Extending some 130 miles in a generally southeasterly direction from its source at Tuscarora Springs in the anthracite coal region of Schuylkill County to its point of confluence with the Delaware River in Philadelphia, the Schuylkill River has played a central role in shaping the character and aspirations of Philadelphia and the regional hinterland through which it

flows. The train on the front of this post card is crossing the Schuylkill River in Philadelphia, just before the river joins the Delware River. The river’s watershed of about two thousand square miles lies entirely within the state of Pennsylvania. Native inhabitants had been camping and fishing on the banks of the Schuylkill for as much as fourteen thousand years before the first Europeans arrived. The area was first settled by the Unalachtigo who settled in bands along the rivers and creeks of southeastern Pennsylvania. They referred to the river as Ganshowahanna, meaning “Falling Water” or Manayunk, which meant “where we drink.” A navigator, Arendt Corrsen of the Dutch West India Company, gave the river its modern name in 1628, when he became the first European to navigate it. Many streams flowed into the Schuylkill, including the Wissahickon, Plymouth, Sandy Run, Skippack, Pennypack, and Perkiomen Creeks, prompting the construction of dams and mills to produce grain, lumber, oil, paper, and powder and enhance trade. The presence of natural rapids, however, presented obstacles to boats. After several failed attempts in the 1780s and 1790s to fund improvements that would make the rapid-filled Schuylkill navigable, Philadelphia businessmen finally convinced the Pennsylvania legislature in 1815 to approve the charter of the Schuylkill Navigation Company to construct a slack water navigation system of canals, dams, and pools between Philadelphia and Pottsville to the northwest in Schuylkill County. The system opened to navigation in 1824, and with an extension to Port Carbon four years later it generated the shipment of newly discovered riches of anthracite coal. Although supporters of the new system envisioned it primarily as a means of securing the flow of natural products to Philadelphia, especially grain (which local businessmen feared might otherwise be sent to Baltimore by way of the Susquehanna River), coal quickly dominated the business. The information present above was taken from this website: https://philadelphiaencyclopedia.org/essays/schuylkill-river/ I also published a post card regarding the Schuylkill River on February 16, 2022 then on November 15, 2023 and again on September 23, 2014.

The post card was published by the Post Card Distributing Company out of Philadelphia, Pennsylvania. It was only in existence from 1911 to 1919. Their logo was a backside view of the statue of William Penn, the founder of Philadelphia.

Waiting Patiently

The Pennsylvania Railroad ran both electric and steam locomotives on their

lines. The locomotive on the front of this post card is waiting for a power swap that occurred at South Amboy station. The electric locomotives would bring the train this far, then hand over the consist to the steam locomotives for the rest of the trip. This happened from 1938, when the Pennsylvania Railroad extended electrification from its New York-Washington D.C. The trade off was made between GGI electrics and steam locomotives until 1957, when the Pennsylvania Railroad switched the final steam locomotive for diesels. Penn Central, and its successor railroads continued the switching of power until 1988. This is when the rest of the line was electrified and the switching was no longer required. The article on this website has a great story of a gentleman who was able to participate in a historic recreation of the power switch: https://www.railwayage.com/news/njt-40th-anniversary-express-south-amboy-power-swap-redux/

The post card was published by Audio Visual Designs out of Earlton, New York. It has a 5-digit zip code, so we know that it was published after 1963. The picture was taken in 1954 by Richard R. Wallin.

Still around and still going strong; the Railroad, not the locomotive, that is.

The locomotive on the front of this post card is a 2-8-4 Berkshire that has

stopped to take on water in Dillonvale, Ohio on June 16, 1955, on the Nickel Plate Railroad. However, the locomotive was originally purchased by the Wheeling & Lake Erie Railway. That company has gone through quite a few changes, but it still exists today. Here is a history of the railway as taken from their website: https://www.wlerwy.com/ The Wheeling & Lake Erie Railway Company is the largest Ohio-based railroad and among the largest regional railroads in the country. Our service area includes 840 miles of track operating in Ohio, Pennsylvania, West Virginia and Maryland. 1871 Began in order to fulfill the need for a railroad connection between the Wheeling, West Virginia coal fields and Lake Erie port cities and facilities. Initial enthusiasm was offset by capital constraints. 1877 Interest intensifies in transporting Ohio coal to Lake Erie and iron ore from the Lake to steel plants in southeast Ohio. 1913 Main offices were moved to Brewster, Ohio, where they remain today. 1945 W&LE changes hands several times after World War II, leased by Nickel Plate, then controlled by Norfolk & Western, which later merged to become Norfolk Southern. 1990 Norfolk Southern sold W&LE to a group of investors, who renewed the Wheeling & Lake Erie Railway corporate name. The new rail system was now made up of a combination of the former W&LE, the Pittsburgh & West Virginia (PWV) and the Akron, Canton & Youngstown (ACY) lines. The 576 miles of track, combined with trackage rights encompassed 840 miles. 1994 W&LE acquired the former Akron and Barberton Belt Railroad and part of the local Conrail “Cluster” railroad in the greater Akron, Ohio area. A wholly owned subsidiary of The Wheeling Corporation, the Akron Barberton Cluster Railway handles in excess of 10,000 carloads per year for our 25 customers, primarily consisting of traffic in aggregates, chemicals, grain, plastic products, and scrap iron. Today W&LE now handles over 140,000 carloads per year and operates in Ohio, Pennsylvania, West Virginia, and Maryland. The company is private, 100% internally owned, and currently has approximately 425 employees. The post card was published by Audio Visual Designs out of Earlton, New York. AVD was started in 1964 by Carl Sturner for the sole purpose of providing railfans with sound recordings of locos and trains as well as with photochrome postcards of trackside photos. These stunning color images were taken all over the country by some well-known photographers such as David Sweetland. This photo on today’s post card was taken by Bob Collins. The history and product line of AVD can be found on the company's website at www.audiovisualdesigns.com

More about the Publisher than the Train...

This is post card number 163 in Album Number Four of my train post card collection. I had skipped over it in the past thinking that it would be impossible to find any relevant details about either the front or the back. This morning, I discovered that I was wrong on both accounts. The

locomotive on the front of this post card is a 4-6-2 Pacific type of locomotive. Adam Burns of Amercian Rails https://www.american-rails.com/4-6-2.html tells us that "the Pacific Type became one of the most prolific and common steam locomotive designs during the first two decades of the 20th century and was by far the most widely used for passenger service. The 4-6-2's large drivers and high tractive efforts of the time made them ideal for such operations where they could regularly cruise at speeds over 70 mph." The purpose of this post card is to inform your loved ones that you have arrived at your destination "safe and sound". To do this, you simply fill in the hands on the clock with your arrival time; then, write the name of the city at which you have arrived on the line at the bottom and send it off to your family. In this case, it looks like someone arrived at Burlington, Iowa at 11:00 (can't really tell if it is morning or night) and sent the post card to Edith to let her know they are safe.

I cannot say if this train is actually at the Burlington, Iowa train station, but looking at images on line of the old station, I would say "not". Plus, this post card was published in New York City, so I doubt if Sanford Morris Salke, the person who owns the copyright, travelled to Burlington just to take this picture. I found this information about the publisher on line at https://www.laurelcottagegenealogy.com/?p=7904 Someone was doing a geneology search and provided the results at this location. The

double A in the bottom left-hand corner stands for the American Art Production Company. (I have post cards also from the American Art Post Card Company.) But, because the person was dong geneology research on Sanford Salke, we can know that this card was published by the former. The connection to Sanford was made by looking at the graphics around the word "Post Card" at the top of the card.

The design was likely fashioned around “S” for Salke:  You can see how the line continues into an S shape if you follow it under the “For Address Only” printing.

Still Here After All These Years (at least part of it is)...

The Colorado and Southern Railway is one of the West's most fabled lines

even though it spent much of its existence as a subsidiary of the much larger Chicago, Burlington & Quincy system. The C&S was officially incorporated on December 19, 1898 as a means to bring stability to several bankrupt railroads which radiated west, north, and south of Denver. All of this information is taken from the excellent website: https://www.american-rails.com/colorado.html The C&S's earliest predecessor was the Colorado & Clear Creek Railroad, which was chartered on February 9, 1865 as a narrow-gauge mining railroad. The railroad reached its final length in 1884 when it chartered the Georgetown, Breckenridge & Leadville Railway to stretch west of Georgetown and the small mining town of Graymont. The Colorado and Southern Railway (C&S) came about because of the bankruptcy of the Union Pacific on October 13, 1893. Officially, the C&S was born on December 19, 1898 to take over not only the Union Pacific, Denver & Gulf Railway but also the narrow-gauge operations it held. The C&S itself operated for only ten years as a independent company before being purchased by the Chicago, Burlington & Quincy (CB&Q) in 1908. For the Colorado & Southern's part it remained a separate entity from the CB&Q and operated independently, partly due to the fact that Texas law required such and that all railroads operating within its borders be headquartered within the state. Due to the narrow-gauge operations becoming less and less profitable the railroad slowly sold off or abandoned the network piecemeal until the final leg, still in operation to Golden, Colorado, was converted to standard gauge in 1943. In 1980 the line reverted solely to the Burlington Northern ownership. Today this section is still operated to serve the Coors Brewery located there although virtually all the rest of the C&S's once vast narrow-gauge operations are but a memory. The lone exception is a small, 4.5-mile section of the line around Georgetown which today operates as the Georgetown Loop Railroad during the summer months of the year.

This post card was published by Audio-Visual Designs out of Rearlton, New York. It is one of 333 post cards that I have from this publisher. AVD was started in 1964 by Carl Sturner for the sole purpose of providing railfans with sound recordings of locos and trains as well as with photochrome postcards of trackside photos. These stunning color images were taken all over the country by some well-known photographers such as David Sweetland. The history and product line of AVD can be found on the company's website at www.audiovisualdesigns.com