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ATCHISON TOPEKA & SANTA FE RAILROAD ~ AT&SF ~ HANDLAN KEROSENE CABOOSE WALL LAMP
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THIS MONTH, WE ARE OFFERING MORE EXAMPLES OF FINE ANTIQUE RAILROAD ARTIFACTS FROM THE ESTATE OF SEVERAL ADVANCED COLLECTORS, INCLUDING MEMORABILIA FROM A NUMBER OF RAILROADS
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Many people are fascinated by railroads. At one time, railroads were connected to most aspects of community and economic life, and almost everyone had the experience of taking the train to some distant destination. Today, railroads are still a vital part of the nation\'s commerce, but they have largely evolved into less publicly visible movers of freight. For the most part, the romance and glory of the great age of railroads has passed from the scene.
One way of remembering this bygone era is through collecting artifacts that have survived the years. Most railroad lines were, and still are large enterprises requiring vast amounts of material and equipment to operate. While much of this material and equipment like locomotives, cars, buildings, etc. are \"collectible\" for only a small number of people and organizations with the resources to maintain them, smaller items like lanterns, china, paper, and locks are well within the reach of individual collectors. Therefore, many people seek out such items -- often called \"railroadiana\" -- at sales, garage sales, antique shows and \"collector RAILROAD LAMPS & LANTERNS
Railroad lamps are distinguished from lanterns by both function and design. Lamps were generally intended to be stationary, were generally made of a sheet metal or cast metal body, and used lenses to amplify light from an interior light source. Lanterns were designed to be portable and used globes which were surrounded by a metal frame. A wide variety of different lamps were used by the railroads, including semaphore lamps, classification lamps, train order lamps, bridge lamps, marker lamps, and switch lamps and of course, lamps used to illuminate the interior of passenger cars, cabooses, depots and platforms.
For railroad crews of yesterday, lanterns were an essential tool of the trade for relaying signals and inspecting trains at night. While modern electric lanterns are still used in railroad service, most collectors look for earlier lanterns that burned kerosene, signal oil, or other types of fuel. Most of these lanterns are \"trainmen\'s lanterns\", meaning that they were used by railroad crew members. There are also \"conductors\' lanterns\", sometimes called \"presentation lanterns\", which were used by conductors in passenger service and \"inspectors\' lanterns\" which were used for inspecting trains in terminals and yards. Among collectors, any lantern or globe that carries a railroad marking is especially valued; the rarer the marking the higher the OUTSTANDING KEROSENE OR COAL OIL BURNING LAMP IS OF THE TYPE MOUNTED ON WALLS, TYPICALLY IN CABOOSES OR OTHER ROLLING STOCK, HAVING OUTWARD PROJECTING METAL BRACKETS. THE BRACKET FEATURES TWO MOUNTING HOLES WITH SLOTS, ALLOWING THE ENTIRE ASSEMBLY TO BE RAISED AND MOVED FROM ONE PLACE, TO ANOTHER.
THE FLAT METAL MOUNT MEASURES 18\" TALL AND 2.5\" WIDE, ROUNDED AT THE TOP AND BOTTOM ~ IN TOTALITY, WHEN MOUNTED, THE ASSEMBLY MEASURES 20\" TALL, AND PROTRUDES 8.5\" FROM THE WALL AND OCCUPYING AN AREA AROUND 8\" WIDE.
AN APPLIED METAL PLATE AT THE CENTER OF THE BRACKET FEATURES REVERSE EMBOSSED, BAS-RELIEF LETTERING THAT READS
HANDLAN
ST. LOUIS
USA
A T & S F
THE ROUND FONT FEATURES A TOP RIB, ALLOWING FOR SECURE \"DROP IN\" PLACEMENT WITHIN THE LOWER BRACKET. THE BRASS THREADED MOUNT BURNER IS OF THE TYPE KNOWN AS AN EAGLE #2 BURNER, UTILIZING A STANDARD FLAT WICK. THE WICK RAISER FEATURES INCISED LETTERING READING P&A, RELATIVE TO THE PLUME & ATWOOD MANUFACTURING COMPANY. THE TOP OF THE BURNER IS MARKED EAGLE. THE WICK RAISER TURNS FREELY, AND AN APPROPRIATE WICK IS IN PLACE.
THE CLEAR GLASS CHIMNEY STANDS 10\" TALL, MEASURING CLOSE TO 3\" IN DIAMETER AT THE BASE. THE MIDDLE BRACKET FEATURES A SPRING WIRE WRAPPED ROUND RETAINER, ALLOWING FOR VIBRATION AND MOVEMENT RELATIVE TO A MOVING TRAIN, WITHOUT SUFFERING DAMAGE.
THE TOP BRACKET FEATURES A DOMED COVER, ACTING AS A HEAT DEFLECTOR, RELATIVE TO HOT AIR RISING UP THROUGH THE CHIMNEY FROM THE BURNER, WHEN LIT.
RETAINING THE OLD, ORIGINAL HANDLAN FACTORY APPLIED FLAT MATTE BLACK PAINT, WITH SOME MINOR AND TYPICAL NICKS NOTED ON SCRUTINY AROUND THE FONT.
OVERALL, A WELL PRESERVED, ABOVE AVERAGE EXAMPLE IN FINE, OLD VINTAGE CONDITION, BEST NOTED BY EXAMINING THE IMAGES OFFERED.
HISTORY OF HANDLAN
Handlan of St. Louis was a major manufacturer of railroad lamps, lanterns and many different examples of common railroad hardware. The company had a number of different corporate names over the years, each with the name \"Handlan\", \"Buck\" or both. This reflects the two key figures in its corporate history, A.H. Handlan and M.M. Buck. The earliest origins of the company date back to the 1850\'s, and it apparently went out of business only recently.
HISTORY OF THE ATCHISON, TOPEKA & SANTA FE RAILWAY
The Atchison, Topeka and Santa Fe Railway or AT&SF, often abbreviated as Santa Fe, was one of the largest railroads in the United States. The company was first chartered in February, 1859. Although the railway was named in part for the capital of New Mexico, its main line never reached there as the terrain made it too difficult to lay the necessary tracks (Santa Fe was ultimately served by a branch line from Lamy, New Mexico). The Santa Fe\'s first tracks reached the Kansas/Colorado state line in 1873, and connected to Pueblo, Colorado in 1876. In order to help fuel the railroad\'s profitability, the Santa Fe set up real estate offices and sold farm land from the land grants that the railroad was awarded by Congress; these new farms would create a demand for transportation (both freight and passenger service) that was, quite conveniently, offered by the Santa Fe.
Ever the innovator, Santa Fe was one of the pioneers in intermodal freight service, an enterprise that (at one time or another) included a tugboat fleet and an airline, the short-lived Santa Fe Skyway. A bus line allowed the company to extend passenger transportation service to areas not accessible by rail, and ferry boats on the San Francisco Bay allowed travellers to complete their westward journeys all the way to the Pacific Ocean. The Atchison, Topeka and Santa Fe Railway officially ceased operations on December 31, 1996 when it merged with the Burlington Northern Railroad to form the Burlington Northern and Santa Fe Railway.
The railroad\'s charter, written single-handedly by Cyrus K. Holliday in January 1859, was approved by the state\'s governor on February 11 of that year as the Atchison and Topeka Railroad Company for the purpose of building a rail line from Topeka, Kansas, to Santa Fe, New Mexico, and then on to the Gulf of Mexico. On May 3, 1863, two years after Kansas gained statehood, the railroad changed names to more closely match the aspirations of its founder to the Atchison, Topeka and Santa Fe Railroad. The railroad broke ground in Topeka on October 30, 1868 and started building westward where one of the first construction tasks was to cross the Kaw River. The first section of track opened on April 26, 1869 (less than a month prior to completion of the First Transcontinental Railroad) with special trains between Topeka and Pauline. The distance was only 6 miles (10 km), but the Wakarusa Creek Picnic Special train took passengers over the route for celebration in Pauline.
The Santa Fe trademark in the late 1800s incorporated the British lion out of respect for the country\'s financial assistance in building the railroad to California.Crews continued working westward, reaching Dodge City on September 5, 1872. With this connection, the Santa Fe was able to compete for cattle transportation with the Kansas Pacific Railway. Construction continued, and the Santa Fe opened the last section of track between Topeka and the Colorado/Kansas border on December 23, 1873. The Santa Fe\'s tracks reached Pueblo, Colorado on March 1, 1876. Serving Pueblo opened a number of new freight opportunities for the railroad as it now could haul coal from Colorado eastward.
Building across Kansas and eastern Colorado may have been technologically simple as there weren\'t many large natural obstacles in the way (certainly not as many as the railroad was about to encounter further west), but the Santa Fe found it almost economically impossible because of the sparse population in the area. To combat this problem, the Santa Fe set up real estate offices in the area and vigorously promoted settlement across Kansas on the land that was granted to the railroad by Congress in 1863. The Santa Fe offered discounted passenger fares to anyone who travelled west on the railroad to inspect the land; if the land was subsequently purchased by the traveller, the railroad applied the passenger\'s ticket price toward the sale of the land. Now that the railroad had built across the plains and had a customer base providing income for the firm, it was time to turn its attention toward the difficult terrain of the Rocky Mountains.
The D&RG mainline through the Royal Gorge in 1881.Leadville was the most productive of all of the Colorado mining regions. Mining in the area began in 1859, first for gold and then two decades later for silver. Several of the Santa Fe\'s board of directors (along with President Strong) sought to capitalize on the need to supply the mining towns of Colorado and northern New Mexico with food, equipment, and other supplies. To that end, Santa Fe sought to extend its route westward from Pueblo along the Arkansas River, and through the Royal Gorge in 1877. Royal Gorge was a bottleneck along the Arkansas too narrow for both the Santa Fe and the Denver and Rio Grande Western Railroad to pass through, and there was no other reasonable access to the South Park area; thus, a race ensued to build rail access through the Gorge. Physical confrontations led to two years of armed conflict, essentially low-level guerrilla warfare between the two companies that came to be known as the Royal Gorge Railroad War. Federal intervention prompted an out-of-court settlement on February 2, 1880 in the form of the so-called \"Treaty of Boston\" wherein the D&RG was allowed to complete its line and lease it for use by the Santa Fe. The D&RG paid an estimated $1.4 million to Santa Fe for its work within the Gorge and agreed not to extend its line to Santa Fe, while the AT&SF agreed to forgo its planned routes to Denver and Leadville.
Also looking to the south, an initial outlay of $20,000 was authorized on February 26, 1878 for the construction of a rail line south from Trinidad in order to \"..seize and hold Raton Pass.\" The location of the route was nearly as crucial to the venture\'s success as was the actual track construction. W. R. \"Ray\" Morley, a former civil engineer for the (D&RG) hired by the AT&SF in 1877, was given his first assignment to secretly plot a route through the pass (it was feared that any activity in the area would lead the D&RG to construct a narrow gauge line over the Pass). Additionally, Strong learned that the Southern Pacific Railroad (SP) had introduced legislation to block the Santa Fe\'s entry into New Mexico. Undaunted, Strong obtained a charter for the New Mexico and Southern Pacific Railroad Company and immediately sent A. A. Robinson to Raton Pass. From February to December of 1878 work crews struggled to build the line between La Junta and Raton, and the first Santa Fe train entered New Mexico on December 7.
While construction over the Rockies was slow and difficult due to the logistics involved, in some instances armed conflicts with competitors arose (such as with the D&RG in Colorado and New Mexico, and - after capturing the Raton Pass - the SP in Arizona and California, as exemplified in the \"frog war\" between SP and Santa Fe subsidiary the California Southern Railroad at Colton, California in September of 1883). The troubles for the railroad went far beyond skirmishes with rival railroads, however. In the late 1880s, George C. Magoun, who had worked his way to become Chairman of the Board of Directors for the railroad, was progressively losing his own health. In 1889 the railroad\'s stock price, which was closely linked in the public\'s eye with the successes of the railroad\'s chairman, fell from nearly $140 per share to around $20 per share. Magoun\'s health continued to deteriorate along with the stock price and Magoun died on December 20, 1893. The Santa Fe entered receivership three days later on December 23, 1893, with J. W. Reinhart, John J. McCook and Joseph C. Wilson appointed as receivers.
On December 31, 1996 the ATSF merged with the Burlington Northern Railroad to form the Burlington Northern and Santa Fe Railway. Some of the challenges resulting from the joining of the two companies included the establishment of a common dispatching system, the unionization of Santa Fe\'s non-union dispatchers, and incorporating the Santa Fe\'s train identification codes throughout.
The cover of the railroad\'s November 29, 1942 passenger timetable. Vignettes of the American Southwest and Native American people were common in Santa Fe advertising.The Santa Fe was widely known for its passenger train service in the first half of the 20th century. The Santa Fe introduced many innovations in passenger rail travel, among these the \"Pleasure Domes\" of the Super Chief (billed as the \"...only dome car[s] between Chicago and Los Angeles\" when they were introduced in 1951) and the \"Big Dome\"-Lounge cars and double-decker \"Hi-Level\" cars of the El Capitan, which entered revenue service in 1954. The Santa Fe was among the first railroads to add dining cars to its passenger train consists in 1891, following the examples of the Northern Pacific and Union Pacific Railroads. Dining along the Santa Fe was often a memorable experience, whether it be on-board in a dining car, or at one of the many Harvey House restaurants that were strategically located throughout the system.
In general, the same train name was used for both directions of a particular train. The exceptions to this rule included the Chicagoan and Kansas Cityan trains (both names referred to the same service, but the Chicagoan was the eastbound version, while the Kansas Cityan was the westbound version), and the Eastern Express and West Texas Express. All of the Santa Fe\'s trains that terminated in Chicago did so at Dearborn Station. Trains terminating in Los Angeles arrived at Santa Fe\'s La Grande Station until May, 1939, when the Los Angeles Union Passenger Terminal (LAUPT) was opened.
To reach smaller communities, the railroad often operated Rail Diesel Cars (RDCs) for communities on the railroad, and bus connections were provided throughout the system via Santa Fe Trailways buses to other locations. These smaller trains generally were not named, only the train numbers were used to differentiate services.
The ubiquitous passenger service inspired the title of the 1946 Academy-Award-winning Johnny Mercer tune \"On the Atchison, Topeka and the Santa USE THE \"CONTACT SELLER\" FUNCTION TO CONTACT US AND RESOLVE ANY QUESTIONS BEFORE offerDING
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