Atchison Topeka & Santa Fe Railroad Lantern A&w Company Santa Fe 1895 At&sf

ATCHISON TOPEKA & SANTA FE RAILWAY. This is a nice piece of vintage Railroad History made by THE ADAMS & WESTLAKE COMPANY for the Atchison Topeka & Santa Fe Railway.

This lantern is marked THE ADAMS AND WESTLAKE COMPANY CHICAGO NEW YORK SANTA FE A PATENTED MAY 28, 1895, numbered 65488. The Corning clear glass globe is embossed SANTA FE in the Cross Logo, PAT'D DEC 30, 1902 NO. No cracks, but several small chips around rims. The Brass Burner is marked ADLAKE PAT'D APRIL 27, 1909 and in good working condition. Atchison, Topeka and Santa Fe Railway. From Wikipedia, the free encyclopedia. This article is about the railway. For the Academy Award-winning song, see On the Atchison, Topeka and the Santa Fe. For the unrealized European aircraft, see Avion de Transport Supersonique Futur.

ATSF system (shown in blue) at the time of the BNSF. Burlington Northern and Santa Fe Railway (later BNSF Railway). The Atchison, Topeka and Santa Fe Railway reporting mark. ATSF , often abbreviated as Santa Fe or AT&SF , was one of the larger railroads in the United States. Chartered in February 1859, the railroad reached the Kansas.

Border in 1873 and Pueblo, Colorado. To create a demand for its services, the railroad set up real estate. Despite the name, its main line never served Santa Fe, New Mexico. As the terrain was too difficult; the town ultimately was reached by a branch line. An enterprise that (at one time or another) included a tugboat fleet. And an airline (the short-lived Santa Fe Skyway). Its bus line extended passenger transportation to areas not accessible by rail, and ferryboats on the San Francisco Bay allowed travelers to complete their westward journeys to the Pacific Ocean. The AT&SF was the subject of a popular song, Harry Warren. S On the Atchison, Topeka and the Santa Fe.

, written for the film, The Harvey Girls. The railroad officially ceased operations on December 31, 1996, when it merged with the Burlington Northern Railroad. To form the Burlington Northern & Santa Fe Railway.

Atchison, Topeka & Santa Fe Railway. Lion out of respect for the country's financial assistance in building the railroad to California. On display at the Deaf Smith County Historical Museum. The Atchison, Topeka & Santa Fe Railway (AT&SF) was chartered on February 11, 1859, to join Atchison.

With Santa Fe, New Mexico. In its early years, the railroad opened Kansas to settlement. Much of its revenue came from wheat grown there and from cattle driven north from Texas. Rather than turn its survey southward at Dodge City, AT&SF headed southwest over Raton Pass.

Because of coal deposits near Trinidad, Colorado. The Denver & Rio Grande Railroad. (D&RG) was also aiming at Raton Pass, but AT&SF crews arose early one morning in 1878 and were hard at work with picks and shovels when the D&RGW crews showed up for breakfast. At the same time the two railroads had a series of skirmishes over occupancy of the Royal Gorge. West of Cañon City, Colorado.

Physical confrontations led to two years of armed conflict that became 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 D&RG was allowed to complete its line and lease it for use by Santa Fe. Building across Kansas and eastern Colorado was simple, with few natural obstacles (certainly fewer than the railroad was to encounter further west), but the railroad found it almost economically impossible because of the sparse population. It set up real estate. Offices in the area and promoted settlement across Kansas on the land that was granted to it by Congress.

A map of "The Santa Fé Route" and subsidiary lines, as published in an 1891 issue of the Grain Dealers and Shippers Gazetteer. D&RGW through Royal Gorge in 1881. A comparison map prepared by the Santa Fe Railroad in 1921, showing the The Old Santa Fé Trail. (top) and the AT&SF and its connections (bottom). In 1880; Santa Fe, the original destination of the railroad, found itself on a short branch from Lamy, New Mexico.

In March 1881 AT&SF connected with the Southern Pacific. (SP) at Deming, New Mexico. Forming the second transcontinental rail route. The railroad then built southwest from Benson, Arizona. On the Mexican border where it connected with the Sonora Railway, which the AT&SF had built north from the Mexican port of Guaymas.

The Atlantic & Pacific Railroad. (A&P) was chartered in 1866 to build west from Springfield, Missouri. Of latitude approximately through Amarillo, Texas. And Albuquerque, New Mexico to a junction with SP at the Colorado River. The infant A&P had no rail connections.

The line that was to become the St. (Frisco) would not reach Springfield for another four years, and SP did not build east from Mojave.

To the Colorado River until 1883. A&P started construction in 1868, built southwest into what would become Oklahoma. In 1879 A&P struck a deal with the Santa Fe and Frisco railroads to construct a rail line for each.

The railroads would jointly build and own the A&P railroad west of Albuquerque. In 1883 A&P reached Needles, California. Where it connected with an SP line. A&P also built a line between Tulsa, Oklahoma.

For the Frisco, but the Tulsa-Albuquerque portion remained unbuilt. Gold bond of the Atchison, Topeka and Santa Fe Railroad Company, issued 1. The Santa Fe began to expand: a line from Barstow, California. In 1885 and to Los Angeles.

In 1887; control of the Gulf, Colorado & Santa Fe Railway. In 1886 and a line between Wichita. And Fort Worth in 1887; lines from Kansas City to Chicago, from Kiowa, Kansas. And the Colorado Midland Railway. By January 1890, the entire system consisted of some 7,500 miles of track.

AT&SF passenger train, circa 1895. Had the same effect on the AT&SF that it had on many other railroads; financial problems and subsequent reorganization. The Santa Fe Railway still wanted to reach California on its own rails (it leased the SP line from Needles to Barstow), and the state of California eagerly courted the railroad to break SP's monopoly. In 1897 the railroad traded the Sonora Railway. To SP for their line between Needles. Giving AT&SF its own line from Chicago to the Pacific coast. It was unique in that regard until the Milwaukee Road. Completed its extension to Puget Sound.

Subsequent expansion of the Santa Fe Railway encompassed lines from Amarillo to Pecos. From the Pecos line at Texico. To Isleta Pueblo, New Mexico. South of Albuquerque, bypassing the grades of Raton Pass (1907); and the Coleman Cutoff, from Texico to Coleman, Texas. In 1907, AT&SF and SP jointly formed the Northwestern Pacific Railroad.

(NWP), which took over several short railroads and built new lines connecting them to form a route from San Francisco. Portion of the Kansas City, Mexico & Orient Railway. The Mexican portion of the line became the Chihuahua-Pacific Railway. Now part of National Railways of Mexico. Because long stretches of its main line traverse areas without water, Santa Fe was one of the first buyers of diesel locomotives.

The railroad was known for its passenger trains, notably the Chicago-Los Angeles El Capitan. , and for the on-line eating houses. And dining cars that were operated by Fred Harvey. Several of these Harvey Houses. Survive - most notably the El Tovar. Which is positioned right alongside the Grand Canyon. The railway was one of many companies that sponsored attractions in Disneyland. With its 5-year sponsorship of all Disneyland trains and stations.

Construction projects included an entrance to Dallas. From the north, and relocation of the main line across northern Arizona, between Seligman.

In 1960, AT&SF bought the Toledo, Peoria & Western Railroad. TP&W cut straight east across Illinois. From near Fort Madison, Iowa. To a connection with PRR at Effner, Indiana.

Forming a bypass around Chicago for traffic moving between the two lines. The TP&W route did not mesh with the traffic pattern PRR successor Conrail.

Main article: Southern Pacific Santa Fe Railroad. AT&SF and SP Railroad trains meet at Walong siding on the Tehachapi Loop. AT&SF began to propose a merger in the early 1980s. The Southern Pacific Santa Fe Railroad (SPSF) was a proposed merger between the parent companies of the Southern Pacific. And AT&SF announced on December 23, 1983.

As part of the joining of the two firms, all rail and non-rail assets owned by Santa Fe Industries. And the Southern Pacific Transportation Company were placed under the control of a holding company, the Santa Fe? The merger was subsequently denied by the Interstate Commerce Commission. (ICC) on the basis that it would create too many duplicate routes.

The companies were so confident that the merger would be approved they began repainting locomotives and non-revenue rolling stock in a new unified paint scheme. After the ICC's denial, railfans joked that SPSF really stood for Shouldn't Paint So Fast. Making it the state's largest private landowner. S interest in the Los Angeles Union Passenger Terminal.

After SP's sale, SPSF is renamed to Santa Fe Pacific Corporation. The holding company of AT&SF. On September 22, 1995, AT&SF merged with Burlington Northern Railroad. Some of the challenges resulting from the joining of the two companies included the establishment of a common dispatching system, the unionization of AT&SF's non-union dispatchers, and incorporating AT&SF's train identification codes throughout.

The two lines maintained separate operations until December 31, 1996 when it officially became BNSF. 13,115 miles (21,107 km).

Source: Santa Fe Railroad (1945), Along Your Way , Rand McNally, Chicago, Illinois. William Barstow Strong, president 1881? In classic Warbonnet livery, heading South near Miramar, California. The exterior of a Hi-Level lounge on the El Capitan. Soon after completion in 1956.

Scene from the filming of The Harvey Girls. A map depicting the Grand Canyon Route circa 1901. AT&SF was widely known for its passenger train. Service in the first half of the 20th century. AT&SF introduced many innovations in passenger rail travel, among these the Pleasure Domes.

Only dome car[s] between Chicago and Los Angeles " when they were introduced in 1951 and the " Big Dome. Cars of the El Capitan. Which entered revenue service in 1956. The railroad was among the first to add dining cars to its passenger trains, a move which began in 1891, following the examples of Northern Pacific.

The AT&SF offered food 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 AT&SF trains that terminated in Chicago did so at Dearborn Station.

Trains terminating in Los Angeles arrived at AT&SF's La Grande Station. Until May 1939, when the Los Angeles Union Passenger Terminal LAUPT. To reach smaller communities, the railroad operated Budd Rail Diesel Cars. To towns with train stations and Santa Fe Trailways. 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. Tune On the Atchison, Topeka and the Santa Fe.

The song was written in 1945 for the film The Harvey Girls. A story about the waitresses of the Fred Harvey Company. It was sung in the film by Judy Garland. And recorded by many other singers, including Bing Crosby.

In the 1970s, the railroad used Crosby's version in a commercial. AT&SF ceased operating passenger trains on May 1, 1971, when it conveyed its remaining trains to Amtrak. These included the Super Chief / El Capitan , the Texas Chief. Discontinued were the San Francisco Chief. One San Diegan , the Tulsan , and a Denver? AT&SF operated the following named trains on regular schedules. San Diego, California (this was the southbound version of the Saint). The Antelope : Oklahoma City, Oklahoma.

Kansas City, Missouri (this was the eastbound version of the Los Angeles Express). (with through connections to California via the San Francisco Chief at Clovis).

Chicago, Illinois (this was the eastbound version of the Kansas Cityan passenger train). (this was the eastbound version of the West Texas Express).

Service to Los Angeles and San Francisco. Kansas City, Missouri (this was the westbound version of the Chicagoan passenger train). Los Angeles, California (this was the westbound version of the Atlantic Express). San Francisco, California (via Los Angeles).

Tulsa, Oklahoma with through sleepers to Chicago via other trains. San Francisco, California (this was the northbound version of the "Angel").

And Houston, then via the Missouri Pacific Railroad. Between Houston and New Orleans.

Galveston, Texas on the GC&SF. With through coaches to Chicago, Illinois via other trains (initially the Chicagoan/Kansas Cityan). Lubbock, Texas (this was the westbound version of the Eastern Express). A promotional brochure for the Santa Fe Railway's Scott Special passenger train. Occasionally, a special train was chartered to make a high-profile run over Santa Fe's track.

These specials were not included in the railroad's regular revenue service lineup, but were intended as one-time (and usually one-way) traversals of the railroad. Some of the more notable specials include. Chicago, Illinois a one-time train that ran in 1895 on behalf of B. Cheney, a director of the Santa Fe.

Chicago, Illinois a one-time train that ran in 1904 on behalf of Charles W. Clarke, the son of then-Arizona senator William Andrew Clarke. Chicago, Illinois and on to Lake Forest, Illinois.

A one-time, record-breaking train that ran between May 5 to 8, 1923, on behalf of the president of the Mineral Point Zinc Company. Chicago, Illinois a one-time train that ran in 1899 on behalf of Collis P. Los Angeles, California a one-time, record-breaking train that ran in 1903 on behalf of the president of the Engineering Company of America. Chicago, Illinois a one-time, record-breaking train that ran in 1890 on behalf of Nellie Bly. A reporter for the New York World. Chicago, Illinois a one-time train that ran in 1900 on behalf of A. Vice-president of the Carnegie Steel and Iron Company. Chicago, Illinois (the most well-known of Santa Fe's "specials, " also known as the Coyote Special , the Death Valley Coyote , and the Death Valley Scotty Special : a one-time, record-breaking train that ran in 1905, essentially as a publicity stunt). (a one-time train that took picnickers on a 30-minute trip, at a speed of 14 miles-per-hour, to celebrate the official opening of the line on April 26, 1869). Santa Fe employed several distinctive wayside and crossing signal styles. In an effort to reduce grade crossing accidents, Santa Fe was an early user of wigwag. Signals from the Magnetic Signal Company beginning in the 1920s.

They had several distinct styles that were not commonly seen elsewhere. Model 10's which had the wigwag motor and banner coming from halfway up the mast with the crossbucks on top were almost unique to the Santa Fe? The Southern Pacific also had a few as well. Upper quadrant Magnetic Flagmen were used extensively on the railroad as well?

Virtually every small town main street and a number of city streets had their crossings protected by such wigwags. Virtually all the wigwags were replaced with modern signals by the turn of the 21st century.

The railroad was also known for its tall "T-2 style" upper quadrant semaphores. Which provided traffic control on its lines.

Again, the vast majority of these have been replaced by the beginning of the 21st century with fewer than 50 still remaining in use in New Mexico as of 2015. AT&SF #1129, a 1902 Baldwin 2-6-2. Prairie locomotive, preserved at Las Vegas, New Mexico. Santa Fe operated a large and varying fleet of steam locomotives. Among them was the 2-10-2. "Santa Fe", originally built for the railroad by Baldwin Locomotive Works. The railroad would ultimately end up with the largest fleet of them, at over 300. Aside from the 2-10-2, Santa Fe rostered virtually every type of steam locomotive imaginable, including 4-4-2. The railroad also operated a fleet of heavy articulated steam locomotives including 1158 class. And the rare 4-4-6-2 Mallet type. Among them is Santa Fe 3751. A 4-8-4 Northern type, built by Baldwin in 1927 which was once a static display in Viaduct Park near the ATSF depot in San Bernardino, California. The locomotive was moved out of the park in 1986 to be restored and after almost 5 years of restoration, 3751 made its first run on a 4-day trip from Los Angeles to Bakersfield and return in December 1991. The trip marked the beginning of 3751's career in excursion service. The more-modern Santa Fe 2926. Santa Fe's first set of diesel-electric passenger locomotives was placed in service on the Super Chief in 1936, and consisted of a pair of blunt-nosed units EMC 1800 hp B-B. The upper portion of the sides and ends of the units were painted gold, while the lower section was a dark olive green color; an olive stripe also ran along the sides and widened as it crossed the front of the locomotive. Riveted to the sides of the units were metal plaques bearing a large "Indian Head" logo. Which owed its origin to the 1926 Chief. " Super Chief " was emblazoned on a plaque located on the front. The rooftop was light slate gray, rimmed by a red pinstripe. This unique combination of colors was called the Golden Olive paint scheme. Before entering service, Sterling McDonald.

Styling Department augmented the look with the addition of red and blue striping along both the sides and ends of the units in order to enhance their appearance. In the original Golden Olive scheme (1935). In a little over a year, the EMC E1 (a new and improved streamlined locomotive) would be pulling the Super Chief and other passenger consists, resplendent in the now-famous Warbonnet paint scheme devised by Leland Knickerbocker.

Of the GM Art and Color Section. Its design is protected under. Granted on November 9, 1937.

It is reminiscent of a Native American. The scheme consisted of a red "bonnet" which wrapped around the front of the unit and was bordered by a yellow stripe and black pinstripe. The extent of the bonnet varied according to the locomotive model, and was largely determined by the shape and length of the carbody. The remainder of the unit was either painted silver or was composed of stainless-steel panels.

All units wore a nose emblem consisting of an elongated yellow "Circle and Cross" emblem with integral "tabs" on the nose and the sides, outlined and accented with black pinstripes, with variances according to the locomotive model. "SANTA FE" was displayed on the horizontal limb of the cross in black, Art Deco.

This emblem has come to be known as the cigar band. Due to its uncanny resemblance to the same. On all but the Erie-built. Units (which were essentially run as a demonstrator set), GE U28CG.

Units, a three-part yellow and black stripe ran up the nose behind the band. A "Circle and Cross" motif (consisting of a yellow field, with red quadrants, outlined in black) was painted around the side windows on "as-delivered" E1 units. Similar designs were added to EMD E3s. Locomotive set, and ATSF 1A after it was rebuilt and repainted. The sides of the units typically bore the words "SANTA FE" in black, 5?

High extra extended Railroad Roman letters, as well as the "Indian Head" logo. With a few notable exceptions.

Railway identity on diesel locomotives in passenger service. "Circle and Cross" added to No. 1 after rebuild in May 1938. "Indian Head" added to B units at a later date.

No "Indian Head" on B unit. "Indian Head" on B units only. "Indian Head" and "SANTA FE" on A units only. "Indian Head" on B units only; "SANTA FE" added in 1954.

"Santa Fe" logotype in large, red "billboard"-style letters. High non-extended "SANTA FE" letters. Trademarks of the Santa Fe Railway. The Santa Fe Railway Historical and Modeling Society, Inc. In later years, Santa Fe adapted the scheme to its gas-electric doodlebug.

The standard for all of Santa Fe's passenger locomotives, the Warbonnet is considered by many to be the most recognized corporate logo in the railroad industry. Early after Amtrak's inception in 1971, Santa Fe embarked on a program to paint over the red bonnet on its F units that were still engaged in hauling passenger consists with yellow (also called Yellowbonnets) or dark blue (nicknamed Bluebonnets), as it no longer wanted to project the image of a passenger carrier. ATSF San Diegan EMD F7. (1968), displaying the "SANTA FE" in black Railroad Roman letters along each side.

Santa Fe #98, an EMD FP45. Decked out in Warbonnet colors, including the traditional "cigar band" nose emblem. Diesels used as switchers between 1935 and 1960 were painted black, with just a thin white or silver horizontal accent stripe (the sills were painted similarly).

" were applied in a small font centered on the sides of the unit, as was the standard blue and white "Santa Fe box logo. Diagonal white or silver stripes were added to the ends and cab sides to increase the visibility at grade crossings (typically referred to as the Zebra Stripe scheme). " was now placed along the sides of the unit just above the accent stripe, with the blue and white "Santa Fe box logo below. For the first group of FTs, delivered between December, 1940 and March, 1943 #100? #119, the railroad selected a color scheme consisting of dark blue accented by a pale yellow stripe up the nose, and pale yellow highlights around the cab and along the mesh and framing of openings in the sides of the engine compartment; a thin, red stripe separated the blue areas from the yellow.

Because of a labor dispute with the Brotherhood of Locomotive Engineers. Who insisted that every cab in a diesel-electric locomotive consist must be manned, FT sets #101-#105 were delivered in A-B-B-B sets, instead of A-B-B-A sets used by the rest of Santa Fe's FT's. Santa Fe quickly prevailed in this labor dispute, and FT sets from #106-onward were delivered as A-B-B-A sets. The words SANTA FE were applied in yellow in a 5?

High extended font, and centered on the nose was the "Santa Fe" box logo initially consisting of a blue cross, circle, and square painted on a solid bronze. Sheet, but subsequently changed to baked steel sheets painted bronze with the blue identifying elements applied on top. Three thin, pale yellow stripes (known as Cat Whiskers) extended from the nose logo around the cab sides.

In January, 1951, Santa Fe revised the scheme to consist of three yellow stripes running up the nose, with the addition of a blue and yellow Cigar Band (similar in size and shape to that applied to passenger units); the blue background and elongated yellow "SANTA FE" lettering were retained. The words "Santa Fe" were applied in yellow in a large serif Cooper Black. Font (logotype) to the sides of the locomotive below the accent stripe save for yard.

Which displayed the "SANTA FE" in small yellow letters above the accent stripe, somewhat akin to the Zebra Stripe arrangement. Santa Fe #103, an EMD FT. Unit decorated in the "Cat Whiskers" scheme, receives service during World War II. A museum restoration of Kennecott Copper Corporation. Now bears the #2098 and the ATSF Zebra Stripe paint scheme. Santa Fe #2378, an Alco S-2. Switcher in the Billboard scheme (1966).

From 1972 to 1996, and even on into the BNSF era, the company adopted a paint scheme often known among railfans as the Yellowbonnet. , which placed more yellow on the locomotives (reminiscent of the company's retired Warbonnet scheme); the goal again was to ensure higher visibility at grade crossings. The truck assemblies, previously colored black, now received silver paint.

In 1989, Santa Fe resurrected the "Warbonnet" scheme and applied the scheme in a modified fashion to two FP45 units, #5992 and #5998 (displaying "Santa Fe" in billboard-style red letters across the side). The six remaining FP45 units were thereafter similarly repainted and renumbered. From that point forward, all new locomotives wore red and silver, and many retained this scheme after the Burlington Northern Santa Fe.

Merger, some with "BNSF" displayed across their sides. Which made Santa Fe the only US Class I railroad. These units were intended for high-speed intermodal service, but toward the final days of the railroad, could be found working local trains and branchline.

Santa Fe #681 in Sealy Texas, June 2001. Bound Super Chief gets its 5-minute pit-stop service in Albuquerque, 1943. ATSF 9542 in Kodachrome leads other locomotives in Yellowbonnet (1990). Several experimental and commemorative paint schemes emerged during Santa Fe's diesel era.

One combination was developed and partially implemented in anticipation of a merger between the parent companies of the Santa Fe and Southern Pacific. The red, yellow, and black paint scheme (with large yellow block letters "SF" on the sides and ends of the units; space was left preceding the SF to complete the planned combined SPSF) of the proposed Southern Pacific Santa Fe Railroad. (SPSF) has come to be somewhat derisively known among railfans. A common joke among railfans.

Is that "SPSF" really stands for Shouldn't Paint So Fast. Though the merger application was subsequently denied by the ICC.

Locomotives bearing this color scheme can still be found occasionally in lease service. Santa Fe maintained and operated a fleet of three passenger ferry. Boats (the San Pablo , the San Pedro , and the Ocean Wave) that connected Richmond, California.

With San Francisco by water. The ships traveled the eight miles between the San Francisco Ferry Terminal and the railroad's Point Richmond. Terminal across San Francisco Bay. The service was originally established as a continuation of the company's named passenger train runs such as the Angel and the Saint.

The larger two ships (the San Pablo and the San Pedro) carried Fred Harvey Company. Rival SP owned the world's largest ferry fleet. (which was subsidized by other railroad activities), at its peak carrying 40 million passengers and 60 million vehicles annually aboard 43 vessels. Santa Fe discontinued ferry service in 1933 due to the effects of the Great Depression.

And routed their trains to Southern Pacific's ferry terminal in Oakland. Opened in 1936, initiating a slow decline in demand for SP's ferry service, which was eventually discontinued circa 1958; starting in 1938, Santa Fe passenger trains terminated near San Pablo Avenue in Oakland/ Emeryville.

With passengers for San Francisco boarding buses that used the new bridge. In 1946, the writer Ayn Rand. Met with Lee Lyles, assistant to the president of the Santa Fe, as part of her research for the novel Atlas Shrugged. Whose plot centers in a large railway company. The Journals of Ayn Rand.

Published in 1997 based on notes left after her death, preserve a list of detailed questions which Rand put to Lyles about the company's administrative structure and its practices in various situations and conditions. Later notes in the same journals show that Rand assigned to various characters in her book administrative titles in the book's fictional railway company, modeled on those in the Santa Fe Railway, and adjusted the actions which they are depicted as taking in various situations on the basis of what Lyles told her would be plausible acts for railway executives in similar situations. The item "ATCHISON TOPEKA & SANTA FE RAILROAD LANTERN A&W COMPANY SANTA FE 1895 AT&SF" is in sale since Wednesday, August 21, 2019.

This item is in the category "Collectibles\Transportation\Railroadiana & Trains\Hardware\Lanterns & Lamps". The seller is "railcarhobbies" and is located in Warsaw, Missouri.

This item can be shipped worldwide.

Country/Region of Manufacture: United States
Brand: Adams & Westlake Company