5.50 COMMEMORATIVE LIGHTHOUSE PLATE.  Lovely late 19th century hard-fired porcelain plate bearing the inscription “Lighthouse at Tillamook Rock near Seaside, Oregon.” decorated with a detailed image of the lighthouse and derrick.  The lighthouse is shown sitting atop a huge precipice, waves crashing at its base, with a small boat under oars approaching.  The colorful image is flanked by floral bouquets on either side.  The scalloped rim is decorated in bright gold with a subtle mottled effect.  The underside is signed “WHEELOCK - - Made in Germany for R. REMILLARD - - Seaside, Oregon.” Outstanding original condition overall, however there is one old small chip on the reverse, not visible from the front.  149

Tillamook Rock is located just off of Tillamook Head, between Cannon Beach and Seaside, Oregon.  In 1878 Congress appropriated $50,000 for a lighthouse to be located on Tillamook Head. However, surveys of the area ruled out the location because at 1,000 feet in elevation, the light would often be obscured by fog.  The only viable lower site was nearby Tillamook Rock.  The rock itself was extremely treacherous. The 100-foot basalt island was bounded on three sides by steep cliffs and the sloping south side had a fissure which spewed water skyward during heavy seas.

It was under these circumstances that Superintendent H. S. Wheeler arrived aboard the revenue cutter THOMAS CORWIN for a preliminary survey of the rock in 1879.  His study showed that considerable blasting would be needed before a foundation could be laid and that building a lighthouse would be far more costly and difficult than originally anticipated. 

Later that year a survey crew led by John Trewavas, whose résumé included Wolf Rock lighthouse in England, arrived to conduct a final survey. Tragically, Trewavas was swept into the sea while attempting to land on the rock. His body was never recovered.

News of the accident created a public uproar.  Many felt it was foolhardy to attempt to build the lighthouse at all. Trewavas' replacement, Charles A. Ballantyne, had difficulty enlisting workmen, but eventually found quarrymen who were unfamiliar with the tragedy.  In order to isolate his workers from gossip ashore, Ballantyne sequestered them, first on board ship, then later at Cape Disappointment, until work could proceed.

In October 1879, the first workmen landed on the rock with supplies and a temporary shelter. The remaining supplies and personnel were transported to the rock by means of a line run from the mast of the CORWIN to the rock. A breeches buoy (essentially a pair of pants within a life ring) was used to transport men to and from the rock via the line. The system worked well as long as the line remained taut.  But if the seas caused the ship to pitch, the slack line could deposit the hapless occupant into the sea!

By May 1880, amidst miserable working conditions, the workers succeeded in blasting the top of the rock. A large derrick was built for transporting men, supplies and building materials, including the stone for constructing the lighthouse.

The urgent need for a light was reemphasized just three weeks before it went into service. On January 2, 1881 with the lighthouse nearly completed, but still unlit, workers observed a vessel approaching the rock. They hurriedly lit bonfires to warn the ship, which veered off and disappeared into the night. The next morning, they discovered the wreck of the British bark LUPATIA.   The ill-fated ship had missed Tillamook Rock all right, but sailed directly into Tillamook Head!  All sixteen of her crew were lost.  Only the ship's dog was saved.

The tower was finally lit on January 21, 1881 at a cost $125,000.  It stood 62 feet high and housed a first-order Freznel lens 133 feet above sea level. The keepers were quartered in the large square base of the tower. The station was also equipped with a fog signal.  Four keepers were initially assigned to the station.

Duty at Tillamook was difficult at best.  Keepers were totally isolated.  Storms pounded the lighthouse. In 1897 a storm cut the newly installed telephone cable to the lighthouse. 100 tons of rock was shorn off the western end of the rock in a 1912 storm. Windows were gradually cemented over and eventually replaced by small portholes.

In October 1934, the lighthouse was seriously damaged by the most severe storm it ever encountered.  With winds reaching 109 miles per hour, huge boulders crashed into the lighthouse, smashing the lantern room and its lens. Water poured into the station. The derrick was destroyed.  Keepers eventually managed to install a temporary light.  Full repairs were completed in February 1935 at a cost of $12,000.  The Freznel lens was replaced by an aero beacon, and a metal mesh was installed around the lantern room to protect it from future impacts.

Tillamook Rock Light was extremely expensive to maintain.  When the Coast Guard began automating lighthouses, Tillamook Light was replaced by a buoy offshore. The last keeper switched off the light in 1957. 

DETAIL	REVERSE

 

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5.48  WORLD WAR ONE NAVY SHIP ASHTRAY.   Early 1900’s nickeled brass commemorative ashtray with the center embossed “U.S.S. HUNTINGTON FLAGSHIP COMMANDER CRUISER DIVISION 12” with a starboard side profile of the ship in relief.  This ashtray measures 4 ½ inches in diameter and is in good original condition evidencing long actual use.  49
  
The armored cruiser AC-5 was launched as the USS WEST VIRGINIA on April 18, 1903 by the Newport News Shipbuilding Co., Newport News, Virginia and was commissioned on February 23, 1905.  After brief duty in the Atlantic she was assigned to the Asiatic Squadron from 1906-1908.  In the ensuing years up to 1916, she was part of the Pacific Reserve Fleet.

On November 11, 1916 the cruiser was renamed USS HUNTINGTON and reclassified as ACR-5, in order for her original name to be transferred to the newly built battleship USS WEST VIRGINIA (BB-48), in keeping with the Navy’s new policy of naming battleships after states.

After an extensive overhaul HUNTINGTON departed Mare Island on May 11, 1917 and proceeded to the Naval Aeronautic Station, Pensacola, Florida.  There she engaged in important early experiments with balloons and sea planes launched from deck.  On September 17 one of the balloons was forced down in a squall and the balloonist became entangled in its rigging.  Seeing the sinking balloon basket, shipfitter Patrick McGunigal jumped overboard and rescued the pilot.  For his heroism, McGunigal received the first Congressional Medal of Honor issued in World War I.

The remainder of the War was spent escorting ships and carrying troops to the European fronts.  HUNTINGTON was decommissioned at the Portsmouth Naval Yard on September 1, 1920 and was struck from the Naval record on August 30, 1930.

Accordingly this ashtray can be dated between 1916 and 1920.

 

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5.47  U.S. NAVY CHINA.  Authentic World War II vintage hard-fired porcelain china made for officers’ messes in the United States Navy.  Also known as “Anchor China,” these examples vary in maker, but all are made to Navy specifications and are of the highest quality with no chips, cracks or scratches.

a.  Demitasse Set.  Matching cup and saucer for regular officers’ mess.  Blue rim with fouled anchor logo on both cup and saucer.  Saucer with maker’s mark on bottom.  5 inch diameter.  29/set
b.  Dinner Plate.  Full size dinner plate for the Warrant Officers’ mess.  Blue concentric rim lines with “USN” marking.  Signed on the bottom with maker’s mark.  9 ¾ inches in diameter.  49
c.  Coffee Cup and Saucer.  Matching formal coffee cup and saucer for the regular officers’ mess.  Blue rim with fouled anchor logo on cup and saucer.  Both cup and saucer signed with maker’s mark on bottoms.  39/set

 

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5.44  LIGHTHOUSE KEEPER’s BUTTONS.  Full set of 8 large brass coat buttons for a keeper in the remote and inhospitable Northern Lighthouse Region.  These detailed solid brass buttons are embossed in high relief with the image of a stone lighthouse, waves crashing at its base, flanked by buoys set on a backdrop of sea and sky.   They are encircled by the inscription reading, “INSALUTEM  OMNIUM (For The Safety of All) . NORTHERN LIGHTHOUSES .”  Each button has a brass loop for attachment to the coat and is backmarked “Fermin, London.”  These scarce buttons measure exactly one inch in diameter, and are in outstanding condition with much original gilding.  295/set of 8

The Northern Lighthouse Board was formed in 1786 as the Commissioners of Northern Light Houses by Act of Parliament, initially to oversee the construction and operation of four Scottish lighthouses: Kinnaird Head; North Ronaldsay, Scalpay; Outer Hebrides and Mull of Kintyre.  The NLB was a separate organization from the Trinity House, whose Royal charter was established in 1514 by King Henry VIII of England to oversee the construction and maintenance of lighthouses in England, Wales and the Channel Islands.

 The Commissioners' most famous engineer was Robert Stevenson, a pioneer lighthouse designer, who designed over 30 lighthouses in and around Scotland and helped found a long tradition of lighthouse engineering.  His eldest son, Alan Stevenson was a lighthouse engineer to the Northern Lighthouse Board, who between 1843 and 1853 built 13 lighthouses in the northern regions.  Younger brother Thomas went on to design over 30 lighthouses in and around Scotland.   In sum, the Stevenson dynasty built the majority of the Northern lights, many located in the in the most difficult and challenging of locations. Their lights represent some of the most enduring engineering masterpieces of their time, notably Bell Rock, Skerryvore and Muckle Flugga.  Beginning in the 1870’s NLB  also maintained coastal foghorns.

The Latin motto, “Insalutem Omnium” is also the motto of the Commissioners of Irish Lights.

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 5.46  ARMY/NAVY WHISTLE.  All brass American military issue whistle dating to World War I or earlier.  This hand-finished whistle is of thick-walled brass construction and contains a cork ball to modulate the trill.  The bulbous end is fitted with a small brass eye for attachment to a neck ring or lanyard.  One side of the body is finely impressed “N.S. MEYER, INC, N.Y. MADE IN U.S.A.” and bears the conjoined logo on a Union shield reading “ARMY NAVY EQUIP MENT MEYER NEW YORK.”  2 ¼ inches long and 1 inch wide.  Excellent original condition with good wear from actual use, exhibiting a rich age patina.  Produces a loud, shrill modulated whistle sound.  Scarce!  49

The Nathan S. Meyer Company was founded by its namesake in New York City shortly after the Civil War.  However the first identifiable trade listing is in 1907.  The firm was noted as a supplier of Army goods and buttons on 5th Avenue.  In 1909 the company received a government contract to produce over one half million collar devices, and in 1910 another to manufacture 132,000 engineer and cavalry ornaments.  Today the company remains in business as a well-known supplier of military insignia pins.  (Bruce Bazelon & Willian McGuinn, “Directory of American Military Goods Dealers & Makers 1785-1915,” 1999, REF Publishing, Manassas, Virginia.)

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5.43 NAVY KNIFE. Extremely scarce, late 19th C. cutlery knife from a U.S. Navy ship's galley. This imposing implement measures nearly 15 inches long with a large steel blade in excess of 9 inches. A contoured rosewood grip is stoutly affixed by means of flushed rivets on the handle. The side of the blade is etched with a spread winged eagle clutching a banner reading "U.S. NAVY STANDARD" and is signed "Lamson & Goodnow Mfg Co." with a fouled anchor. This knife is in outstanding overall condition with some very minor spotting as expected on a pre-stainless steel blade of this type. "Great White Fleet" era. 195

In the "Directory of American Military Goods Dealers & Makers 1785-1915" Jarvis Lamson is listed under "military goods" in the Boston commercial Directory of 1900. The firm was at 90 and 94 Bedford in 1898 and 299 Washington in 1900.

MARK

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5.30 NAVY THERMOMETER. Genuine, World War II vintage or earlier, thermometer from the engineroom of a U.S. Navy ship. This handsome ship's instrument features a mercury-type thermometer affixed to a bold black scale reading in degrees Fahrenheit from 24 to 180 degrees in 2 degree increments. It is marked "Faht Temperature Scale" and is signed ""Moeller Co." Brooklyn, N.Y." The scale is housed under glass in a lovely solid bronze frame cast in relief "Trade AEM Mark" at the top. A hole has been drilled in the top for hanging, the back of which bears the serial number "6243." The protective steel probe was designed to fit into a pipe or container with a large threaded brass hex nut. The nut is prominently stamped with the Navy Inspector's mark consisting of an anchor flanked by the initials "US." 13 inches high by 2 3/8 inches wide. This identified Navy ship's relic is in outstanding original condition and registers the ambient temperature accurately. 169

DETAIL	NAVY MARK

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5.29 NAVY IDENTIFICATION PLAQUE. Authentic World War II era ship's companionway plaque identifying a passageway leading to the captain's stateroom. This solid brass plaque is engraved with the early form U.S. Navy designation "01-36 PASSAGE" indicating it was on the 01 level of the superstructure at frame 36. It is further marked "RADIO ROOM" and "CAPTAINS STRM." It measures 8 3/4 by 4 1/4 inches and is in excellent, as taken condition. 95

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5.28 ROYAL NAVY BOS'N CALL. Genuine, late 19th century or very early 1900's British Navy boatswain's whistle. This especially handsome example is constructed of nickel-brass and is embellished with floral designs surrounding a shield on both sides of the keel. The ovoid bowl is marked with the British broad arrow on both sides, and the stem is decorated with concentric reeding at two points along its length and at the mouthpiece. A small but heavy ring is connected to the keel for attaching the pipe to a lanyard which traditionally served as part of the sailor's uniform at that time. 4 1/2 inches long showing signs of age and careful use. 295

HISTORY of the BOATSWAIN'S CALL.

The Call has its beginnings in the days of the English Crusades, 1248 A.D., as a method of alerting troops to arms. Documented in 1485 A.D., the call was used as an honored badge of rank, then being worn by the Lord High Admiral of England. Undoubtedly it was worn because it was used as a method of passing orders, and therefore signified authority. When the Lord High Admiral, Sir Edward Howard, was killed in action off Brest in 1513 while commanding French Galleys, a "Whistle of Honour" was presented to him posthumously by the Queen of France. From about that time onward the call was no longer used as a badge of rank, reverting to its original use as a method of passing orders only. About 1671 the name Call was well established, lasting to the present day. In the U.S. Navy the call is often referred to as a Boatswain's Pipe.

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5.25 EXTREMELY IMPORTANT HISTORICAL COLLECTION "USS BEAR." This is an incredible find, consisting of the original signed, dated and identified telescope used on board the USS BEAR during the Greeley Polar Relief Expedition in 1885, 2 large framed period photographs of the Brigantine BEAR and a period scratch-built model of the vessel! Also included are a number of charming original deck views with personal photographs of her last commander, Captain C. S. Cochran. Contained in the offering are several original copies of official correspondence from the BEAR dated 1921 through 1923, including a letter with Admiral Richard Byrd's name pencil signed at the top and an envelope printed "Byrd Antarctic Expedition II, S.S. Bear of Oakland" postmarked "Little America Antarctica Jan 30, 1934." There are a number of personal letters and other memorabilia from Captain Cochran including a lovely hand-engraved copper printing plate depicting the BEAR in an ice floe and reading, "Seasons Greetings, U.S. Coast Guard Cutter 'BEAR'." There is a an extensive collection of period newspaper articles from the 1920's and 30's pertaining to the BEAR. All of these genuine items have come down through the Cochran family via the late daughter of Captain Cochran, Frances Cochran Hartray. The large hand-held telescope is a high quality 4-draw instrument with leather covered main barrel and built-in sun shade measuring 44 inches fully extended and collapsing to 12 1/2 inches long closed. It has a pivoting eye-piece dust cover with sun filter and a perfect 2 1/4 inch diameter objective lens. Two brass bands encircle the main tube. The first is engraved "U.S.N. THE BEAR 1885." The second is engraved "WILKINSON & BAXTER, BOSTON MASS." This telescope is in outstanding working condition producing a large, highly magnified, clear image with its all original optics. Excellent cosmetic condition noting some abrasion to the original leather coverings and evidence of use expected from a working instrument 120 years old. It comes complete with a custom-made shadow box display with engraved brass plaque reading "USS BEAR ARCTIC EXPEDITION 1885."
    There are two original photographs of the BEAR. The first is an albumen type showing BEAR anchored in pack ice and is signed and dated lower left, "J.M. Justice `95." The second photo shows BEAR in San Francisco Bay with Oakland in the background and two of its boats in the water, circa 1930.
    The cased model of the BEAR is of scale, musuem-quality construction with even the finest details depicted. All aspects of the ship are hand-made. This is not a kit model! The hull is of solid wood construction with all other components being of wood and metal. Attesting to its quality, all of the numerous dead eyes on this model are made of ivory! Seeing is believing. This model is truly worthy of being displayed in the finest public collection! The ship itself measures 28 inches long, 17 inches high and 6 inches wide. It is housed in its original glazed oak case measuring 32 1/2 inches long by 9 inches wide and 21 1/2 inches high. A truly exceptional presentation of original items of very significant historical importance! Sold as a group.

Built in Greenock, Scotland in 1874, the steam/sail whaler BEAR was engaged in the whaling and sealing trade out of Dundee, Scotland for nine years. In 1885 this proven, staunch Arctic vessel was purchased by the U.S. Navy to aid in rescuing the famous Greeley Polar Expedition. When relief efforts were successfully completed BEAR was transferred to the U.S. Coast Guard and stationed at San Francisco. There, for over forty years she made regular annual cruises to Alaskan waters and acted as flagship for the famous explorer, Admiral Richard E. Byrd. BEAR also acted to protect the seal fisheries and extended aid to merchant ships in distress. BEAR was looked upon as "mother" by thousands of Eskimos in the then Territorial U.S.A. Alaskan frontier who looked to her for protection from foreign exploitation of their rich natural heritage.

ADMIRAL BYRD LETTER LETTER COPPER PLATE IN THE ARCTIC CAPTAIN COCHRAN & HECTOR

TELESCOPE

TELESCOPE 'BEAR' TELESCOPE CLOSED TELESCOPE MAKER TELESCOPE DISPLAY

IN 1895 IN THE ICE IN OAKLAND SHIP MODEL FOCSLE DETAIL STERN VIEW STERN DETAIL

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5.42 SHORT SWORD. Genuine, mid-19th C. military short sword and scabbard of European origin. The solid cast brass grip with "bead" pommel is scalloped on 3 sides and fitted to the brass "figure S" guard which is marked "100.R.7.61." The high quality steel blade measures 19 inches long and bears a lustrous finish with some areas of pitting (shown). This sword is complete with its original leather scabbard which is identically marked on the brass throat. On the reverse is a stud for attachment to a frog and the bottom end has a brass tip. The leather on the scabbard has surface age cracks, but is very sound. The sword rates very good condition overall and has a total length of 25 inches. 495

REVERSE	BLADE	MARKS

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5.23 LIGHTHOUSE REFERENCE BOOK. Francis Ross Holland, Jr. "America's Lighthouses An Illustrated History," 1972 reprinted 1981, Dover Publications, Inc., soft cover, 226 pages exclusive of index. Beacons of light have guided mariners for thousands of years, but it wasn't until the early 19th century that world governments began establishing lighthouse chains. This book starts out with the history of the earliest lights abroad and then lights in Colonial America. It has technical chapters on the light itself and the various improvements thereto. It goes on to document the history of the U.S. Lighthouse Service. Then there are separate chapters on the duties of a lighthouse keeper and his life. The book continues with nearly 200 more pages dedicated to documenting, describing and dating virtually every American lighthouse then and now. Thoroughly illustrated in black and white with many antique photos. Costal maps pinpoint the various lighthouse locations. An information-packed book which makes for very interesting reading. For the lighthouse aficionado, this book has it all! Used condition. 29

PLATE 1	PLATE 2

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5.18 LIGHTHOUSE CLOCK. Rare, highly sought after early 1900's American clock made by the Seth Thomas Clock Company for the United States Lighthouse Service. This high quality clock features a silvered brass dial with Arabic numerals and spade hands over a minute chapter with subsidiary seconds bit below the "12." The dial is prominently marked "U.S.L.H. SERVICE" above the winding arbor and is further marked "Made by Seth Thomas in U.S.A." on the bottom. The Fast/Slow lever adjustment is just below the "12" and the silvered brass reflector ring is present. This clock contains a diminutive Seth Thomas movement with jeweled lever escapement and decorated platform. The all brass movement measures only 2 5/8ths inches in diameter! The backplate is signed below the winding arbor "Seth Thomas, Thomaston, Conn." It is fitted in its original solid brass "ship's clock" type case with flared screw-on bezel in original nickel finish. The clock measures 5 1/2 inches in diameter and 2 1/2 inches deep. Excellent original condition throughout. This clock is a strong runner and a good time keeper. Complete with winding key. Circa 1910.

PERSPECTIVE	DIAL	MOVEMENT	BACK

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5.16 FAMOUS AUSTRALIAN NAVAL SHIP PLAQUE. Scarce, World War II vintage ship's plaque for the Australian Naval Cruiser HMAS HOBART. This beautifully designed and executed unit plaque is high relief cast brass which was meticulously hand-painted and mounted on a solid oak "shield" back. At the top is the British Royal crown. But curiously the points of the crown are depicted as the sterns of 18th century ships and sails! Below is a scrolled banner reading "HOBART" surmounting the British lion holding a pick and shovel encircled by a rope border. This very substantial plaque measures 9 inches wide by 11 inches tall and weighs 5 pounds. Outstanding original condition. 149

HMAS HOBART was a Leander class light cruiser in the Royal Australian Navy during World War II. HOBART was the 2nd of its class to be modified for Australian service and the first ship to be named after the city of Hobart, Tasmania. Originally laid down as HMS APOLLO for the Royal Navy at HM Dockyard in Devenport, England on August 15, 1934, she was commissioned on September 28, 1938.

When World War II broke out HOBART was escorting convoys between Australia, Singapore, Java, Ceylon and Bombay, frequently accompanied by the destroyer HMS ELECTRA. On August 18, 1940 HMAS HOBART was involved in the evacuation of Commonwealth troops from British Somaliland following the Italian invasion. She missed sailing with the rest of the attack force heading for the Battle of the Java Sea because of damage suffered by the tanker from which she was refueling. She participated in the Battle of the Coral Sea in May 1942, as part of the cruiser force under Admiral Crace.

On July 20, 1943 in the Solomon Islands HOBART took a direct hit from a Japanese torpedo She lost 14 men in the attack including one U.S. officer who was on board. Seven others were seriously injured. HOBART was severely damaged with a huge hole in her side, a badly distorted forward deck and stern, both portside propellers blown off, many pipes broken, bulkheads crushed and power cables severed. She was taken out of service for repairs at the Cockatoo Island Docks in Sydney, Australia.

Back in service by December 1944, HOBART arrived in time to participate in the amphibious assaults on the Philippines, Borneo and Wewak. She was present in Tokyo Bay on VJ Day, September 2, 1945 when the Japanese Instrument of Surrender was signed.

HMAS HOBART was made part of the Australian Naval Reserve following the war, and was finally decommissioned and sold for scrap in 1962.

BACK	SHIP

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5.08 CAPTAIN'S GIG PLAQUE. Interesting, probably unique, genuine World War II vintage plaque from the Captain's boat of a U.S. Navy capital ship. This engraved solid brass plaque is one-of-a-kind. It was obviously engraved on a one-time basis because it bears a few minor spacing errors. The plaque is entitled "Fuel Consumption Chart Captain's Gig Cap. 212 Gal Rate of Consumption". The chart indicates the number of gallons consumed at various speeds and rpm's. 4 3/4 by 6 inches. Outstanding original, "as removed" condition. 195

The Captain's boat or "Gig," through long tradition, was the best boat on board the ship. Assigned to the top boat handler in the Boatswain's Mate ranks, the Gig was an extension of the ship's identity, prowess and pride. Great care was lavished on its upkeep and presentability for all occasions. No doubt this plaque was fabricated by a very industrious and conscientious Boatswain's Mate who wanted to make certain his Captain reached his destination on time with fuel to spare!

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5.91 U.S. NAVY BINNACLE. Superb ship's pilot house binnacle from a World War II vintage U.S. Naval vessel. The bronze maker's plaque on the front reads "Compensating Binnacle Type VII. No. F56 Bureau of Navigation U.S. Navy, John E. Hands & Sons 1934." The large liquid filled compass has a perforated white metal card ideal for illumination from below. It is marked in single degrees around the periphery and is also marked with the cardinal and intercardinal points of the compass. North is denoted by a fleur-de-lis. The compass body is signed "1944 The Lionel Corporation N.Y." It is slung within its very heavy brass gimbal ring which operates properly. The front of the wooden binnacle body bears a small glazed brass pendulum-type inclinometer reading from 0-40 degrees port and starboard. It too is signed "Lionel Corporation, New York, U.S.A." The binnacle is made of rich mahogany with all other components being made of brass or bronze. The rear is equipped with the original Flinder's Bar tube and the base is fitted with 4 massive acorn nut tie-downs. Opening the door in the front revels the healing buckets tube surrounded on three sides with the wooden magnet slots used to adjust the compass. The binnacle stand 50 inches tall and 32 1/2 inches wide overall. The base measures 16 1/2 inches square, and the distance from front to back is 18 inches. The entire presentation is in absolutely amazingly pristine! We have never had a cleaner example, and we have handled scores of these!

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5.71 U.S. NAVY BOAT CLOCK. Early 1900's boat clock made for the U.S. Navy by the Waltham Clock Company as marked on the blackened dial and impressed on the back of the solid brass case. This rare clock has a diminutive 3 1/2 inch dial featuring raised brass Arabic numerals, white spade hands and an unusual seconds bit at the 12 o'clock position which entirely obscures that numeral! The clock is signed "WALTHAM" above the center arbor and "U.S. NAVY BOAT CLOCK" with the hand-engraved inscription "[N]4162" below. It contains a very high grade all brass jeweled movement comparable to the output of those companies competing for Government contracts during World War I, namely Chelsea and Seth Thomas. This example by Waltham is much more scarce. The heavy case measures 5 1/2 inches wide and is 2 1/2 inches deep. Unpolished original condition and an excellent time keeper, noting a small portion of the dial at the Fast/Slow position is cut out. Truly a rarity amongst Navy clocks! 795

The Waltham Company traces its beginnings to 1850 and a partnership among American horological legends Howard, Dennison and Davis, who formed the American Horologe Co. in 1851. It evolved into the American Watch Co. in 1859, changing to the American Waltham Watch Co. in 1885. Ultimately the name Waltham Watch Co. was adopted in 1906 with a brief variation, the "Waltham Watch & Clock Co.," used between 1923-1925. Waltham was producing clocks at the turn-of-the-century. But competition from the new (1897) upstart clock company, Chelsea of Boston, soon drove Waltham out of the clock making business.

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5.49 SHIP'S PLAQUE. Very nice original ship's plaque from the World War II Canadian Naval destroyer HMCS IROQUOIS (G-89). This decorative solid brass plaque is cast with fine detail and meticulously hand painted. It is mounted to its original shaped mahogany backboard measuring 6 1/4 inches tall by 5 1/4 inches wide. Excellent original condition, with the typical wear expected of a 60+ year old plaque. 149

HMCS IROQUOIS (G-89), a Tribal Class destroyer, was built and launched in Britain at the height of the War to conduct Canadian Arctic operations. The construction of both IROQUOIS and her sister ship ATHABASKAN began on the same day in 1940. IROQUOIS was the first Canadian Tribal to be commissioned in November 1942. After air raids damaged the original IROQUOIS , the unscathed ATHABASKAN was renamed IROQUOIS so that launching schedules could remain unchanged. The "new" IROQUOIS was assigned to the 3rd Flotilla, Home Fleet.

    Off the Orkneys, on April 24, 1943, IROQUOIS was once again damaged, this time by foul weather. By mid-year, she was eastward bound in order to join the Home Fleet and operate out of Plymouth, England. In July of 1943 three troopships being escorted by IROQUOIS to Freetown were attacked by German aircraft 300 miles off Vigo, Spain. Two of the ships were sunk but IROQUOIS rescued 628 survivors from the DUTCHESS OF YORK.

    When the war ended, IROQUOIS celebrated V-E day at Scapa Flow. She went into reserve on February 22, 1946. Her conversion to an escort destroyer was started in June of 1950 and completed in October of 1951. With that she was redesignated DDE 217.

    After workups were completed at Norfolk Virginia, IROQUOIS returned to Halifax for a pre-Korea refit on March 15, 1952. While in Korea, her main duties were to provide screening for aircraft carriers, attacking coastal defence batteries and destroying trains. IROQUOIS was the only Canadian destroyer to sustain casualties in Korea. In total, eight Canadian destroyers took part in the Korean War. On November 26, 1952, with her tour of duty complete, she departed the Korean theater, arriving back in her home port of Halifax, Nova Scotia on January 8, 1953. In the latter part of her career, she participated in various naval exercises but sustained a substantial amount of damage in August of 1955 when she encountered a violent storm around Bermuda. Further service followed, but on October 24, 1962 IROQUOIS went into Operational Reserve. After being towed to Sydney, Nova Scotia she was scheduled for disposal and in 1966 was scrapped at Bilbao, Spain.

    The Iroquois Indians, for which the ship was named, were not a single tribe of Indians but consisted of a union of Iroquoian-speaking North American Indian peoples, originally composed of the SENECA, CAYUGA, ONONDAGA, ONEIDA, and MOHAWK Indians. Collectively, they were called the Iroquois League.

 

VESSEL

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5.13 U.S. NAVY SHIP COMMEMORATIVE. Very nice late 19th or very early 20th century framed photograph of the U.S. Navy Gunboat VICKSBURG as identified in distinctive hand-painted script on the periphery. This handsome presentation consists of a hand-tinted silver plate print depicting the famous gunboat at anchor with a launch alongside the starboard accommodation ladder. The image is extremely detailed and bears scrutiny under high magnification. It is sealed under its original old wavy glass and measures 5 1/2 inches in diameter. Encircling this original photograph is a carved wooden frame in the form of a ship's wheel complete with spokes. The overall dimension is exactly one foot. Outstanding original condition in all respects. Such U.S. Navy commemoratives from the 19th century are rare! 349

The 204 foot steam brigantine USS VICKSBURG (Gunboat No. 11) was launched on December 5, 1896 by Bath Iron Works, Bath, Maine and commissioned on October 23, 1897. She was active in the Spanish-American War, patrolling the waters around Cuba where she captured 3 Spanish blockade runners. During the early 1900's VICKSBURG, was home ported at Mare Island, California and operated along the California coast with one patrol on China station. At the onset of World War I VICKSBURG patrolled the waters off of pro-German Mexico taking the schooner ALEXANDER AGASSIZ with five German prisoners as a prize of war. In May of 1921 VICKSBURG was transferred to the Coast Guard and renamed ALEXANDER HAMILTON for service as the training vessel for the U.S. Coast Guard Academy in new London, Connecticut until 1930.

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5.03 HAT BAND & PHOTOS. A very unique grouping of three items pertaining to the famous early Armored Cruiser the USS SOUTH DAKOTA. They consist of an original enlisted man's silk hat ribbon with the gold letters "USS SOUTH DAKOTA," a period chromolithographed post card showing a port bow view of the SOUTH DAKOTA inscribed "1292 - U.S. Armored Cruiser "SOUTH DAKOTA." 800 Officers and Men. Length 502 Feet. Main Battery 18 Guns," and a second postcard with an original black and white sepia toned photograph of a starboard side view of the ship at berth entitled "SOUTH DAKOTA & PUEBLO." All are in excellent condition. This trio would make an excellent framed display. 149

The first SOUTH DAKOTA (Armored Cruiser No. 9) was launched on July 21, 1904 by the Union Iron Works, San Francisco, California and commissioned on January 27, 1908, Capt. James T. Smith in command. In the autumn of 1909, she deployed westward with the Armored Cruiser Squadron. The force called at ports in the Admiralty Islands, the Philippines, Japan, and China, before returning to Honolulu on January 31, 1910. Detached from the Reserve Force, Pacific Fleet, on April, 17 1914, SOUTH DAKOTA remained in reduced commission through 1916 until April 5, 1917 when she was again placed in full commission.
     Transferred to the Atlantic after the United States entered World War I, SOUTH DAKOTA departed Bremerton on April 12th. She joined PITTSBURG (ACR-4), PUEBLO (ACR-7) (see accompanying photo offering), and FREDERICK (ACR-8) at Colon, Panama, on May 29, 1917 and proceeded to the South Atlantic for patrol duty operating from Brazilian ports. On November 2, 1918, she escorted troop convoys from the east coast to the mid-Atlantic rendezvous point where British cruisers joined the convoy. Following the Armistice, SOUTH DAKOTA made two voyages from Brest, France, to New York, returning troops to the United States.
     SOUTH DAKOTA was renamed HURON on June 7, 1920 and was designated CA-9. She was decommissioned on June 17, 1927 and remained in reserve until she was struck from the Navy list on November 15, 1929. She was sold on 11 February 1930 for scrapping.
     The very image offered for sale here is used as the frontispiece for South Dakota's entry in the on-line version of the Dictionary of American naval Fighting Ships at: http://freepages.military.rootsweb.com/~cacunithistories/uss_south_dakota.htm

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1.12 PAINTING. Luigi Papaluca, Italian, early 20th century, gouache on paper painting entitled "U.S.S. McDOUGAL" underway off Naples, with Mt. Vesuvius in the distance. A pleasing, very colorful ship's portrait skillfully executed by this well-listed artist. All of the ship's details are beautifully rendered with numerous crewmen visible on deck. The painting measures 16 by 24 1/2 inches sight and is signed lower right "L. Papaluca." It is housed under glass in its original simple wooden frame with brass-reinfoced corners measuring 17 by 26 inches. Circa 1940. Outstanding original condition. 895

     The second U.S. Navy ship to bear the name McDougal was laid down by the New York Shipbuilding Corp., Camden, N.J. on December 18, 1933, launched July 17, 1936 and commissioned as destroyer 358 on December 23rd that same year.

     USS McDOUGAL (DD-358) first operated in the Pacific with Destroyer Squadron 9 out of San Diego, California. In the Spring of 1941 McDOUGAL returned to the Atlantic to escort the cruiser AUGUSTA with President Franklin D. Roosevelt embarked for a meeting with Prime Minister Winston Churchill in Newfoundland. On August 10, McDOUGAL transported FDR to and from the meeting on the ill-fated British Battleship HMS PRINCE OF WALES.
     Upon America's entry into World War II McDOUGAL patrolled off the South American coast until early September 1942 when she passed through the Panama Canal for duty with the Southeast Pacific force off the coast of Latin America.
     Going back to the Atlantic via Cape Horn, McDOUGAL returned to New York in September 1944. McDOUGAL finished out the War escorting convoys between New York and British ports. She was struck from the Naval record on September 22, 1949.

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2.83 BATTLESHIP MODEL. Very rare period model of the famous American Battleship USS WISCONSIN (BB-9). This entirely hand-made model was constructed in the early 1900's and bears an engraved brass plaque reading "U.S. BATTLESHIP WISCONSIN BUILT BY PHIL ROBBINS." It features a waterline hull which is hand sculpted entirely of solid wood, including the superstructure and masts, accented with metal components. Its remarkable detail is very realistic including boats in davits and alongside in the water, steam launches, life lines, ladders, funnels, machine guns, 14 six inch guns, cargo davits and cranes, foc'sle bell, whistles, anchor, liferings, lights, portholes, accommodation ladders, range finders, rigging, deck equipment and of course the revolving fore and aft main batteries representing the WISCONSIN's twin 13 inch guns. The model itself measures 37 inches long, 7 1/4 inches on the beam and 14 3/4 inches tall from the waterline to the mainmast. The glazed oak case measures 44 inches long, 15 inches wide and 18 inches high. A rare museum-quality model of one of America's first dreadnoughts!

The first WISCONSIN (Battleship No. 9) was laid down on February 9, 1897 at San Francisco, California by the Union Iron Works, launched on November 26, 1898 and commissioned on February 4, 1901, Captain George C. Reiter in command.
     Departing San Francisco in March of 1901, WISCONSIN conducted general drills and exercises at Magdalena Bay, Mexico, in March and April before heading back toward San Francisco in June. She next made a voyage, in company with the battleships USS OREGON (Battleship No. 3) and USS IOWA (Battleship No. 4), the cruiser USS PHILADELPHIA, and the torpedo-boat destroyer USS FARRAGUT to the Pacific Northwest participating in 4th of July observances there and scheduled drills and exercises. Those evolutions kept the ship occupied through mid-July.
     WISCONSIN, as flagship Pacific Squadron with Rear Admiral Silas Casey embarked, arrived at Panama, Colombia, in 30 September 1902, to protect American interests and to preserve the integrity of transit across the isthmus. Casey offered his services as a mediator and ultimately the warring sides made an agreement, signing a treaty that came to be known as "The Peace of Wisconsin."
     In May the battleship sailed for the Asiatic Station. WISCONSIN operated in the Far East Fleet over the next three years before she returned to the United States in the autumn of 1906.
     The battleship returned to the Puget Sound Navy Yard and was decommissioned on November 15, 1906, but was recommissioned on April 1, 1908, Capt. Henry Morrell in command.
     Returning to San Francisco in early July WISCONSIN joined the battleships of the Atlantic Fleet in setting out on the transpacific leg of the momentous circumnavigation of the globe known as the cruise of the "Great White Fleet," a dramatic gesture made by President Theodore Roosevelt as evidence of his "big stick" policy.
     WISCONSIN returned to the Portsmouth Naval Yard to undergo refit through June 1909. During that period she shed her bright "white and spar color" donning a more businesslike gray. In the spring of the following year she was placed in reserve and assumed training duties of Naval Academy cadets along with the battleships MISSOURI and OHIO. With that group, she became the third battleship to transit the Panama Canal, making that trip in mid-July 1915 en route to the west coast of the United States.
     On April 23, 1917, with America's declaration of war on Germany, WISCONSIN was placed back in full commission and was assigned to the Coastal Battleship Patrol Squadron in the Atlantic. However she eluded enemy action throughout the War, serving primarily as a training ship.
     Placed out of commission on 15 May 1920, WISCONSIN was reclassified BB-9 on July 17, 1920, while awaiting disposition In New York Harbor. She was sold for scrap on January 26, 1922 in accordance with the Washington Treaty.
     This model represents WISCONSIN during her "pre-gray period," before 1909, and was probably made during that time.

Statistics:
Displacement: 11,564 tons
Length: 373'10"
Beam: 72'2"
Draft: 23'8"
Speed: 16 knots
Complement: 531
Armament: Four 13" guns; fourteen 6" guns; six 6-pounders; six 1-pounders; four .30-cal. machine guns
Class: Illinois

(From "The Dictionary of American Naval Fighting Ships" published by the Naval Historical Center, Washington D.C.)

REVERSE	SHIP	FOCSLE	BRIDGE
DETAIL AFT	STERN	PLAQUE	WISCONSIN

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13.11 U.S. NAVY DECK CLOCK. Authentic World War II vintage bulkhead clock from a Capital U.S. Navy vessel. This black Bakelite cased clock has a perfect blackened brass dial with white enamel Arabic numerals, minute chapter, spade hands, and a subsidiary seconds bit below the "12." It is marked on the dial "Mark I - Deck Clock U.S. Navy (N)17941, 1942" and below the "6" is signed "Made By Seth Thomas In U.S.A." This handsome bulkhead clock is fully complete with its removeable hinged case, bulkhead mounting plate and internal shock absorber. The nickle-plate thumbscrew on the right of the case allows the clock to swing forward revealing the back with sliding dust cover and 4 apertures. They are: Fast/Slow adjustment, Winding, Set, and Stop. This latter feature is unique in that it actually allows the clock to be set to the exact second without stopping the movement -- necessary in coordinating fleet movements, shore bombardment and amphibious assaults. This clock measures 8 1/4 inches wide overall with a 6 inch dial. It is in virtually perfect original condition. The high grade all brass, jeweled movement has just been professionally serviced and it is an excellent time keeper. Complete with winding key. As good as they come! 895

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15.51 CIVIL WAR SAILOR. Very fine cased tin type image of an American sailor during the Civil War. This eighth plate tin type depicts a very handsome young man posed in a studio setting in the typical "flat hat" of the era with a bos'n pipe lanyard prominent on his uniform. Encircling the oval image is a bright gilt patriotic metal border depicting eagles carrying American flags, cross rifles and swords, cannons and drums, all within an ornate foliate border. This in turn is encased under glass in a wooden leather covered case with hinged lid lined with velvet in a decorative floral pattern. The exterior of the leather case is embossed with floral designs and retains its original hook and eye closure, all in outstanding condition. 2 1/2 by 3 inches. Very rare American Naval subject matter from the Civil War. 495

CASE

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15.70 EARLY NAVY CRUISER PHOTOGRAPH. Original large starboard broadside view of the U.S. Navy cruiser identified lower center as "U.S.S. MILWAUKEE At Topp Dry Dock & Const. Corp Dock Tacoma, Wash. 6-15-23". It is further signed "T. Gagnon Photo #471 Tacoma" lower right. This highly detailed black and white image shows all aspects of the ship and its equipage, even down to the signs on the stern which read, "WHEELS PROJECT 12 FEET, KEEP CLEAR.." The sparklingly new ship is shown fully fitted out, ready for delivery. In fact the date on the photograph indicates that it predates the ship's commissioning by 6 days! 9 by 20 1/2 inches sight and housed in its original pressed wooden frame under old wavy glass measuring 12 by 23 1/2 inches overall. Perfect original condition noting that the original paper backing is tattered. 295

MILWAUKEE was an Omaha-class light cruiser laid down December 13, 1918 by Seattle Construction & Dry Dock Company, Seattle, Washington, and launched by Todd Dry Dock & Construction Company, Seattle, March 24, 1921. She was commissioned USS MILWAUKEE (CL-5) on June 20th 1923, Captain William C. Asserson in command. Shakedown took the new cruiser to Australia via Hawaii, Samoa, the Fiji Islands, and New Caledonia, for the Pan-Pacific Scientific Congress which opened in Sydney on August 23, 1923. Fitted with the finest sonic depthfinding equipment, MILWAUKEE gathered oceanographic data en route.

Although MILWAUKEE served primarily in the Pacific during the decades between the world wars, one of her most notable contributions occurred while steaming north of Hispaniola and Puerto Rico on February 14, 1939. There MILWAUKEE recorded the greatest depth ever discovered in the Atlantic, 30,246 feet (9219 meters). Henceforth the location was designated "The Milwaukee Deep."

As the United states entered World War II MILWAUKEE , then in dry dock in New York, transited the Panama Canal to perform troop ship escort duty to the Society Islands in the Pacific. That mission completed she returned to the Atlantic to join the South Atlantic Patrol Force for the next two years. Her service included encounters with German blockade runners and merchant ship rescues.

In February 1944 MILWAUKEE was made part of an escort for a convoy bound for Belfast, Northern Ireland arriving on March 8th 1944. In late March MILWAUKEE departed Belfast for Murmansk, Russia as part of an allied convoy. A German submarine was sunk during the night of March 29th and the following day enemy planes shadowing the convoy were shot down by fighter planes launched from HMS ACTIVITY. A wolfpack of German submarines tried to penetrate the convoy screen during the night of March 31st but was driven off. The following night seven German submarines shadowed the convoy but they too were driven off with the possible loss of one enemy submarine. On April 4th four escorts of the Soviet Navy joined the convoy now headed for Archangel. Later that day MILWAUKEE left the convoy and headed for Murmansk and the Kola Inlet. There on April 20th 1944 the ship was transferred on loan to the Soviet Union Northern Fleet under Lend-Lease. She was commissioned in the Soviet Navy as MURMANSK and performed convoy and patrol duties in the Atlantic during the remainder of the war.

MILWAUKEE was transferred back to the United States on March 16, 1949, the first of 15 such warships returned to America by the USSR. Ending up at the Philadelphia Naval Shipyard, the ship was sold for scrap on December 10, 1949.

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15.76  U.S. NAVY COMMEMORATIVE.   Scarce World War I commemorative of the early 4-stack destroyer “U.S.S. LAMBERTON” as hand painted on the periphery of the wooden “ship’s wheel” which frames an original photo of the ship.  The image is a period, hand tinted black and white starboard bow portrait of the ship underway in calm waters, most likely off the coast of Long Beach, California.  The wheel is of turned redwood with brass spokes.  The photo is protected under old wavy glass and is clean and bright bearing close scrutiny under magnification.  As such the ship is shown flying a flaghoist of 4 pennants with numerous crewmen visible on deck.  Outstanding original condition.  The image measures slightly over 5 ½ inches in diameter with the wheel measuring 9 inches across and the spokes 11 ¼ inches tip to tip.  A classic!  149

USS LAMBERTON (DD-119) was laid down on October 1, 1917 by the Newport News Shipbuilding and Drydock Company and was launched on March 30th the following year.  She was commissioned on August 22nd.  After initial duties in the Atlantic, LAMBERTON was assigned to the newly formed Pacific Fleet based out of San Diego, California, arriving on August 7, 1919.  There she carried on training exercises for the next 3 years before being decommissioned.  It was during that early part of her career that this lifering commemorative was commissioned.

LAMBERTON wasrecommissioned on November 15, 1930 and operated along the West Coast for the next 2 years.   On April 16, 1932 she was reclassified as AG-21 for use a target-towing ship. From 1933 until 1940 she operated out of San Diego towing targets for surface ships, submarines, and aircraft.  She also engaged in experimental minesweeping exercises off the west coast and was reclassified was reclassified as DMS-2 IN November 1940.

Arriving Pearl Harbor on September 11, 1941 LAMBERTON resumed target towing and anti-submarine warfare screening operations around the Hawaiian Islands. On the Day of Infamy, she was escorting the Cruiser MINNEAPOLIS to Oahu when the Japanese struck Pearl Harbor. Following the attack, she returned to sweep the harbor. For the next 7 months she remained on offshore patrol in the Hawaiian Islands.

In July 1942, LAMBERTON steamed north to Kodiak, Alaska, arriving on July 18th. The high-speed minesweeper performed patrol and escort duty in the frigid North Pacific during the Aleutian campaign. In mid-May 1943, she escorted the task group which brought reinforcements for the second landing at Massacre Bay, Atu.

Her war duties completed, LAMBERTON steamed to San Diego, and arriving there on July 23rd.  For the remainder of the war she performed target-towing operations off the West Coast and out of Pearl Harbor.
USS LAMBERTON was decommissioned at Bremerton, Washing on December 13, 1946, and was sold for scrap on May 9, 1947.  LAMBERTON received one battle star for her World War II service.

 

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15.82  FAMOUS PHOTOGRAPH.   Deck view of 20 officers on the famous Civil War sloop of war USS LANCASTER, taken in Yokohama Japan in 1893, as indicated by the original pencil inscription on the back.  The central figure in this photo is Rear Admiral David B. Harmony, Commander of the Asiatic Squadron from 1892-1894.  Standing to his right is the ship’s Captain, flanked by junior and senior officers.  Behind these men can be seen various details of the ship’s rigging, booms, and stays.  Directly behind the Captain is the faint outline of another square-rigged ship!  This period albumen photograph in sepia tones is on its original mat, within a lovely period walnut frame with gilt liner under old wavy glass.  The image itself measures 8 ½ by 10 ½ inches, while the frame measures 15 ½ by 17 ½ inches overall.  An historic Naval image, beautifully preserved!  795

USS LANCASTER was laid down at the Philadelphia Navy Yard in December 1857, launched on October 20, and commissioned May 12, 1859.  She was a steam/sail sloop of war displacing 2362 tons with a length of 236 feet, armed with 24 nine inch guns and 2 thirty pounders.

LANCASTER departed Delaware Bay on July 27th, 1859 for the Pacific Ocean where she served as flagship of the Pacific Squadron until 1866. 

On November 11, 1864, a secret expedition of boats from LANCASTER captured a party of Confederate officers in the passenger steamer SALVADOR, outside the Bay of Panama. The officers had planned to seize the merchant ship for the Confederate Government and convert her into a raider to capture Union gold shipments from California. 

In the spring of 1866, LANCASTER underwent overhaul at the Mare Island Navy Yard, then sailed from San Francisco for the east coast, via Cape Horn arriving at the Norfolk Navy Yard where she was decommissioned on May 19th 1867. 

Recommissioned on August 26th 1869, LANCASTER  sailed for the South Atlantic where she was part of the force concentrated at Key West to avert war with Spain over the “VIRGINIU affair” when Spanish officials in Santiago de Cuba seized the American steamer and executed a part of her crew.  After diplomatic efforts resolved the controversy LANCASTER sailed to the Navy Yard at Portsmouth, New Hampshire.  The ship was again decommissioned on July 31, 1875.

Recommissioned on August 26, 1881 LANCASTER sailed from Portsmouth, via New York, for Europe, arriving at Gibraltar on November 9th.  She became flagship of the European squadron and during the following years cruised extensively in the Mediterranean, northern European waters, and off the coast of Africa.

 Early in 1885 LANCASTER sailed down the west coast of Africa en route South America where she served as flagship of the South Atlantic squadron until 1888.  In January 1888 LANCASTER sailed back to Europe arriving at Gibraltar on April 6th for duty as flagship of the European Squadron until July 1889, when she returned to the United States, arriving at the New York Navy Yard where she was decommissioned in September.  Recommissioned on March 19, 1891, LANCASTER embarked Rear Admiral David B. Harmony and proceeded to the Far East. She arrived in Hong Kong on  January 4, 1892 and served as flagship of the Asiatic Squadron, cruising the coast of China and Japanese waters. It was during that cruise this photograph was taken. LANCASTER sailed from Hong Kong on February 15, 1894 for the United States, via the Suez Canal, and arrived at New York on June 8th where she was again decommissioned.

With the outbreak of the Spanish-American War, LANCASTER recommissioned on May 5th, 1898 and sailed to Key West, Florida, where she served as station ship during the conflict.  When the war ended she sailed to Portsmouth, New Hampshire for duty as a gunnery training ship.  In January 1899 LANCASTER cruised along the Atlantic coast and in the West Indies and made her final cruise to Europe June 1900 to March 1901.  In May LANCASTER decommissioned at the Philadelphia Navy Yard. Her name was stricken from the Navy list on 31 December 1915 and her hulk was broken up in 1933.