Previous Lot Next Lot

Auction: 15002 - Orders, Decorations, Campaign Medals and Militaria
Lot: 7

The Outstanding Second War D.S.O. and Two Bars, D.S.C. Group of Eight to Captain E.N. 'Won't-Go-Home' Pumphrey, Royal Navy, A Pioneering Skipper of Motor Torpedo Boats Who Was One of the Royal Navy's Most Successful Coastal Force Captains of the Second World War, He Distinguished Himself in the 'Spitfires of the Seas' During The First Great M.T.B. Action of the War; During a Daring Daylight Attack On The Scharnhorst and Gneisenau; And As Commander of H.M.S. Brocklesby For The Dieppe Raid. He Was Wounded in Action Three Times
a) Distinguished Service Order, G.VI.R., silver-gilt and enamel, reverse of suspension bar officially dated '1942', with Second Award Bar, reverse officially dated '1942', and Third Award Bar, reverse officially dated '1943', with integral top riband bar
b) Distinguished Service Cross, G.VI.R., silver (Hallmarks for London 1940), reverse officially dated '1941'
c) 1939-1945 Star
d) Atlantic Star
e) Africa Star, with North Africa 1942-43 Bar
f) Burma Star
g) War Medal, M.I.D. Oak Leaf
h) Coronation 1953, good very fine or better, mounted court-style as originally worn, with the following related items:
- The recipient's related miniature awards, mounted court-style as worn
- Full and miniature-sized riband bars
- Garrard, London, cases of issue for both the D.S.O. and D.S.C.
- Bestowal Document for the D.S.O., named to Lieutenant-Commander E.N. Pumphrey, D.S.C., Royal Navy, and dated 31.3.1942, together with a copy of the Statutes of the Order
- Letter to the recipient informing him of the award of a Third Award Bar to the D.S.O., dated 9.7.1943
- Four Mentioned in Despatches Certificates, dated 6.6.1941, 6.1.1942. 10.7.1945, and 20.11.1945, with envelope for last
- The recipient's Sailor's Pay and Identity Book
- Letter to the recipient from the Lords Commissioners of the Admiralty on the occasion of his retirement, dated 30.6.1956
- Copies of the reports of the recipient's D.S.C. and first D.S.O. Actions
- Operation Neptune File, the recipient's complete file of Operation 'Neptune' Force 'J' Naval Operation Orders, including original maps of the route to the D-Day Beaches and detailed tide diagrams
- Three sporting trophy shields, one silver (Hallmarks for London 1934) for 'Athletic Sports H.M.S. Ganges Aggregate Shield 1935'; two bronze, for 'R.M. & R.N. Devonport 1936 Long Jump Winner', and 'R.M. & R.N. Devonport 1936 High Jump Winner'
- The recipient's Royal Navy Standard Service Dress Commander's Peak Cap, by Gieves, London, the label reading 'Pumphrey', together with the recipient's belt
- The recipient's Royal Navy Officer's Dirk, the scabbard engraved 'E.N.P.'
- H.M.S. Cardigan Bay roundel
- Various newspaper cuttings and other ephemera (lot)

D.S.O. London Gazette 31.3.1942 Lieutenant-Commander Edward Nigel Pumphrey, D.S.C., Royal Navy
'For daring and resolution while serving in H.M. Motor Torpedo Boats in daylight attacks at close range and against odds, upon the German Battle-Cruisers Scharnhorst and Gneisenau, and the Cruiser Prinz Eugen.'

The Recommendation, dated 17.2.1942, states: 'Lieutenant-Commander Pumphrey was the Senior Officer in Command of the Motor Torpedo Boats which sailed from Dover just before noon on the 12th February, 1942, to intercept and attack a force of German ships comprising the Scharnhorst, Gneisenau, and Prinz Eugen, with destroyers, torpedo boats, and E-Boats in company, and heavily escorted by aircraft. Handicapped by M.T.B. 221, in which he sailed, breaking down twice he nevertheless persevered with his attack which he made from the best position he could reach, taking into consideration the relatively slow speed of his flotilla and the opposition from the enemy screen of destroyers, E-Boats, and fighter aircraft. Throughout the operation he showed fine leadership, courage, and resolution.'

D.S.O. Second Award Bar London Gazette 2.10.1942 Lieutenant-Commander Edward Nigel Pumphrey, D.S.O., D.S.C., Royal Navy
'For gallantry, daring, and skill in the combined attack on Dieppe.'

The Recommendation, dated 29.8.1942, states: 'Brocklesby played a very gallant part throughout the operation and particularly during the withdrawal. Realising that close support was vital to the successful withdrawal of the troops, Lieutenant-Commander Pumphrey took his ship to within 600 yards of Dieppe Beach, and bombarded the cliff faces and enemy beach defences although subjected to a heavy fire and bombing attack by three JU.88s. This action temporarily quelled some of the fire directed on the beaches, and allowed a number of the troops to get down to the landing craft.'

D.S.O. Third Award Bar London Gazette 6.7.1943 Lieutenant-Commander Edward Nigel Pumphrey, D.S.O., D.S.C., Royal Navy
'For outstanding leadership, skill and determination in intercepting an enemy convoy, while serving in H.M.S. Goathland'

The Recommendation, dated 6.5.1943, states: 'For determined leadership, skill, and courage in leading a destroyer sub-division to intercept an enemy convoy on the night of the 27th - 28th April, 1943, resulting in the torpedoing of two Merchant ships at point blank range, and the sinking of at least three of their escorts, in company with Albrighton. Lieutenant-Commander Pumphrey handled his ships so skilfully that the initial approach to within 500 yards of the target was achieved, and torpedoes fired, before the enemy took any action.'

D.S.C. London Gazette 21.10.1941 Lieutenant-Commander Edward Nigel Pumphrey, Royal Navy
'For courage and skill in an attack on an Enemy Convoy in the English Channel in which one Supply Ship was sunk and three other Enemy Ships were damaged.'

M.I.D. London Gazette 6.6.1941 Lieutenant Edward Nigel Pumphrey, Royal Navy
'For good services in action against the enemy.'

M.I.D. London Gazette 6.1.1942 Lieutenant-Commander Edward Nigel Pumphrey, D.S.C., Royal Navy
'For courage and skill when an Enemy Convoy was attacked by our light Coastal Forces.'

M.I.D. London Gazette 10.7.1945 Commander Edward Nigel Pumphrey, D.S.O., D.S.C., Royal Navy
'For courage, tenacity and devotion to duty whilst serving in H.M. Ships Pathfinder and Phoebe, H.M. Indian Ships Narbada, Hamla, Cauvery, Jumna, Hathi and Light Coastal Forces, in operations lasting four months, frequently performed under rapidly changing conditions and with difficult lines of communication, on the Arakan Coast.'

M.I.D. London Gazette 20.11.1945 Commander Edward Nigel Pumphrey, D.S.O., D.S.C., Royal Navy
'For courage, efficiency, and devotion to duty in the establishment of navigational aids in the approaches to the Rangoon river, in minesweeping, and in the survey of the river prior to the assault on the city, May 1945.'

Captain Edward Nigel Pumphrey, D.S.O., D.S.C., was born in Ryton-on-Tyne, Co. Durham, 27.7.1910, the son of Captain C.E.W. Pumphrey, who had been awarded the Military Cross on the Somme in 1916, and entered the Royal Navy, 16.1.1924. After service as a Naval Cadet in H.M.S. Nelson and Resolution, he was Commissioned Sub-Lieutenant, 16.5.1931, and promoted Lieutenant, 16.5.1933.

Second World War - Motor Torpedo Boats
On the outbreak of the Second World War Pumphrey was posted to Dover, and joined the Coastal Forces, a force comprised of Motor Torpedo Boats (M.T.B.s), Motor Gun Boats (M.G.B.s), and Motor Launches (M.L.s). These 'Spitfires of the Seas' operated throughout the War in the English Channel and North Sea, and were often heavily out-gunned. Virtually every sortie they undertook resulted in casualties, with their commanders suffering the highest casualty rate, as the wheelhouse was frequently the main target for enemy guns. It was in gratitude of this dangerous work that Pumphrey was promoted Lieutenant-Commander, 16.5.1941, and received his first official recognition - a Mention in Despatches 'for good service against the enemy'. More was to follow.

Interception Off Blanc Nez
On the 8th - 9th September 1941, a German convoy attempted to pass through the Straits of Dover. It consisted of two heavily laden merchant ships with an escort of trawlers and E-Boats. Pumphrey was in command of the force of M.T.B.s which intercepted them, and in his own account: 'We were at long notice that night, having been at sea for the five previous nights. The available boats were M.T.B. 35 (my own), 54, and 218. We were at the local leg show when the recall came through, but got away pretty quickly. The set-up was that the enemy vessels had left Boulogne northbound, and we would be in time to intercept them off Blanc Nez. We set course, and when I reckoned to be two miles from the point of interception we cut the main engines. For me, that is the worst phase of any Coastal Force action. Apart from being considerably frightened, there is the real agony of anxiety that you may have messed up the navigation and will miss the interception. However, all went well, and at about 11:30pm we saw them at a distance of around 4,000 yards- two merchant ships around the 3,000-ton mark, loaded right down, accompanied by three trawlers and perhaps eight E-boats.
It was a flat, calm night, and ran in unseen almost on their beam. It was desperately exciting, creeping in in the dark, still unseen and getting nearer and nearer. There had never been a serious M.T.B. attack from Dover before, and the escort was half asleep. We got right in, passing between two of the screening E-boats, about 1,000 yards from the rear ship. I ran in to 800 yards and then fired the torpedoes. Suddenly the enemy opened fire with heavy stuff, the flashes were blinding, and we were hit three or four times. Our own point-fives were in action, and it was good to see the red tracer going away low and level. It looked good shooting. Then a great flash leapt up from our target and we felt an underwater explosion. One torpedo had hit.
We withdrew out of range and investigated the situation. The starboard torpedo had misfired, owing to a dud charge. It was still in the tube and available for further action. 218 had expended her torpedoes and returned to harbour. The time was now about ten minutes past midnight, and 35 and 54 started on what was to prove a long, stern chase. My plan was to overtake the enemy on a parallel course and when well ahead of him to cut the main engines, creep into his path, and lie in wait. At 1:40am the convoy was sighted ahead, and at about 2:00am, 54 turned northward to an attacking course and fired her torpedoes at about 1,200 yards. She then made smoke and disengaged. We ran through the smoke, and emerged to find four E-boats converging on us. However, our blood was now well up and we were going to make certain of it. At 600 yards the merchantman was sitting across our sights like a row of houses and the E-boats were far too close and hitting us hard and often. The time had come to fire- and as I pulled the levers I saw the target obliterated by a great black column of water and wreckage. 54's torpedoes had hit square amidships and mine was wasted.
I turned sharp to port away from the E-boats, and found myself almost on top of a trawler. At a range of under 100 yards she scored hits. Then a 3-inch shell blew half the stern off and a big petrol fire started amidships. The steering was shot to pieces by the hit aft and only the centre engine remained running. The Telegraphist was severely wounded, and the Seaman Torpedoman and myself slightly. Out of control, we were circling slowly at about 5 knots and under fire from the trawler and E-boats. We tried steering with buckets but without success, so I had to stop. There didn't seem to be a lot of future.
The petrol fire was being dealt with, and so I went to see what could be done about rigging hand steering. The bright spot in our situation was that the trawler's fire had first slackened and finally ceased. For this there was a good reason. Able Seaman Carruthers at the point-fives was firing beautifully, with precision and economy. One by one he had silenced the trawler's guns. I walked up to speak to him. He was as cool as a cucumber and utterly happy. He said "She's quiet now. I'm not wasting ammunition on her", and turned his attention to an E-boat that was closing on our port side. She closed to 100 yards and then opened fire. The tracer crossed in mid-air, but the enemy fire was too high, whilst our own fire streamed into the E-boats hull and bridge, a lovely sustained burst of perhaps 80 rounds. The enemy fire stopped suddenly and the E-boat sheared off. Without a word Carruthers swung back on to the trawler.
Meanwhile another complication had entered our life. The four E-boats which had first engaged us re-started their engines, formed up, and steered slowly down our starboard side. I reckoned that the time had come when all hope must be abandoned and the boat destroyed. The life-float was cleared away, and I gave orders to abandon ship as soon as the E-boats opened fire. I was to remain to re-start the petrol fire on-board. But to our amazement the E-boats cruised past us at a range of 400 yards without firing a shot! Then everything went right. It was reported that we could steer after a fashion, the third engine was got going, and we swerved off into the night on a most erratic course for home. That wasn't quite the end of it, as the damage aft had very nearly sunk the boat. The water was almost up to the engines, we had very little idea where we were, highly erratic steering-gear, and a nice little fog to contend with as we approached our coast. We missed the Goodwin Sands on the wrong side and made the Thames Estuary just north of Margate! We entered Ramsgate at about 7:30am in sinking condition.' (The Battle of the Narrow Seas, by Sir Peter Scott refers).

In his report on the action, Pumphrey praised the conduct of his crew: 'It is difficult to make individual recommendations among the crew of M.Y.B. 35. It is considered that they were tested severely, and the courage and initiative shown by all the crew could scarcely have been improved upon.' In the event Pumphrey was awarded an Immediate D.S.C. for his gallantry in pressing home the attack, and Carruthers a D.S.M.

Pumphrey remained at Dover commanding the M.T.B.s throughout the winter of 1941-42. By showing that success was possible even with the slow boats at his disposal, further actions were planned over the winter. On the 3rd November 1941, he shared in the sinking of a 5,000-ton ship, and got away unscathed, chiefly because of the dash and courage of Lieutenant Stewart Gould in his M.G.B. Christened by his long-suffering crew as 'Won't-Go-Home-Pumphrey' because of his habit, after long hours of loafing on silent engine through the icy night whilst constantly watching, of announcing: "We'll just have another half-hour boys- I'm sure we're going to get something", in all he engaged in around 20 minor battles over the next six months, and was wounded for a second time. However, the team work between him with his force of M.T.B.s, and Gould with his force of M.G.B.s, had a great influence on the development of Coastal Force tactics, and led to a second Mention in Despatches for Pumphrey. Still more was to come.

Scharnhorst and Gneisenau- Bigger Prey
On the 12th February 1942, the German battle cruisers Scharnhorst and Gneisenau, with the heavy cruiser Prinz Eugen, passed through the Straits of Dover on their way from Brest to Germany. Pumphrey was sitting in his office doing some paper-work when, at 11:35am, the telephone rang. "Pumphrey", said the voice, "The Battle Cruisers are off Boulogne now. How soon can you get cracking?"
Pumphrey's own account of the action is as follows: 'There was a mad rush down to the boats, and we got the M.T.B.s started like lightening. The M.G.B.s were unlucky- Stewart Gould was in town, and there was no time to do more than tell the duty officer to get hold of him. There wasn't a second to be wasted if we were to make an interception of 27-knot ships with 24-knot M.T.B.s. Manning the boats was a terrific scene. Scharnhorst and Gneisenau had become almost a myth at Dover, and here we were in broad daylight setting off after them. It didn't seem possible. Even apart from Scharnhorst and Gneisenau, to do a M.T.B. operation at noon seemed almost indecent. I shall never forget the chaps grinning all over their faces as we formed up and screamed out at 24 knots. At 12:10pm we saw fighters, masses of them, all Messerschmitts. A squadron flew over us very close, and we all blazed away at them. Simultaneously we sighted smoke in two distinct patches to the south-east, and almost immediately we saw the E-boats who were laying it- ten of them in two divisions half a mile apart. Course was altered to converge on the E-boats. When the range was down to 1,000 yards both sides started shooting, but at that range in a moderate sea it was almost a waste of ammunition. Then the main enemy force came clear of the smoke- three great ships with destroyers stationed astern of them. They were on the same course as the E-boats, but 4,000 yards further away. I noticed that their guns were all trained fore and aft. I estimated their speed at 27 knots. The situation was an impossible one. The E-boats barred the path of an M.T.B. attack, and though I ordered emergency full speed ahead in an attempt to draw ahead of them, I felt pretty sure it would be useless. I was right. The E-boats merely put on another knot or two, maintaining their excellent defensive position. There were two alternatives- either to try and battle through the E-boats, or to accept firing at long range. The M.T.B.s were on the ideal bearing, but the range was hopelessly long. I altered course to try to fight through the screen.
It was a mad thing to do- the inevitable result would have been the loss of all boats before the range could have been reduced to a reasonable one. But chance took a hand, and, as I turned, my starboard engine conked and my speed fell back to 16 knots. In these circumstances there was only one thing to do- to hold on until the E-boat fire became a serious danger, and then to fire at a range of 4,000-odd yards. We steered in, in line abreast, until the E-boats' range was 200 yards. Even then they scarcely touched us- it was too rough for shooting. We fired our torpedoes carefully, but without much hope, and turned away. The whole operation had been most unsatisfactory. About three minutes after firing, Scharnhorst and Gneisenau turned 90 degrees away and our last hope of a lucky hit evaporated. We made for home, and intercepted the M.G.B.s on their way out. Stewart Gould was hopping mad at having missed the fun. He had shot down two Messerschmitt's on his way across, which had only slightly soothed him.' (The Battle of the Narrow Seas, by Sir Peter Scott refers).

For his 'fine leadership, courage, and resolution', Pumphrey was awarded the Distinguished Service Order, as much for this action as for his sterling work in the many other battles he had fought.
On the 1st March a force of M.T.B.s had torpedoed a tanker. The tanker, although stopped, did not sink, and was left drifting with the tide. Pumphrey was sent out later in the night to finish it off; but in the ensuing action with the tanker's escort was wounded a third time. After recovering in hospital, Pumphrey left the Coastal Forces and was appointed to the command of the Hunt-class destroyer H.M.S. Brocklesby, 17.4.1942. His main job was escorting convoys in the Channel, but that would soon change.

The Dieppe Raid
On the 18th August 1942, H.M.S. Brocklesby, under the command of Pumphrey, left Newhaven to support Operation Jubilee, the Commando Raid on Dieppe. She was one of eight small destroyers tasked with bombarding the Dieppe seafront and the two headland positions prior to the first wave of troops landing at 5:23am the following morning. As the raid progressed the destroyers continued to engage the larger German gun emplacements and provide what covering fire they could for both the landing craft and the assaulting British Commandos and Canadian troops. As the raid started to stall, the withdrawal was ordered, and the destroyers were tasked with shelling the German positions on the headlands to reduce their ability to hamper the withdrawal. Due to the distinct lack of small craft, 'the Royal Navy were doing all they could to support the troops ashore while under air attack from dive-bombers and being shelled from the cliffs. H.M.S. Brocklesby went within 500 yards of the shore off the main Dieppe beach to bombard the headlands and ran briefly aground. H.M.S. Berkeley, also sailing close to the beach, was hit amidships by a bomb which killed a number of the crew and broke the ship's back. The situation was desperate, and given Brocklesby's proximity to the beach a lot of the troops decided to swim for it. The latter included Royal Marine Richard McConkey of 'A' Commando, "I swam... we were picked up by H.M.S. Brocklesby, and they gave us dry gear and put us below, but then their Skipper came down and said, 'Can any of you Marines use an Oerlikon anti-aircraft gun?' So my mate Knocker White went up and soon had it blazing away. We got hit six times on the Brocklesby and went aground once, but they stayed to pick up survivors- what guts that Skipper had! We came back to Pompey doing four knots under air attack most of the way!"' (The Dieppe Raid by R. Neillands refers).

When H.M.S. Brocklesby and her complement finally managed to limp home, it took six weeks to repair the damage done to her during the course of the raid. For his gallant action in the evacuation, which undoubtedly saved the lives of a number of troops, Pumphrey was awarded a Second Award Bar to his D.S.O.

With H.M.S. Brocklesby in dock undergoing extensive repairs, Pumphrey was appointed to the command of another Hunt-class destroyer, H.M.S. Goathland, 8.9.1942. He carried out the same sort of work as he had previously in Brocklesby, escorting convoys in the English Channel, but in April 1943 Goathland and another Hunt-class destroyer, H.M.S. Albrighton, were sent to intercept an important German supply ship off the north coast of Brittany.

Action Off Ushant
On the 27th April 1943, H.M.S. Goathland, under the command of Pumphrey, and H.M.S. Albrighton, under the command of Lieutenant-Commander R.J. Hanson, D.S.O., D.S.C., were ordered to proceed to Ushant, off the Brittany coast, to intercept a German supply ship. Shortly before dawn on the 28th April, they sailed into the most strongly escorted German convoy ever caught creeping along the French coast. According to the Admiralty communiqué: 'the destroyers Goathland and Albrighton attacked at close range in the face of intense fire from an unusually large number of escort craft. They torpedoed a large supply ship and another of medium size. Both supply ships were also heavily hit by gunfire and are believed to have sunk. The attack caused considerable confusion among the enemy forces and several of their ships were seen firing at each other. During the melee, which lasted for more than an hour, the Goathland and the Albrighton scored hits with gunfire on two of the convoy escorts. These enemy vessels burst into flames and almost certainly sank. Our ships had only slight damage and few casualties.'

The odds against H.M.S. Goathland and Albrighton, which destroyed five enemy vessels (two supply ships, two escort vessels, and one E-boat) within an hour, were more than 3 to 1 against, but the success was partly due to Pumphrey's skill at being able to close within 500 yards of the convoy before any action was taken by the enemy. For their determined leadership, skill, and courage, Pumphrey was awarded a Third Award Bar to his D.S.O., and Hanson was awarded a Second Award Bar to his D.S.O.

Promoted Commander, 31.12.1943, Pumphrey saw further action during the War in North Africa and Burma. For his services during operations on and off the Arakan Coast and during the establishment of navigational aids in the approaches to the Rangoon River prior to the assault on the city in May 1945, he was Mentioned in Despatches for both a third and fourth time. Promoted Captain, 30.6.1952, for two years he served as Naval Assistant to the Admiral Commanding Reserves, before being appointed Captain of the 7th Frigate Squadron, serving in H.M.S. Cardigan Bay, in 1954, where his personal leadership and example made their mark on the Far East Station. Captain Nigel Pumphrey retired from the Royal Navy, 1.7.1956, after more than 32 years' service, and moved to Greatham in Hampshire. Modest to the last, in a letter to his grandson shortly before his death he wrote: 'Many others did much more in the War than I did, for much less recognition. I was lucky to get all those gongs.' He died, 29.9.1994.

Only 21 Naval Officers received a D.S.O. and Two Bars during the Second World War.

Subject to 20% VAT on Buyer’s Premium. For more information please view Terms and Conditions for Buyers.

Sold for
£48,000