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Rejuvenating Antique Pocketknives – Breathing New Life into Old Blades

 

Pocketknives are fascinating little gadgets. Whether it’s a tiny 2.1/2-inch quill-knife, or a larger 5 or 6-inch stiletto, pocketknives have been part of our lives for centuries. Carried and used for everything from survival situations to cutting open boxes that come through the mail from eBay, opening mail, eating food, carving, cutting, slicing, opening cans, or even something as mundane as sharpening a pencil – pocketknives have been the go-to mainstay tool for all these tasks for generations.

My current knife collection

Collecting pocketknives is a highly popular hobby. Most knives are relatively cheap, portable, robust, and don’t take up a great deal of space. The wide variety of knife-patterns, blade-types, decorative elements, manufacturers and sizes in pocketknives is what makes them so collectible, and knives from famous manufacturers, made of rare or precious materials, or which were limited editions, can command high prices on the secondhand market.

In this posting, I’ll be talking about the general restoration process behind breathing new life into the type of pocketknife that most people will be familiar with: The standard slip-joint pocketknife, as typified by those made by W.R. Case, Victorinox, J. Rodgers & Sons, Southern & Richardson, and countless other manufacturers during the 1800s, and the majority of the 20th century.

Basic Knife Anatomy

In this posting, I’ll be talking about slip-joint knives: the kind of knife with a blade that folds back into the handle, so everything going forward, will relate to this style of knife.

To begin at the beginning, we need to know what the various parts of the knife are.

The body of the knife is made up of various components, which are stacked, one on top of the other, and held together with metallic rods.

On the outsides, working our way in, we have the bolsters. Not all knives have these. Some do, some don’t. Some have them on both sides of the knife, some only have them on one side. Bolsters are the flat, metallic panels at either end of a pocketknife. They’re usually brass, nickel-silver, stainless steel or some other corrosion-resistant metal. Their purpose is to strengthen the knife, and to protect the covers or scales on the sides of the handle, from damage.

Southern & Richardson cutlers, advertising a pocketknife with nickel-silver covers, and a built-in magnifying glass

Covers, also called scales, are the large, decorative panels which make up the majority of the bulk on the handle of a folding knife. Covers can be simply utilitarian, and be made of plastic, or steel or brass, but usually, they’re decorative. Pocketknives have had scales or covers made of anything from sterling silver to mother of pearl, ivory, bone, horn, any number of a variety of different woods, and various types of plastics in any number of finishes. Depending on the knife, scales may be smooth, or corrugated/textured. Textured scales are typically added to a knife to make it easier to grip.

Inlaid into the scales are (although, not always) small, metal panels, which can be almost any shape – rectangular, shield, circular…the list goes on. These are sometimes included for the purposes of embellishment (and to give the customer a place to engrave something like a name, date, or initials), or else, will contain details such as the company’s name, logo, or other trademark. These small panels are known as shields, badges or plates, depending on which name-convention you take to heart. Not all knives have these, but most will. They’re usually made of either brass, or nickel-silver.

The bolsters and the scales fit onto flat strips of metal, known as liners. Usually, they’re made of brass, so as not to rust and jam the knife.

Between the scales, bolsters and liners is the spring. The spring is the flat strip of metal at the bottom of the knife (or the top of the handle, if holding the knife with the blade-edge facing down). The spring is made of spring steel, which is nice and flexible. The spring is what holds the blades of the knife open, or closed.

Finally, you have the blades of the knife. Anything that comes out of a knife is known as a ‘blade’, regardless of whether it actually is a blade, or not. Knives can have anywhere from one, to two, three, four, or more blades, and extra features, depending on the knife’s size, and complexity. I won’t cover all this here, because otherwise we’ll be here all day.

Finally, the knife is held together with pins and rivets. The pins are driven through the bolsters, liners, and blades, and are then hammered and peened over, and smoothed off, to hold the knife together. Smaller rivets or pins are used to hold the scales or covers onto the liners, to stop them from coming loose.

The factory of Joseph Rodgers & Sons, Cutlers, Norfolk St., Sheffield, UK.

A standard slip-joint folding pocketknife will have two pins for holding in the blades and bolsters (one pin on each end of the knife), a third pin in the middle, to hold the spring in place along with the liners and covers/scales, and usually (but not always) extra pins or rivets to hold the scales in place. As with the liners, the pins or rivets are usually brass, nickel-silver, or stainless steel.

Some pocketknives have additional features, such as the very popular lockback mechanism. The lockback mechanism is a toggle or button located at the back of the knife. When the knife is opened, the ‘lock’ prevents the back-spring from shifting, keeping the blade steady while you’re using it. Pressing the toggle depresses the back-spring, which allows the exposed blade to be unlocked and swung back into the closed position. Lockback mechanisms are popular because they prevent the knife from closing unexpectedly if the blade is being used for particularly aggressive tasks (carving, splitting firewood, cutting particularly difficult materials, etc). Because of this, it’s usually seen as a safety mechanism, to prevent user injury.

Blade Anatomy

Now that we’ve covered basic pocketknife anatomy, let’s cover blade-anatomy. At one end you have the point, at the other end, you have the heel. Behind the heel you have the tang. The tang is the part of the blade through which the rivets and pins are passed to hold the blade to the handle. The tang is also where information such as the knife model, or manufacturer-details, are stamped.

At the bottom of the blade you have the edge, at the top, you have the spine. In between is the belly, or main body of the blade. Just below the spine you will have a slit or groove, commonly called a nail-nick or nail-pull. This is the indent which you put your fingernail into, to pull the blade open from the handle.

Buying Antique and Vintage Pocketknives

Pocketknives range from the mundane to the magnificent, from the pedestrian to the precious. Part of the thrill of owning them – of owning any collection – is the thrill of the hunt!

Antique and vintage pocketknives are highly collectible, and they can often be found in antiques shops or flea-markets for a handful of dollars, or online, for significantly more. In buying vintage folding pocketknives, you want to check a number of aspects before coughing up the money.

First and foremost – make sure that the knife is complete. Are all the scales there? Are there any missing pins? Dropped-off bolsters? Broken blades? I know that a lot of knives look very solidly made, but bolsters, pins and scales can all drop off over time, and you want to make sure that all aspects of the knife are firm and tight before you go any further. I bought a pocketknife once which was so badly constructed, it literally fell apart in my hands one day, and I had to throw it out.

Does your knife do that?

No? Good.

Next: Make sure (and this is very important) that the knife is as free from rust as it’s possible for it to be. Unless they’ve been very well cared for, almost all vintage pocketknives will have some sort of rusting on them. Age-spots or pitting may also present themselves, but rust is the real enemy here.

Rust can spread, rust can compromise the integrity of the blade, rust can even cause the knife to snap in half! Any knives with a LOT of rust should be avoided entirely.

After that, make sure that the knife actually functions! Do the blades open? Are they easy to open? Are they stiff? Can you yank them out without snapping your fingernails off? Once opened, do the blades stay open? Do they flop around? Is there any side-to-side wobble? When closed, do they stay closed? Do the blades strike each other (or the liners) when closing next to each other?

I’ve seen some beautiful pocketknives which looked flawless…until you tried to use them. Knives should have nice, strong springs that will cause the blades to ‘snap’ – meaning that the spring will have enough tension on it that the blades will click open or shut, with an audible ‘snap!’ each time. You do not want a knife with weak, floppy springs, that can’t hold the blades open or shut – it’s a safety risk! Put the knife down, and keep searching.

Similarly (on multi-blade knives), make sure that the blades close properly. You don’t want a knife where one blade constantly strikes another blade when closing – it damages the blade, wastes time, means you have to sharpen it more, indicates that the knife is falling apart (or was poorly made), and it’s a safety issue!

Restoring your Pocketknives

Once you’ve purchased your knife, the next thing to do is to breathe new life into it. A lot of vintage knives spend years, decades, in drawers and shoe-boxes, down the back of the couch, and god knows where else! And they are hardly ever looked after. If you expect that beautiful horn-scaled pen-knife that you bought for $30.00 to work like new – it’s now your job to try and give that knife a new lease on life – to ensure that it does work like new!…Or as near to new as it’s possible for it to do so.

This next section of the posting is all about tips and tricks to restore your pocketknives to working condition. All this advice and guidance is assuming that you’re an everyday collector with no prior experience in fixing stuff. No fancy tools or equipment are involved in this, and everything mentioned should be stuff that you can find around the house (or which is easily purchased). These instructions will assume that the knife will remain whole and intact during the entire process. No disassembly will be required.

You will need…

  • A box of tissues.
  • Cotton-buds/Q-tips.
  • Extra-fine-grit sandpaper (as fine as you can get).
  • 0000-grade steel wool (designed for polishing).
  • A thin, highly fluid, lubricating oil (for sewing machines, or similar).
  • Polishing paste or fluid (eg: Brasso).
  • Sharpening stones.
  • Water.
  • Optional: Ultrasonic Cleaner.

The first thing to do is to remove all the surface grime. This can easily be done with some oil, and tissue-paper. Drip some oil over the body of the knife and blades, and fill the cavity in the handle with oil, then wipe and sponge it away with some tissues. This will remove any surface grime, grit, and other easily removed detritus. It is important to use oil as much as possible, and not water, as water will encourage rusting, and the spread of any existing rust, which is the last thing you want to happen.

Once the initial cleaning has been completed and you’ve removed as much crud as possible, the next step is the much more fiddly process of removing grime from between the springs and pivot-points inside the knife. This could take a few hours, a few days, or even a week or more, depending on the condition of the knife.

One of the biggest nightmares with vintage pocketknives are all the problems associated with stiff, jerky, jammed blades. Blades which are difficult to pull open, difficult to push shut, which don’t snap into place, and which jam and stick when they’re being used. Not only is this annoying, painful on your fingernails because you can’t get the damn blades open, and wastes time, it’s also a big safety-risk, since all the extra effort required to manipulate the knife can leave you prone to injuries. Nobody wants to fight with a stuck blade only for it to spring open unexpectedly and cut them.

Cleaning the Springs and Pivots

It’s for these reasons that the next step is so important: Flushing out the back-springs and pivots on your knife. It’s a fiddly, messy, time-consuming job – something best done while watching YouTube videos or listening to music, or enjoying a good movie – but it is nonetheless a necessary evil.

Get some tissue-paper and fold it until you have a soft pad. Place it on a hard surface like a tabletop. Flood the pivot-points and back-spring of your knife where-ever there is movement. Open and close the blades several times – dozens of times, hundreds of times. If necessary, you can wrap the blades in tissue-paper so that you can grip the blades safely while you open and close them – this will minimise the chance of cutting yourself, and will help you maintain a firm grip on the blades.

Every few dozen manipulations, close the knife and, pressing the spring-side of the handle against the pad of tissue-paper, rub it vigorously back and forth several times.

Now, watch in horror as black, grey, brown, gunky slime comes oozing out of the knife and all over your pad of tissues.

All these black, grimy streaks come from the crud and grunge trapped inside the knife between the liners, springs and pivot-points. The more of this stuff you remove, the smoother your knife will open and close

Ever wondered why your knives keep jamming? Ever wondered why they’re so damn stiff, and difficult to open? Ever wondered why your fingernails keep breaking every time you try and yank out a blade?

This is why.

The black sludge you see coming out of the knife is years, decades’-worth of grime, dust and other things caught up inside the knife-mechanism, which causes friction, abrasion and jamming. Since pocketknives are usually very close-fitting, it takes a minuscule amount of this grime to cause a lot of problems. Now imagine what a large amount of this grime causes!

Continue to flush, manipulate, and rub the back of the knife with tissue-paper as rigorously as you can. Filling the knife with oil washes out the grime. Manipulating the blades and springs shifts and loosens the dirt while also working the oil through the knife mechanism. Wiping the knife across the tissue-paper draws the grime-clogged oil out of the knife via capillary action, removing the grit that’s causing all the friction and jamming.

This process can be quite involved. It could take hours, days, even weeks to accomplish. You have to keep going until the oil that comes out of the knife is as clear as when it went in. The more of the grime you remove, the better the end-result will be.

Simply oiling the knife will not improve it. All you’ll do is shift the grime around, and attract even more dust into the knife. When the oil dries up (and it will), the knife will simply jam all over again. Flushing the grime out with oil and wicking it away with tissue-paper is the only way to really get the knife clean and functional, short of drilling out the pins and tearing the knife apart to its component pieces in order to clean them individually.

While you’re cleaning the springs, make sure you remove as much grime from around the pivots as well, by using a similar method. Flood the knife with oil, work the blades to shift the oil, and then stuff a folded wad of tissue-paper into the knife and into the gaps around the pivots to draw out the oil and grime trapped inside.

The more you do this, the less crud there will be inside the knife and the smoother the knife will operate when you’re finally done. When done properly, the knife should (in most cases, anyway) have blades which will open and close with a nice sharp ‘snap!’ as it should do, when new. If the blades still jam or stick, then continue the process, until they don’t. If you use your knife often, then you should repeat this process every few years to prevent even more build-up of grime that will be harder to remove later.

Rust Removal

When the knife has reached this stage (or as close to that stage as you can), then the next step is to remove as much rust (if any) as you can from the knife.

Rust builds up where there’s steel – specifically the back-spring, the blades, and their tangs. In the old days, blades were protected from rusting by polishing them to a shine, and either plating them (usually with nickel), or else by keeping them oiled. In instances where the nickel-plating is intact, minor polishing with a liquid polish such as Brasso will be enough to restore the shine and remove the surface-rust, if any.

Heavier rusting will require the use of either a chemical rust-remover, or else, a gentle abrasive such as extra-fine steel wool, or a combination of 0000-grade steel wool and some oil, or polishing liquid to act as lubricant. It will remove the rust, polish the blade, and so long as the blades are kept dry – will prevent the return of any extra rust. Removing rust from either side of the back-spring can be done with fine sandpaper and oil, or with clumps of 0000-grade steel wool, and finished off with a suitable metal polish.

Removing Chips and Cracks

When buying antiques, one of the most common things one has to think about is what one can comfortably afford, what one is willing to pay for an item, and what kinds of compromises one is willing to accept in order to get the object that they truly desire.

As I’ve mentioned in other postings about buying antiques: The more things you’re willing to compromise on, the wider the range (and the cheaper the prices), of things you’re able to buy.

If you do buy a knife with a chipped or cracked blade, however, you still need to try and buy the best that you can. Typically speaking, any chips that you might find should be as small as possible (ideally, no more than 1-2mm), and any cracks should be near the tip of the blade. This makes them easier to deal with.

If you do find a knife that you really like, that you would love to buy, but which does have a tiny little niggling chip that might be dissuading you from forking out the money – don’t worry! There are ways of fixing this!

Sharpening Your Knife

For reasons of safety, sharpening your pocketknives should always be the last thing that you do, once all other restorative processes have been completed. Trying to clean, polish, lubricate, or otherwise restore a knife with freshly sharpened blades in the way invites unnecessary danger, and should be avoided if possible.

To sharpen your knife, you’ll need 2-3 different sharpening stones. A coarse-grit one, a medium-grit and a fine-grit one. Depending on how blunt your knife is, you’ll want to start on the medium and then progress to fine, or coarse then medium, and maybe after that (if necessary) progress to fine.

Before you start on this, though – we need to deal with any of those tiny chips that I mentioned earlier.

If your blade does have chips – provided that they’re small and don’t bite into the belly of the blade too far – then this is when we get rid of them!

First – identify any chips. Then – get your coarsest sharpening stone. Lubricate it with water, and start running your blade – edge down – across the stone, like you’re trying to cut the stone in half with your knife. Make sure that the blade-edge is level on the stone as you do this, and that the blade isn’t angled to the left or right while doing this.

By ‘cutting’ across the stone like this, what you’re doing is scraping off excess metal from the blade-edge. This will wear down the edge until it meets up with the top of the chip that you’re trying to grind out. It’s for this reason that this trick really only works with SMALL chips – anything larger than 1-2mm (unless it’s a REALLY big knife!) will grind off too much metal for this little blade-hack to work on.

It’s worth noting that if you do have to do this – you should do it BEFORE you sharpen the blade, since obviously, grinding the blade like this will affect the edge.

Keep grinding down the edge until just before the nick disappears. Once you reach this spot, sharpen the knife as per-usual, starting on the coarse stone, and then moving to medium and then fine. The usual sharpening process will remove the last vestiges of the chip, leaving you with a clean, sharp, straight blade!

The Correct Sharpening Procedure

I’ve been sharpening knives for years – when you collect pocketknives and straight razors, it’s something you absolutely have to learn. It’s too damn expensive to ask somebody else to do it every single time!

Lubricate your chosen sharpening stones with plenty of water (I usually use a spray-bottle for this), and start from the coarsest grit and work your way up to finest. Exactly how coarse you start depends on how blunt the knife is. In most cases, a medium-to-fine sharpening will do, but for really terrible blades, coarse-medium-fine may have to be used.

Once the stones have been selected and lubricated (you may need to keep lubricating them as you sharpen), it’s time to sharpen the blades.

To stop your stones sliding all over the place – either put them into their bases (if bases they have), or else, put them on top of a small towel or flannel to hold them in place.

Place the knife-blade flat down on the surface, and raise the blade to about 10-15 degrees (or 45 degrees, then half of that, then half of that again), to get the right angle. Start drawing the knife, edge-first, back and forth across the stone at least two dozen times. Repeat for the other side of the blade. Then move up to the next least-coarse stone, and then up to the finest, repeating the two-dozen strokes per-side for each stone as you go along.

Once fully sharpened, cleaned and dried, you should be able to see (and feel) the blade’s sharpness. Hold it up to the light. A freshly sharpened blade will have a very thin, white line along the very edge of the blade (the burr). The burr is the excess metal that’s been ground off the blade during the sharpening process. If you run your finger across the blade, you might even be able to feel the soft prickliness of the tiny flakes of metal scraped off in the sharpening process.

Closing Remarks

Now that your knife has been flushed out, de-grimed, de-rusted, sharpened, and nursed back to health, it should be ready to give you many decades of excellent service.

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Two of a Kind: Cased Pair of Antique Straight Razors

 

When it comes to collecting, buying or selling antiques – one of the hardest things to shift – either towards you, or away from you – are things which come in sets.

Sets are larger, sets cost more, sets have pieces that go missing, sets take up more space, they weigh more, and postage and delivery costs go up as a result. But when you can find a set in great condition, you hold onto it!

This is why antique sets of…anything…are always so hard to find. If you find them, if you can find them, and they’re in fantastic condition, then they have gigantic price-tags. And if you find them, and the price is reasonable, then there’s almost certain to be some kind of strings attached.

This is why I jumped at the chance to secure this beautiful set of matched, antique straight razors, when I saw them for sale online.

Back in the days when the only way to get a decent shave was to master the use of a cutthroat razor, manufacturers went above and beyond to try and make the shaving experience as enjoyable as possible.

One way of doing this was to sell razors in sets – pairs, threes, fours, and if you could afford it, even full, seven-day weeklies. Handsomely presented in wooden boxes with fitted interiors lined in fabric, these sets were designed to entice men to take pride and enjoyment in the art of shaving. They were status-symbols, intended to make you want to use them – to take care of them – and to want to learn how to use them.

Today – such multi-razor sets are prized, and rare, antiques. To find a set in complete and functional condition with minimal wear or damage is becoming increasingly hard, and any such sets usually command high prices. I consider it nothing but great fortune to have landed this deal for under $150.00!

Multi-Razor Sets – Whys and Wherefores?

Multi-razor sets are a strange beast, a curious relic of a bygone age. When’s the last time you went out to buy a new razor, and got told by the salesman at the grooming-supplies store, that you had the option of buying razors in two, three, four, or even seven-piece sets of matching razors?

Never. That’s when. And yet, in an age when one straight razor was just as likely to do as good a job as two, or four, or seven, multi-razor sets were surprisingly common. Sold by department stores, famous manufacturers, and jewelry and luxury-merchandise retailers, sets containing multiple razors were often presented in handsome cases made of wood, covered in leather, swathed in velvet and silk, and with gold-leaf logos and company names stamped on the lids.

But why? Why bother? What’s the point of having more than one razor, when one razor will do just as good a job as two or more?

Multi-razor sets were popular in the Victorian era and the first half of the 20th century, because using a straight razor required considerably more skill than a modern cartridge razor, or even a double-edged safety razor. Straight razors took more skill to strop, and sharpen, and maintain overall. Because of this, having a set of multiple razors allowed you to spread out your shaves across multiple blades, thereby reducing wear on the blades, and by extension, reduce the number of times that it was necessary to sharpen a razor – not a skill that everybody was well-versed in (assuming that they even had the necessary equipment to carry out such a task).

Sharpening razors was done by your local barber, the man who was more likely to know everything about razor maintenance than anybody else in town. To avoid paying for his sharpening services too often, razors were simply rotated and stropped as often as possible, to avoid having to visit the barber. Only when the razors were so blunt that stropping alone wouldn’t return them to full sharpness, would the razors then be touched up again on a razor hone, to bring them up to working condition.

Cased razors require more scrutiny than most, since boxes and storage cases rarely survive intact.

Drawing out the times between sharpening periods was important for another reason, quite apart from cost: Blade wear.

Straight razors have very, very thin blades – thin enough to snap with your bare hands, if you’re not worried about slicing your fingers off, first – and because of this, the edges of the blades can get worn down very easily from excessive or incorrect sharpening. Razors which are over-zealously sharpened can suffer from “smiling” or “frowning”, where the edges (smiling) or the middle (frowning) of the blade-edge are so ground-down by abrasion that the physical blade starts to lose its shape – they aren’t called STRAIGHT razors for nothing, after all – if the blade isn’t straight, it can’t be sharpened. If it can’t be sharpened, it can’t be shaved with – you have a useless blade!

It was to prevent this from happening that people bought multi-razor sets – to cut down on the cost of sharpenings, and also to reduce their frequency to make the blades last as long as possible.

The final reason why multi-razor sets were so popular is because they were considered a status symbol. While anybody could buy two (or more) individual razors, and rotate them day by day or week by week to reduce blade-wear and sharpening, being able to buy a cased, matched set was something that was, in general – on a whole other level. The expense of making a custom case, of lining it in fabric and veneering it in leather, of adding in the fittings that would hold the razors in place, of adding in the hinges, catches, or even locks and keys, all entailed extra time, expense…and therefore – money.

If you were able to afford all that – even for a two-razor set – then it suggested that you were a person of means – a person who could afford a few of the finer things in life – and a person who could justify the expense of buying your own cased set.

Multi-Razor Sets: Buying and How-Tos

As I mentioned before, multi-razor sets don’t really exist these days. A handful of companies still make seven-day luxury sets, but these cost thousands upon thousands of dollars each, and it’s unlikely that most people interested in straight razor shaving would wish to spend that amount of money on such a set, unless it was a real, once-in-a-lifetime splurge.

So if you do want to own such a set, then the only way to get one is either to accumulate the razors yourself, and make the case or box at home (or commission somebody else to make it for you), or to buy one secondhand.

Let’s assume that you want to, and you do. What sorts of things do you need to be aware of?

I already covered most of the details about buying vintage or secondhand razors in my previous posting on razors (see “The Idiot’s Guide to Straight Razor Shaving” that I wrote a few weeks ago), so in this part of the posting, I’ll be discussing other things to keep an eye out for, besides the razors themselves.

Checking the Razors

The first thing you want to do is to check the razors themselves. Now I already covered most of this previously (see the link, above), so I won’t go into it in amazing detail – but suffice to say – you want to be sure that all the razors in the set are identical, and that they are all in functional condition, or can be restored to functional condition.

Blades should be clean, undamaged, and without heavy rusting.

This is one of the biggest pitfalls when it comes to buying antique razor sets like this – all it takes is one TINY blemish – one crack, one chip, or one set of broken scales – to completely ruin an otherwise pristine set. Once one of those razors is damaged and can’t be repaired, the set loses all its value! Nobody will want it because they can’t use it as intended, and because of that, regardless of how cheap the set is, it’s pointless trying to buy it.

This isn’t something that you want to find out AFTER you’ve bought a set, so make sure you check every single razor with microscopic precision, before dropping any money. Light surface-rust and minor scuffs and damage can be repaired, but major issues like cracked, split or chipped blades, heavy rust that goes deep into the steel, or major damage to the box are all things which are irreparable – the set is now worthless. Don’t buy one of those.

Checking the Box

Assuming that the razors are matched, and functional, without major defects, the next thing to examine is the box, or case which the razors come in. Check for any cracks, major blemishes, broken hinges, broken locks or clasps, damaged fittings, excessive wear or rubbing, split leather, major stains or other damage to the interior linings.

Some of these things can be repaired. Missing keys can be found, or re-cut. Hinges can be tightened and you can find new screws for that. Depending on how original you want the box to be, new fabric for lining the interiors can also be sourced (at the sacrifice of any gold-leaf printing inside the lid), and wooden surfaces can be sanded and re-stained to bring back the shine in the wood.

Brass or other metal fittings such as escutcheons, hinges, lock-plates etc, can be polished or replaced. The leather surfacing can be re-polished with an appropriate leather-polishing wax or stain, and gold edging can be retouched to an extent, with things like gold paint of the right hue (or if you really want to do it properly, you can get actual gold-leaf and do it that way).

A clean, unblemished interior.

While examining any prospective purchase, you need to decide just how much imperfection you’re prepared to tolerate, or how far your repair and restoration skills will stretch. The more you’re willing to compromise, the more sets will become available to you. Finding perfect or near-perfect sets for reasonable prices is very difficult – they’re getting increasingly rare, and the sets which are leftover are often more trouble to restore than they’re worth.

So, What about This Set, Then?

Isn’t it neat?? I picked this up on eBay about a month ago (what with our friend Coronavirus staying around for the foreseeable future, the parcel took forever to get here), and it’s something that I’ve always wanted to add to my collection: An antique, cased pair of matching straight razors!

What is it all Made Of?

This particular set features a wooden case or box, lined with red leather on the outside, bordered in gold leaf, with an interior of blue silk and velvet. The lid also features a nickel silver cartouche in the middle, where the owner’s initials or a date or some-such thing, could be engraved, if desired – a feature which bespeaks the set’s intended role as a gift, or as a significant purchase.

The razors themselves are made of carbon steel, with the original owner’s initials engraved on the blades, and which possess scales made of celluloid plastic. The original eBay listing identified them as bone, but a close look reveals the faux-ivory ‘grain’ pattern, that is so common to so many early celluloid-scaled razors.

Restorations and Repairs

The set didn’t really need much work, once I’d gotten my hands on it – one of the main reasons I bought it. Apart from some polish to hide some marks and bring a bit of colour back to the leather, a bit of metal polishing to the hardware, checking the razors for rust, and then giving them a thorough sharpening, there really wasn’t much to do.

Restoring the finish was largely a matter of rubbing red leather polish in, to bring back the original colour and restore any fading or colour-loss.

All in all, the set was in excellent condition, barring some minor touch-ups, cleaning and general maintenance. A worthwhile purchase which will only ever increase in value.

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Luxury Sterling Silver Toothpick

 

If ever two words were more opposite to each other, I don’t think you could find a pair more perfect than ‘toothpick’…and…’luxury’.

But here we are.

I have dared to put these two into the same sentence, and it has been done.

Toothpicks have been used for thousands of years for cleaning teeth, picking out stuck food, gunk, grime, or for scraping away at the enamel surfacing to remove hardened plaque or other detritus. In an age before particularly sophisticated (or comfortable) dental care was available, keeping one’s teeth clean with a toothpick was one of the most important things ever! Abscesses, receding, or inflamed guns, and the sheer discomfort of stuck food or tooth decay, were big motivators for keeping one’s mouth (and teeth) as clean as possible at all times.

Precious Metal Toothpicks

Toothpicks made out of metal have been in use for centuries, and ranged from simple copper, bronze or brass ones, to expensive luxury models, such as those made from silver, or from (usually low karat) solid gold. In an age when plentiful food and good nutrition was much rarer than it is nowadays, using a silver or gold toothpick to clean your mouth after a meal was a sign of wealth and extravagance – the fact that you needed to use such a thing indicated wealth, and the fact that it was made of silver or gold only enforced this fact to anybody watching.

Precious metal toothpicks in gold or silver were common in many cultures around the world, and examples have been found which were made in the United Kingdom, Australia, and several countries in Asia, where using toothpicks is much more common overall, than it tends to be in European countries.

In both Europe, and Asia, silver and gold toothpicks were a common accessory. Usually, such toothpicks were housed in cylindrical metal storage tubes, and could be slid in or out upon the demand for use. They were usually affixed to the user’s clothing, or hung around the neck, using a chain or necklace, or else clipped to another piece of jewelry – such as on the end of a pocketwatch chain.

Such retractable toothpicks became increasingly popular in the 1700s and 1800s, when grooming and personal presentation were taken very seriously, and when professional dental care left much to be desired. Numerous silversmiths and goldsmiths all over the world made toothpicks for sale the public – usually out of high-grade silver (800, 900 or 925 sterling), or else, out of lower-grade gold (usually 9kt), owing to the soft nature of gold, which had to be heavily alloyed with copper so that it would be strong enough to be made into something as thin and small as a toothpick, without snapping or breaking while being used.

I picked up this particular toothpick at my local flea-market. There wasn’t much information, except a card that said: “STERLING SILVER TOOTHPICK”, and a price ($5.00). I have no idea how old it is, but going by the “STG SIL” mark on the end of the shaft, I’d say that it was Australian-made (STG SIL is a common, generic Australian silver mark, standing for “STERLING SILVER”).

The pick is square cross-sectioned, with a sharp, pyramidal point, a twisted shaft, and a flat, spatula’d end with the fineness punched into it. It’s 2-3/4 inches long, and is by far the smallest antique I have ever purchased!

For the person who has everything – you can still buy sterling silver toothpicks today. They might be the perfect “green” solution for you, if you’re looking for a portable and discrete way to clean your teeth while out and about, and don’t want to use wooden toothpicks, plastic ones, or miles and miles of dental-floss. A number of online retailers sell them and if nothing else, it’ll definitely be a conversation-piece at your next dinner engagement!…but perhaps just display it, rather than demonstrate it!

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The Long Way Back: The Farthest Flight of the Pacific Clipper

 

Imagine this – It’s December! You’ve booked yourself an international flight to the Far East to enjoy a balmy, sandy Christmas in the sun! You board the plane and take off across the Pacific headed for Southeast Asia, and settle in for several hours of relaxation, conversation and sightseeing over the ocean.

Before you’ve even reached your destination – your entire world is turned upside-down! Reports come in over the radio that suddenly, the whole world is at war! You can’t fly back, you can’t go on ahead, you have no idea where the plane is even going to land, and you could be shot down at any minute!

This is the terrifying tale of the Pacific Clipper, one of the long-haul luxury passenger seaplanes operated by Pan-American Airways in the 1930s and 40s, and the record-breaking flight that it took around the world in December, 1941, as the South Pacific exploded into war beneath its wings.

What Was the Pacific Clipper?

Introduced in 1938, the Boeing 314 Clipper was, in the late 1930s, the most modern of commercial, long-haul passenger aircraft being sold around the world at the time. Only twelve were ever constructed. Nine went to Pan-American Airways, and the remaining three went to BOAC – the British Overseas Airways Corporation.

The Boeing 314 was a large aircraft for the day, but even it wasn’t able to cover the entire width of the Pacific Ocean in a single, uninterrupted flight. Instead, the accepted practice of the day was to “island-hop” around the world, providing long-distance travel to the paying public by flying from one airbase to another, completing long-haul flights in stages. It wasn’t fast, and it wasn’t exactly glamorous, and it certainly wasn’t cheap!…But it beat the hell out of trying to cover the same distance by ocean liner!

PAA’s ‘California Clipper’ in 1940

The Pan-Am clippers came with most of the stuff that modern aircraft come with: Lavatories, seats that could convert to lie-flat beds, delicious food, and full steward service! However, they differed in many other ways:

First – journey-times were much longer. From California to Hawaii took up to 19 hours! Second – Passenger-volumes were much-reduced – The average pre-war Pan-Am clipper barely carried more than 70 passengers. Third – the Pan-Am clippers were all seaplanes, or “flying boats” – they had no landing-gear – instead, the planes took off and landed on flat bodies of water – large rivers, lakes, or along the coastline during calm weather.

Last but not least – tickets were expensive! A one-way flight from California to Hong Kong was $760 – around $14,000USD in modern prices!

Piloting a Pan-Am clipper was very different from flying a modern aircraft. Because the planes could only take off and land on water, pilots had to be extremely skilled, not only in flying, landing, taxiing and take-off – but they also had to know a lot more about weather, sea-conditions, how to spot a safe stretch of water, and how to read the windspeeds and directions accurately enough to know when, where and how to make a safe water-landing! These days, most pilots hope to only make one water-landing in their entire lives, if they ever have to – but for Pan-Am clipper pilots, it was literally a daily occurrence!

In an age when long-haul passenger-flights were limited and the industry was only, quite literally, getting off the ground – flying was far more dangerous than it is today. Engine-failures and emergency-landings happened much more frequently, and a full-service crew flew with the aircraft at all times to tackle all kinds of mechanical incidents that could happen during flight. The crew of the Boeing 314 Flying Boat was 11 in number: The captain, first officer, second officer, third officer, fourth officer, two flight-engineers, two radio-operators, the purser, and his assistant.

It was one of these fantastical flying machines – a Boeing 314 – which came to be known as the ‘Pacific Clipper’.

Pan-American Airways named all its early aircraft, just like how steamship-lines at the time named all their ships. And just like how shipping lines followed naming conventions (Cunard named all ships “-ia” – Carpathia, Lusitania, Muretania, Berengaria, etc, and White Star named all their ships “-ic” – Titanic, Olympic, Atlantic, etc), Pan-Am also followed similar conventions: All their aircraft were called “clippers”, a reference to clipper sailing ships, which were famed for their speed. The names were typically related to the plane’s assigned route.

There was the Atlantic Clipper, the China Clipper, the Caribbean Clipper, the Honolulu Clipper…and the subject of this posting: The Pacific Clipper.

The Farthest Flight of the Pacific Clipper

It is December 2nd, 1941. Off the coast of sunny San Francisco, the Pacific Clipper is preparing for a routine flight across the Pacific towards Auckland, New Zealand. There are twenty-three people on board: Twelve passengers, and eleven crew. The pilot is Capt. Robert Ford, a Pan-Am veteran, well-used to the rigors of long-haul passenger-aircraft flights.

With a range of 5,000 miles, the Pacific Clipper was never able to make the flight from California to New Zealand nonstop, and it was accepted that the plane would land several times during the trip to drop off and collect mail, passengers, food, drinks, trash, and most importantly – fuel! When Captain Ford fired up the engines and took to the skies, nobody on board could’ve imagined what lay ahead.

Pre-war Honolulu in the 1930s

The aircraft’s first stop was San Pedro, California, then out across the ocean. It landed in Honolulu, Hawaii, then Kanton Island near Kiribati, then Fiji, and then finally, New Caledonia. In the preceding days, it had covered over 6,000 miles! The final leg of the journey was still ahead: Auckland, a mere 1,200 miles away – well within the limits of the Pacific Clipper’s operational range.

As the plane took off from New Caledonia and flew southeast towards Auckland, wireless operator John Poindexter was relaxing at his station, his headphones strapped onto his head as the aircraft hummed around him. Right now, he was probably thinking about his wife – the same wife that he had advised, he would be home early for – and to keep dinner for him on the kitchen table.

That was before one of the two radio-operators on the flight pulled out sick, and Poindexter stepped in to replace him. Had he known what was about to happen, Poindexter would’ve told his wife not to bother about dinner, because he was going to be home late.

Very late.

Halfway through their current leg, the radio suddenly crackled to life, and Poindexter scribbled down a message in Morse Code. Ripping it off his pad, he hurried to tell the rest of the crew what had just come in over the airwaves.

It was December 7th, 1941. A date which would live in infamy. Poindexter had just found out about the Japanese aerial attack on Pearl Harbor in Hawaii.

As the pilot, his co-pilot, the stewards, navigator, flight engineers and radio-operators all looked at the message, they suddenly realised what a horrible position they were all in!

While they could safely make it to New Zealand, offload their passengers, cargo and mail, refuel and take-off again – it was immediately obvious that there was no way that they could ever go home…or at least…not in the conventional way.

Under normal circumstances, the plane would’ve flown northeast towards Hawaii, where it would land, refuel, and then continue on back to the mainland United States. With Japanese aircraft, warships and aircraft carriers between the South Pacific and Hawaii, however, such a route was impossible – an aircraft bearing American markings would almost certainly be shot out of the sky if it was discovered by Japanese surface vessels.

With Hawaii on high alert, landing and refueling there, even if they managed to evade the Japanese, would be next to impossible. Unable to make the journey back to California without at least one stopover, getting back home seemed impossible!

Landing in New Zealand

The first leg of this epic adventure was relatively easy – landing. Two hours after receiving the world-changing news that the naval base at Pearl Harbor had been blasted by the Japanese, Captain Ford and his crew executed a landing off the coast of New Zealand, taxiing up to Auckland and tying off. Passengers and cargo were offloaded and the plane was prepared for…well…they weren’t exactly sure what for…but they wanted to be prepared at the very least!

Unsure of what else to do, the crew made their way to the American Embassy in Auckland. Here, they managed to contact Pan-American Airways Headquarters…in New York…and waited for further instructions.

With facilities in Hawaii put out of action, the harbor inoperable and any aircraft-fuel being needed for military aircraft, flying back to California was all but impossible.

In the week that it took for headquarters to make up its mind on the crew’s next move, the Pacific was erupting into war around them. The Philippine Clipper at Wake Island had managed to evacuate all Pan-Am employees and a lucky few civilians, taking to the air as Japanese forces rolled in, riddling the aircraft with gunfire as it fought to get out of range. In Hong Kong, another Pan-Am flying boat had been blown up at its dock before it even had a chance to leave.

Knowing that time was running out and that their options were dwindling rapidly, it was eight days before Captain Ford and his crew found out what they were expected to do.

Finally, on the 15th of December, a cypher-telegram was dispatched from New York to the U.S. Embassy, Auckland, New Zealand. It instructed Captain Ford to strip the Pacific Clipper of all identifying marks, fuel-up, and to get home by whatever means were necessary. During the trip, radio silence was to be observed at all times, to prevent the aircraft from being detected by the Japanese, and to land in New York when it arrived back in American waters.

When he found out what he was expected to do, Captain Ford probably thought that it would’ve been better if he’d kept his mouth shut! There was no way the aircraft could fly that far without stopping several times for fuel. There was no way that they’d have enough food, equipment or supplies to last that long! They didn’t even have any money, and because Captain Ford only flew the Pacific routes – he had no maps or navigational charts to guide him across Eurasia, Africa, or the Atlantic Ocean! They were entirely on their own, with orders to make it home by any means necessary.

After refueling the aircraft, Ford and his passengers and crew took off once more, to an uncertain fate.

It was the 16th of December when they left New Zealand, and their first stop was one of their previous legs – New Caledonia. Here, Ford had been ordered to land, refuel, and take on evacuees – the staff of the Pan-Am facility that operated out of the New Caledonian capital – Noumea. Fearing that the island could be captured by the Japanese at any minute, Ford told the Pan-Am staff that they had exactly one hour to grab whatever they could, and flee. This wouldn’t be easy – each passenger was only allowed one bag each!

While the Pan-Am staff scrambled to pack their bags and secure their essentials, the plane was refueled. With everybody safely aboard, the plane took off once more, this time flying west.

The only other major landmass in the region that had not yet been taken by the Japanese was the Commonwealth of Australia – the Pacific Clipper’s next stop. It landed off the Queensland coast near the town of Gladstone, where once again – it started to refuel. While the ground-staff prepared the clipper for its next leg, the crew offloaded the Pan-Am employees from Noumea, judging Australia to be far enough away from Japanese aggression to be a safe evacuation-point.

While this was going on, Ford had to tackle another issue that hadn’t been an issue before last week!…money!

With each flight, the crew was provided with enough funds to cover their expenditures – food, fuel, and any necessary repairs – from California to New Zealand…but Pan-Am in New York had not been able to send them any extra funds for their long-haul flight around the world!

Wondering what to do, Captain Ford was suddenly approached by a young man, who identified himself as a local banker. The aircraft had enough food and fuel to last the trip – but what about money?

“We’re broke!” Ford recalled saying, and explained how they had only been given enough funds to support them there and back – not for halfway around the world!

“I’ll probably be shot for this”, the banker replied, but he went to his local branch, unlocked the vault in the back, and returned with $500 cash-money – American dollars! A not-inconsiderable sum in 1941!

Accepting the cash without another word, Ford handed it to Rod Brown, the aircraft’s navigator – the only person on board with access to the plane’s strongbox. The funds were deposited, and the aircraft prepared to take flight again.

Darwin in the 1930s. A sight like this would’ve been very similar to what the crew of the Pacific Clipper would’ve seen when they landed in the harbour on the 17th of December, 1941

The Pacific Clipper continued its journey westwards, flying across the Australian interior. Being a seaplane, the Pacific Clipper could only take off or land on water – and Australia being one of the driest countries on earth – there ain’t much water around! Certainly not enough to land a commercial aircraft in!

The afternoon of the 17th saw the Pacific Clipper landing in Darwin, the capital of Australia’s Northern Territory. The weather was atrocious and the plane came down in the midst of a tropical thunderstorm. Although it was the capital of the Northern Territory, Darwin was hardly a bustling metropolis! The crew were stunned to discover just how small Darwin was – little more than a large, country town. Even in 2020, Darwin’s population is still barely 150,000 people!

Darwin in the 1930s.

Despite this, Darwin was still an important military base, with an airfield, army-base, aircraft facilities, and a naval base in the deep-water harbour nearby. Darwin was such an army town that the crew found that their refreshment station was actually the local brothel!

While in Darwin, Captain Ford and his navigator, Rod Brown, had to decide what on earth they were going to do next. Australia was likely to be the last friendly nation that they would be able to land in, before they had to strike out on their own and try and make it home across the rest of the world. There would be no way to know where they could land, find fuel, repair the engines if they malfunctioned, could receive medical care, or even communicate with Pan-Am headquarters in New York, if they had to!

Leaving Australia…

After freshening up, the crew had to refuel the aircraft…again. 5,000 gallons of aircraft fuel had to be poured into the tanks before they could take off – not with pumps or hoses or anything as sophisticated as that!…Oh no.

It had to be done by hand.

1,000 5gal. jerry-cans of fuel had to be literally manhandled up the side of the aircraft and poured into the tanks over the wings, passed down, refilled, and then passed back up again! All this in the raging North-Australian heat! It was past midnight before the job was done, and the crew were exhausted! They allowed themselves a few hours’ sleep, and then took off again the moment it was light.

Lifting off from Darwin on the morning of the 18th, Captain Ford and his crew flew north to Surabaya in Java, then part of the Dutch East Indies.

Desperate to hold the island by any means necessary, British and Dutch forces were understandably on-edge when they saw an unidentified aircraft entering Javan airspace. Unable to make radio-contact, the Pacific Clipper was almost taken out by friendly fire! When it finally was allowed to land – the local authorities refused to give them any aircraft fuel! They insisted that their limited stock was for military uses only – but – they didn’t want to be seen as being unsympathetic – there was a war on, after all!…and they graciously informed Captain Ford that he was welcome to help himself to as much gasoline as he could load onto the aircraft! It’s not like anybody was going for a relaxing, Sunday drive right now, so there was more than enough petrol to spare! Even enough to fuel a commercial airliner!

The lower-quality automobile fuel had never been used in an airplane before, and Ford was skeptical about whether it would even operate properly at high altitudes! But he had no choice – it was either take the lower-grade fuel – or run out of fuel entirely, and crash in the ocean!

Erring on the side of caution, Ford ordered his flight engineers to siphon the remaining aircraft fuel into one tank, and fill the other tanks with the lower-grade gasoline. The plane would take off using aircraft fuel, but would carry out the next leg of its journey using the automobile fuel.

Once the plane was airborne, Ford switched the feed-valves on the tanks, shutting off the aviation fuel and switching on the pumps for the lower-grade petrol – the engines gurgled and spluttered and smoke started pumping out, but once they’d gotten over the initial shock of the change in their diet – they started firing once more.

Chasing the Sunset

Determined to put as much space between himself and the Japanese as possible, Captain Ford steered the Pacific Clipper westwards, and out across the Indian Ocean, and over waters which were, quite literally – uncharted! With no detailed maps, Ford, his navigator, co-pilot and the aircraft’s stewards were basically flying blind, only having the vaguest idea of where they were going. Navigator Brown had no navigational documents for this part of the world, and warned Ford that all they had to go on were rough bearings.

Ford decided that their next logical destination had to be a colony of the British Empire – somewhere that the Pacific Clipper would stand a greater chance of a friendly reception. To that end, the plane attempted to find the island of Ceylon – today – Sri Lanka – off the Indian coast.

Had they been traveling by sea, this would’ve been called an “all-red route” – a sea voyage which stopped only in “red” parts of the map – red being the colour of the British Empire. As they flew on, the crew of the Pacific Clipper encountered heavy cloud-cover. Unable to determine his position, Ford dropped the plane below the clouds to get his bearings – a decision he would immediately regret!

As he broke cloud-cover, Ford got the shock of his life when a Japanese submarine appeared below! The Japanese started manning their deck-guns and began firing at the Pacific Clipper and Ford had to quickly manipulate the controls to bring the aircraft back up into the clouds!

Sustaining no damage from the Japanese attack, the Pacific Clipper finally landed in Ceylon and the crew were welcomed by the local British military garrison, where they were invited to a meeting to give them whatever intelligence they could regarding the current state of the South Pacific.

After the aircraft had been refueled, it took off once more. It was now the 24th of December – Christmas Eve, and Captain Ford was about to get a very nasty Christmas present! They had barely flown more than a handful of miles when an explosion in one of the starboard engines made everybody jump! Peering out the window, Ford and his co-pilot were stunned to see smoke and oil gurgling from the #3 engine! Ford shut the engine down and spun the plane around back to Ceylon!

When they landed, Ford pulled the engine coverings off and discovered that one of the 18 cylinders had ruptured and worked itself loose from its mounting, causing the oil to leak out. Repairing the loosened mounting was not difficult…but it did take a long time, and it was Boxing Day before the plane could take off again.

Deciding to stick with their “British-Empire” strategy, Ford and his crew headed for Karachi, then part of British India (today part of Pakistan), and from there to the Kingdom of Bahrain, at the time, a British protectorate.

So far, so good.

Arriving in Bahrain, the crew once again made contact with the British military authorities stationed there, explained their situation, and their onward plans. Captain Ford was warned to avoid flying over Saudi-Arabia if at all possible, due to the potentially hostile reception he might receive – more than a few British aircraft had been shot down over Arabian airspace, and while the Pacific Clipper had, by this time, been stripped of all its identifying marks to avoid enemy attention, there was still a good chance that an unmarked, un-identifiable aircraft might still be targeted by hostile forces.

The Pacific Clipper in flight

Captain Ford provisioned and refueled his plane, and they took off again. With fuel a precious commodity, Ford wasn’t in any position to take a ‘scenic route’ back to America, and so, ended up flying across Saudi-Arabia anyway! To protect against gunfire, the clipper remained in the clouds for the majority of the leg, only dipping down to check their bearings every few miles. They’d been in the air about 20 minutes when Ford took the plane down to check their progress. The crew got the shock of their lives when they realised that they were flying right across central Mecca! Fortunately, anti-aircraft installations did not exist in Mecca, and the Pacific Clipper flew on, unmolested.

The aircraft’s next stop was Khartoum, the capital of the Sudan. Landing on the famous River Nile, Captain Ford and his crew were greeted by representatives of the British Royal Air Force, who helped them refuel the Pacific Clipper, provision it for the next leg of its epic journey, and wished them godspeed.

Exactly where to go next was a bit of a challenge. Flying to Europe was dangerous at best, unwise at worst. While they could probably head to somewhere like Gibraltar, Ford feared that the clipper’s engines, already taxed to breaking-point, would not survive the heat of the Sahara Desert – a forced landing there would be a death-sentence to everybody! This also meant that places like Casablanca, Spain or Portugal were out of range.

Instead, the crew decided to fly to Leopoldville in the Belgian Congo – it would at least be further west, and would take them one step closer to home.

Landing on the river near Leopoldville, the plane was tied up at a jetty and the crew disembarked for their next rest-stop. Upon their arrival in town, they received the shock of their lives! Two Pan-Am employees – an airport manager, and a radio-operator – greeted them! Relieved to see colleagues again, the crew relaxed, had a meal, exchanged news…and thanks to the two Leopoldville employees – enjoyed something that none of the Pacific Clipper crew had had, probably since leaving Australia – a nice, cold beer!

The crew rested in Leopoldville overnight while they planned the next leg of their journey. They also refueled the aircraft and prepared it for the next day’s flying – in fact, they prepared it so well, that come dawn, the plane was almost too heavy to take off! With tanks full of fuel and oil, cargo and crew, and with the soggy, humid air of the equator all around them, the Pacific Clipper narrowly avoided plunging off the edge of a waterfall as it lurched ungainly into the air once more!

The Atlantic Crossing

The next leg was one of the most dangerous – flying across the Atlantic to South America – a journey that took them nearly all day and night! When they finally landed in Natal on the Brazilian coastline, port authorities insisted that the aircraft – by then looking very battered, worn-out and worse-for-wear, due to it serving as the home for the ten crew-members for the past month – had to be fumigated for mosquitoes, which could carry deadly yellow fever. The crew disembarked the plane and started planning the next part of their journey while a team of fumigators boarded the aircraft and got to work.

And boy, did they ever! When Captain Ford and his colleagues returned, the ‘fumigators’ had robbed them blind! Anything that wasn’t nailed down had been stripped off the aircraft! All their personal papers, most of their charts, maps, travel-documents, company papers, and most of their money had been stolen!…a fact they only discovered once they had already left Brazilian airspace!

Finally back in the Americas and in familiar skies once more, Captain Ford flew towards the Port of Spain, the capital of Trinidad & Tobago. This was the first place they’d landed in since leaving New Caledonia a month before, that had actual Pan-Am facilities, and Ford was relieved to be among friendly faces once more. The next leg was the last one – the final flight home to New York!

Captain Ford and his colleagues were so eager to get home that they took off almost immediately. It was now the 5th of January, and New York was just a short jaunt away. They left Trinidad so early that when they arrived in New York, it wasn’t even daylight yet! As a result, when Captain Ford contacted La Guardia Airport Air-Traffic Control with the words: “This is the Pacific Clipper, inbound from Auckland, New Zealand! Overhead in five minutes!”, the air-traffic controller called back that the Pacific Clipper was not allowed to land!…for 50 minutes. Only when the sun rose near 7:00am, did the plane finally touch down in American waters once more!

The incredible journey of the Pacific Clipper

In the end, Captain Ford had made history! And in so many ways! Let’s count them, shall we?

The first-ever round-the-world flight by a commercial airliner.

The longest continuous flight made by a commercial airliner.

The first circumnavigation of the world by following the equator.

The longest nonstop flight in the entire history of Pan-American World Airways: 3,583 miles from Leopoldville to Natal.

In the nearly four weeks it took them to get home, Ford and his crew had visited twelve nations on five continents, and had made eighteen landings! They had also made incredible history!

The Pacific Clipper on its arrival at La Guardia Airport, New York. 6th of January, 1942

Want to read more?

Sources included…

The History Guy YouTube Channel.

The Pan-Am Historical Foundation website.

The Navy Times website.

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Restoring a 1920s Retractable Razor Strop

 

Back when straight razors were still the predominant method for carrying out the daily shave, a wide variety of accessories and nicknacks were invented to go along with them.

Just like how nowadays you have suction-cup stands for your smartphones, or bendy-bendy-all-adjustable tripods and selfie-sticks for all your photographic social-media needs, or how companies are now trying to sell you all kinds of groomers, trimmers and motorised hedgeclippers to trim literally every part of your body that you can reach (and even some which you probably can’t!), back at the turn of the 20th century, all kinds of manufacturers were cranking out an equally wide variety of gizmos that claimed to make your grooming routine oh-so-much-easier!

From specialist sharpening stones to razor-kits, reusable blades and shaving sticks, all kinds of accessories were available from any number of magazines, catalogs and specialist suppliers. One of the most common accessories – especially popular among the well-groomed traveling gentlemen of the world – was the retractable razor strop.

Strops – the long, wide strips of leather used to smooth off and realign the edges of the blades on cutthroat razors – had to be as smooth and as flat as possible. Folding, bending or creasing the strop in any way while traveling would cause excessive wrinkles, kinks or deformity to the leather, which would render it useless as a strop. Because strops had to be kept smooth and flat, they could take up a lot of space when traveling. However – there was nothing against rolling up a strop – simply rolling a strop up wouldn’t cause creases or fold-lines that a razor-blade could trip over – which made it the ideal way to package a strop small enough to the portable, without compromising its structural integrity.

The only thing was – there had to be a way to easily roll and unroll the strop each time it was used. In the end, a simple coiled-spring retractable mechanism was created, and housed inside a metal barrel or casing. One end of the strop was attached to the spring-barrel inside the casing, and the other end of the strop trailed out of the mouth of the casing. The remaining leather was coiled up inside the casing, and wrapped around the barrel. Pulling the strop out for use would cause the spring inside the casing to tighten up, and letting go of the strop would make the spring relax, spinning backwards and pulling the strop back inside the storage case.

Simple, and effective.

So effective that several of these retractable strops were manufactured and sold to the public! What had once been a strip of leather over a foot in length and two to three inches in width, was now little more than a rolled-up leather strap, tucked into a metal casing smaller than a soda-can! So simple, so robust, and so convenient!

The majority of these retractable razor strops were housed in cases made of nickel-silver, or silver-plated pewter, or some other variety of cheap, white metal, presumably to keep costs down. The one which I bought online differs from all these greatly, in that the outer casing is made entirely of sterling silver – and has all the hallmarks to prove it!

I have seen several of the silver-plated ones, but never one which was made of solid sterling silver before. After winning it at auction

Pulling Apart the Strop

The original leather that comprised the main component of the strop was completely un-salvageable. It was dry, cracked, torn, brittle and covered in grime. No amount of beeswax and polishing was ever going to restore it.

The first step was to remove this. To do that, I unscrewed the strop-casing, starting with the large bolt that goes right through the body of the casing. After unscrewing it, I pulled it out, and broke the casing open into its three main components: The barrel, and the two end-discs.

Inside the barrel was the strop, and the winding cylinder, all held together by two end-caps.

The strop with the new leather.

I pulled these out and then removed the spring that activated the recoil-mechanism. The final step was to remove the actual leather from inside the cylinder. The leather is simply held in place by friction, and three triangular claws that hold the leather in place. I ended up just cutting the leather out using my pocketknife and pulling it out with tweezers.

I used the original leather as a template, from which to cut a strip of fresh leather of the same dimensions, from some scrap leather of the same thickness and similar finish.

The next step was to fit this into the winding cylinder, and fit the three claws in place, to stop the leather sliding out. After that, the spring was put back inside, the end-caps slid on, and then the leather was simply rolled up around the cylinder.

After that, the cylinder, spring and leather were dropped into the barrel, and the end-discs were fitted back on. I fed some of the leather out of the mouth of the barrel, and then started screwing the bolt back on. This proved to be surprisingly tricky and took a few tries to get right – but the threads finally meshed and the whole thing was screwed back together.

The final step was to cut and sew a new pull-strap to put onto the end of the strop, polish up the metal to remove the worst of the tarnish, and then hang it up in my bathroom. All done!

The hallmarks on the silver casing reveal that the strop was made in Birmingham, in 1924. For something that’s nearly 100 years old, it works surprisingly well!

The spring is perhaps not as elastic as it once was, but the results speak for themselves…

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Restoring an Antique Ivory Straight-Razor

 

Sometimes, you buy stuff secondhand, at auctions, at flea-markets, from collectors’ fairs, and you look at it, and think:

“Gee, it’s nice!…Pity it doesn’t work…”

That was the situation I found myself in when last year, I bought a very nice, antique straight razor with ivory scales. The scales were in decent condition…but the same could not be said for the blade housed within them. Ground almost into nonexistence, and as blunt as the flat side of an axe, no amount of a makeover was ever going to revive the career of this blade…which was a shame, because razors with ivory scales are beautiful..and hard to find.

The good news is that straight razors are very simply constructed, and I was certain that with the right equipment and tools, it would be possible to remove the worn out blade, find another blade from another, trashed razor, and replace it.

Fortunately, cheap, broken razors are all over the place, and earlier this year, I stumbled across a perfect candidate for my project at my local flea-market. For $5.00, I nabbed up a square-point BENGALL in excellent condition…bar the fact that the scales…which I judged to be some kind of celluloid…were literally crumbling to dust.

I tore the broken scales off with pliers, and using a file, I ground off the flange around the top of the pivot pin. I popped out the washer, pulled the whole pin and all the other washers out of the scales, threw the scales away, and started in on the blade, polishing away all the rust and staining – once I installed this blade in the new scales, this would be impossible to do, so it had to be done now.

The next step was more delicate: Removing the worn out blade from the ivory scales:

I taped the ivory, and then set in with a file to grind down as much metal as possible. I peeled off the now paper-thin washer that held the pin in place, and with a punch and hammer, I drove the pin out through the scales and blade. This loosened everything up enough to swivel the scale out of the way, drop the pin out, and remove the blade, all at once.

Unfortunately, the ivory, being as old as it is, was more fragile than I had anticipated…which is saying a lot, because the ivory was already wafer-thin and delicate as hell! As I half-expected, the ivory split across the holes drilled for the pins. Apparently, restoring this razor was going to be a bit more challenging than I had first hoped.

Simply gluing the ivory back together would never work – it would have to be reinforced. I found the thinnest strips of steel sheeting that I could find – barely thicker than tin-foil – and cut out rectangular strips which I could use to glue the ivory onto, and then glue that back onto the main body of the scales.

One benefit of the steel strips being so thin is that they’re very easy to cut with ordinary scissors – or fold, or tear…or even punch holes in! So I punched two holes in the strips so that they could still hold the ivory together, while having somewhere for the pin to go through.

I glued everything back together and left it overnight to set. The next step was relatively easy: Putting the razor back together, with the working, replacement blade.

To prevent wear, friction and jamming, razor-blades are inserted into straight razors very carefully in the following manner:

First: A washer or collar goes onto the pin. The head of the pin is “peened” or hammered flat so that it flares out at the end – this stops the collar from dropping off.

Next, the collared pin is fed through one hole in the scales. Another washer is dropped in on the other side, so that the scale is sandwiched between two washers. The razor blade is then dropped in on top of this, and a third washer is added on top of that. This means that the razor is always sliding against smooth metal – not against the body of the scales, which could damage them, cause friction, or jamming.

The other half of the scales is fed onto the pin through another pin-hole, and then a fourth washer is popped in on top of that, when the pin comes out the other side.

So far, so good. I set it all up and left it to dry overnight.

In the morning when the epoxy glue had hardened and the steel strips and ivory had all been bound firmly to the body of the scales which they had broken off from, it was time to do the last step of the reassembly process: Affixing the blade permanently to the scales.

Traditionally, this is done by filing down the head of the pin until it isn’t more than two or three milimeters above the top of the scale. With the collar or washer in place to provide protection, the head of the pin is – once again – peened over.

This is where I really was rather worried – peening the pin would mean putting the razor on my jeweler’s anvil, lining it up, and then belting the top of the pin with my ballpeen hammer to flatten out the head and mushroom the edge over the hole and washer, to keep everything in place.

Normally, this is easy – hold it still – and literally hit the nail on the head. Or it would be easy, if I wasn’t trying to fix a razor with fragile, brittle, antique ivory scales…

I had serious misgivings about whether the ivory would be able to withstand the shock of the hammer-strikes, but in the end, my fears were unfounded. That said – peening the top of the pin enough to hold the razor together, and stop the collar from popping out – took considerably more effort than I had anticipated – and I was hammering away at it for quite a while!

In the end, the results speak for themselves. The final touches were a bit of filing and sanding to clean up the glue and ivory, and of course – a very, very thorough honing and sharpening, to get the blade back up to snuff…

The results aren’t perfect, but the razor is intact, functional, elegant, and has a rustic, vintage charm to it. The razor swings smoothly on the pin and the scales have held together admirably, considering what’s been done to them. The blade opens and closes flawlessly, and is perfectly centered, preventing any possibility of the edge of the blade striking the scales – which is a huge pain in the ass, because it would indicate manufacturing faults – none of which exist here!

A beautifully polished, sharpened blade has been given a new home, and a pair of creamy-coloured ivory scales have been given a new lease on life.

In this final photograph, you can see just how dramatic the difference is between the two blades – the original German one, made in Solingen (on the left), and the replacement Bengall one, made in Sheffield, (installed between the ivory scales, on the right).

The installation of the new blade was both easier, and more difficult, than I had initially expected it to be. Easier, because the steps required to make it happen were not really that difficult to execute, but also more difficult, because of the unexpected steps that had to be taken, over the course of the refurbishment.

Thanks for reading my latest restoration project! I hope you enjoyed it and will return again soon. Fixing antiques and breathing new life into them has always been one of my big hobbies. This isn’t my first antique restoration, and certainly won’t be my last – but it is my first restoration of an antique straight razor! Despite the setbacks, I think we can confidently call this a success.

Here, you can see the completed razor alongside the two other ivory-scaled razors in my collection…

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Antique Chinese Silver Retractable Ear-Curette & Toothpick Pendant

 

This is probably one of the most interesting, unusual, useful, and, possibly – off-putting – pieces in my eclectic collection of antiques.

This was something that I scored on the great online flea-market we call eBay (remember folks! I’m on eBay now!). It isn’t something especially common, and I thought it’d make a great little novelty addition to my collection.

This solid silver rectangular pendant, with a ring-top and a pair of toggles on the sides was something that I stumbled across completely by chance on the internet, and once I realised what it was, I decided that I simply had to have it, even if only for the novelty aspect of the whole thing!

Very common in Chinese culture, these ear-curette and toothpick pendants were extremely popular in the late 1800s and early 1900s, and were commonly used by Chinese women to remove stubborn earwax from their ear-canals, or crud from between their teeth after meals. In an age before consistent, and quality dentistry, anything extra that you could use to keep your teeth clean would’ve been very useful!

This particular pendant has two slide-out implements: A curette (an earwax-spoon), and a toothpick. They were most commonly made of either gold (usually 18kt), or silver (800, 900, or 925 sterling), and were popular as trinkets, gifts and practical little doodads to carry around with you on a day out.

Here, you can see the toothpick. Fully extended, the whole thing is about 3 inches long, from the point of the toothpick to the end of the ringtop. The slide-toggles are shaped like flowers, and the sides of the pendant are also decorated with leaves and flowers.

On the other side is the little hook/spoon-shaped scoop for removing earwax.

Pendants like this one were commonly worn around the neck with a matching chain of either gold, or in this case – solid silver. My grandmother had a pendant like this in solid gold which I remember from my childhood. It was lost in a move and we never saw it again, but it is nice to have this little trinket – a unique piece of Asian silverware, not likely to be found manufactured anywhere else in the world!

Although this is probably the smallest antique I’ve ever bought, at just over 1.5 inches long, I think that it ranks up there as one of the most interesting, because of how unique it is. They aren’t common, and so far as I know, aren’t made in modern times. At least, not in this configuration! I hope you found this short posting enjoyable and got the chance to see something that perhaps, you’ve never seen before, or perhaps, not even thought might exist!

Well, now you do.