particular, Francisco, verified the names - and sometimes the estimated age - of the wrecks that Hallstrom had already picked up on his sonar. He was also occasionally able to indicate the sizes and vague identities of some of these wrecks, which Hallstrom found to be most interesting and useful in his search. With this information at hand, Hallstrom could begin the lengthy process of locating each of these wrecks - one after the other. Their identification would be aided by means of a ROV (Remotely Operated Vehicle - a tethered robot equipped with video cameras, powerful lights, a manipulator, sector-scanning sonar, a dredging pump etc). But in spite of this, locating and identifying the 'Douro' would still prove to be one of the toughest projects of his entire career. In the meantime, an agreement had been entered into with Deep Sea Worker (a joint venture between English company Blue Water Recovery and French company Louis Dreyfus), the operators of a unique drill ship of the same name. 'Deep Sea Worker' had the advantage of being able to delve into waters deeper than 300 meters, utilising the tools and technologies developed for the offshore oil drilling industry. Although they were not involved in the search and identification phase, they would enter the picture once Hallstrom had positively identified the 'Douro'. In 1993, Hallstrom began his search off the coast of Cape Finisterre using his survey ship 'Benjamin', fully equipped with satellite navigation systems, towed sonars, ROVs and the like. Many ships have suffered a similar fate to the 'Douro' along this notorious coast, and it was these Hallstrom encountered over the next two years. He mistook one such wreck - of about the same period, and in the right location - to be the 'Douro'. In an exciting instance, Hallstrom's ROV had brought the image of a ship's bell to the screen - thought to be that of the 'Douro'. However, once the bell was recovered and its grimy surface cleaned, it was clearly a case of mistaken identity. The bell belonged to the 'Gijon', a ship which had sunk after colliding with the 'Laxham' in 1884. But rather than experiencing defeat, Hallstrom was challenged to take a closer look at the other wrecks he had already found in the area. The Discovery There was one in particular which caught his attention. In spite of the potentially hazardous old fishing nets covering it, Hallstrom, from his ship, 'Scorpio', sent his ROV to take a closer look at the gutted, shapeless wreck. All that seemed to remain was a hollow heap of iron and debris; no bell or bow, and no twice-gashed starboard side with which to recognise the ship. The remains of the engines and the shafts at least enabled him to discern head from tail. Then luck came to the rescue. Someone in the control room noticed on the video screen what appeared to be a crockery plate wedged into the muddy bottom. The new ROV had been equipped for just such an occurrence, delicately using its 'arms' to scoop the plate - bearing the name of the Royal Mail Steampacket Company - into a special basket. The 'Douro' was found at last! Days later, the 'Deep Sea Worker' was engaged, bringing up a load of crockery plates, cups and milk pots all dutifully bearing the ship's name, as well as wine bottles, portholes and a magnificent pair of bronze dolphins. A great and memorable moment soon followed when, amidst the mud, the salvors laid their eyes on literally thousands of golden coins brought up from the seabed. Luck further came to the fore when it was discovered that the gold was still closely assembled and there was no scattering. Two days later, the salvage master estimated a probable - and previously unheard of - 93% recovery, which included several numbered and un-numbered gold bars. The treasure was taken to Jersey, under a fair British law, and officially declared to the appropriate authorities. A year and a day was the waiting period required under this law for the releasing of the gold, subject to other claims, by the 'Receiver of Wreck.' Four months after this period had lapsed, the treasure was auctioned in London by Christie's-owned Spink and Son, the renowned coin auctioneers. The sale was a triumph. A large quantity of the coins - among which were many extremely rare Brazilian and Portuguese coins, some dating to the 1700's - were sold. Corunna 2 April 1882 THE SINKING OF THE DOURO "The Spanish Steamer Yrurac Bat came into collision at 4 o'clock this morning with the Royal Mail Steamer Douro, near Cape Finisterre. Both vessels foundered. The Yrurac Bat lost 31 men, including her captain and pilot. About 37 of the persons on board the Douro were saved. The number of the Douro's passengers and crew that drowned were not known. The survivors have arrived here." Reuters Thus The Times London broke the news of the collision between the RMS Douro and the Spanish steamer Yrurac Bat. The Douro, built in 1865 by Caird & Co. Greenock was one of the most popular ships of the Royal Mail fleet. She was far from the fastest, but she was elegant and comfortable and was a particular favourite of the wealthy first class passengers travelling from South America to the United Kingdom via Portugal. The Douro was on her final leg of what was fated to be her last voyage, only two days from Southampton. Late in the evening of 1st April she passed the Finisterre Light having called into Lisbon. and was steaming north towards England. A passenger, Mr. Stoher, who was taking some fresh air before retiring, had spotted a light from the starboard bow. Stoher pointed out the light to Mr. Atherlev, the Fourth Officer, who identified it as a ship, but one at least two miles distant and, confident that the Chief Officer on the Bridge was keeping watch, he took no action. But the Chief Officer saw the light too late to avoid a collision, which, when it came was catastrophic. The Yrurac Bat, a Spanish passenger liner out of Corunna en route to Havanna, ploughed into the starboard side of the Douro in the area of the main mast. The impact was such that the Yrurac Bat rebounded, but the momentum of her engines immediately took her forward again and she struck the Douro a second time, in the area of the aft boat. The Douro's engines were stopped and everywhere there was pandemonium. The passengers who had been asleep, ran this way and that, none knowing to which lifeboat they should report. Further time was lost when the mechanism to detach the lifeboats from their davits jammed, and no-one had a knife to cut the boats free. The rule of women and children first was strictly adhered to. Of the six passengers The search for the Douro began in 1949 with a cryptic note written by Thomas Pickford, the project research's father. It simply read "Douro, 1882, ?53,000, Bay of Biscay". Thirty years later Nigel Pickford rediscovered the note and decided to develop the research. Ten years research into old newspaper articles, log hooks. company directors' reports. Lloyds' Registers. ships' drawings. personal records, banking records and ancient sea charts was completed before Pickford was able to put the project forward to Sverker Hallstrom. a Marine salvage specialist, as a viable salvage Opportunity in the Summer of 1992. At that time a cargo of gold had never been recovered from inside a collapsed and rusting iron hull in a depth of water approximately 1,500 feet deep. It was an extremely bold undertaking. By means of careful analysis of various conflicting statements of witnesses and survivors, combined with detailed calculations on ships' speeds, routes, times of departures etc. the initial search area of 500 square miles was reduced to 150 square miles. Any prior salvage was highly unlikely due to the water depth. So the search began. Hallstrom left the Swedish naval base of Berga in his survey vessel, the Benjamin on 4 June I 993. Equipped as a state of the art survey vessel, the yacht included side scan sonar, sector scanning sonar, a Scorpio ROV with SIT and colour cameras attached, a hydro acoustic referencing system as well as a variety of transponders. The survey continued for almost two years during which an alarming number of wrecks from the Victorian steam ship era were located. Deciding which of them was the Douro was going to prove extremely difficult. Hallstrom finally succeeded in identifying the Douro in May 1995 and negotiated a salvage agreement for the provision of Deepsea Worker and the Grab Salvage System developed by Blue Water Recoveries Limited. The Search for the Douro The search for the Douro began in 1949 with a cryptic note written by Thomas Pickford, the project research's father. It simply read "Douro, 1882, ?53,000, Bay of Biscay". Thirty years later Nigel Pickford rediscovered the note and decided to develop the research. Ten years research into old newspaper articles, log hooks. company directors' reports. Lloyds' Registers. ships' drawings. personal records, banking records and ancient sea charts was completed before Pickford was able to put the project forward to Sverker Hallstrom. a Marine salvage specialist, as a viable salvage Opportunity in the Summer of 1992. At that time a cargo of gold had never been recovered from inside a collapsed and rusting iron hull in a depth of water approximately 1,500 feet deep. It was an extremely bold undertaking. By means of careful analysis of various conflicting statements of witnesses and survivors, combined with detailed calculations on ships' speeds, routes, times of departures etc. the initial search area of 500 square miles was reduced to 150 square miles. Any prior salvage was highly unlikely due to the water depth. So the search began. Hallstrom left the Swedish naval base of Berga in his survey vessel, the Benjamin on 4 June I 993. Equipped as a state of the art survey vessel, the yacht included side scan sonar, sector scanning sonar, a Scorpio ROV with SIT and colour cameras attached, a hydro acoustic referencing system as well as a variety of transponders.The survey continued for almost two years during which an alarming number of wrecks from the Victorian steam ship era were located. Deciding which of them was the Douro was going to prove extremely difficult. Hallstrom finally succeeded in identifying the Douro in May 1995 and negotiated a salvage agreement for the provision of Deepsea Worker and the Grab Salvage System developed by Blue Water Recoveries Limited. THE SALVAGING OF THE DOURO The salvage commenced in June the same year. Due to the capabilities of the salvage spread and the power of the Grab System, the wreck was quickly cleared of the fishing nets obscuring it, like a cloud from stem to stern. The wreck lay exposed ready for the search for the gold to begin. The Blue Water Recoveries team using the deck and layout plans of similar era vessels, advised the Salvage Master of the most likely location of the bullion room. Only five days after commencing the salvage operation the Grab had recovered 98% of the bullion cargo from over 400 metres deep. The Lost Treasure of the Douro Loaded with coffee, diamonds, gold and affluent passengers, the RMS Douro was on the final leg of a 10,000-mile voyage from the trading ports in Brazil to England on April 1, 1882, when it collided with another ship and sank. Thirteen unlucky people on board the Douro and the entire cargo went down with the ship, presumably lost forever at the bottom of the Bay of Biscay in the Atlantic Ocean. Lost for over a century, but not forgotten... Disaster on the High Seas A comfortable and elegant vessel, the Royal Mail Steamer Douro was one of the most popular vessels of its day. She was a particular favorite of wealthy first class passengers traveling from South America to England via Portugal. On April 1, 1882, the Douro was on the final leg of what was fated to be her last voyage. Late that evening a passenger was taking a stroll on deck to get some fresh air before retiring for the night when he noticed a light in the distance. He informed the ship's fourth officer, who identified it as a ship some two miles away. Confident that the Bridge was keeping watch, the officer took no action. Within minutes, the Spanish steamer Yrurac Bat ploughed into the Douro's starboard side. The impact was with such force that the Yrurac Bat rebounded and, with her engines still propelling her forward, struck the Douro a second time. The Douro immediately stopped its engines as pandemonium broke out among the passengers. Roused from their beds, panic-stricken passengers ran this way and that, not knowing which lifeboat they should report to. It only took 30 minutes for the Douro to sink. As precious time slipped away, the lifeboats were jammed in their davits and no one had a knife to cut them free. When the lifeboats were finally launched, the oarlocks could not be found. To make matters worse, some of the boats were also missing their plugs, which resulted in frantic bailing in order to keep them afloat. The rule of women and children first was strictly adhered to. Of the six passengers who drowned, none were children. However, one was a woman who, in a state of panic, refused to get into a boat. The captain, four Senior Officers and the Chief and Second Engineers went down with the ship, though 49 passengers and 60 crewmembers were saved. The Yrurac Bat sank in 15 minutes and 30 people lost their lives. Survivors from both ships were rescued by the British steamer Hidalgo. The Discovery and Salvage of the Douro Equipped with sonar, cameras and other state-of-the-art equipment, the salvage team spent two years searching for the Douro. During that time, they battled terrible weather conditions while discovering a large number of Victorian-era shipwrecks. Many of the wrecks had to be investigated to determine if they were the Douro. By the end of 1994, Hallstrom and Pickford believed they had found the Douro. After retrieving the ship's bell in 1995, the team realized they had the wrong ship. It turned out to be the wreck of the S.S. Gijon, which sank in the same area in 1884. Later that year, the salvage team finally discovered the Douro in a treacherous tangle of old fishing nets and rope. The final confirmation was the discovery of a porcelain plate. When the plate was brought to the surface, it bore the Royal Mail's insignia of a seahorse, proving that the Douro had been found. Excavation work began on the stowage position by Deepsea Worker LTD, an international deep-water, heavy-lift salvage company. The exact location of the bullion room had not been found, but a combination of luck and patient analysis paid dividends. In the course of the carefully targeted recovery operations from the bullion room in the aft section of the ship, 28,000 gold and silver coins — featuring an unprecedented range and variety of gold sovereigns — were brought to the surface. After 113 years, the treasure of the Douro finally made it to England