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melodythefriendlyghost-blog · 4 years

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Spooky tv for spooky littles

Fair warning! Some shows/movies may be a bit scary depending on your little age, I tried to put in all the tv ratings as well as if I personally think it gets scary 🥺👉👈 (also some shows/movies may still be on my watch list but I think they match the theme! I am sorry if they don't!)

Also another quick note, I may add more later! My lists are a bit of a mess so I'm super sorry if I missed anything!

Hulu

The Furchester Hotel: TV Rating - TV-Y

This is a spinoff of Sesame Street, there's two season with each episode around 12 minutes long! It's very easy to watch and is mainly in this category for the monsters!

Sesame Street: TV Rating - TV-Y

I can't mention The Furchester Hotel and not mention Sesame Street! They have seasons 35 to 40 and each episode is around an hour long, this is also in this category for the monsters and the count of course!

Foster's Home for Imaginary Friends: TV Rating - TV-G

There's 6 seasons and in is this category for the monsters too! I used to watch it lots and remember some parts used to seem a bit scary to me so if you scare easy be careful!

Gravity Falls: TV Rating - TV-Y7

Both seasons are on here with each episode is about 23 minutes long (excluding the final one), it can get scary in some parts (specially with the final episodes) so I wouldn't recommend if you regress to a very young age! It is still super fun and has a huge mystery part, it is in this category for the monsters and summerween of course!

Curious George: A Halloween Boo Fest: TV Rating - Unknown (Under Family?)

This movie is 57 minutes long so it's not too long of a movie if you get distracted easy or are super busy! I haven't watched it yet so it's in this category due to it being halloween related!

Netflix

What's New Scooby-Doo?: TV Rating - TV-Y7

There's 3 seasons with 14 episodes each which are about 21 minutes long! It's in this category because they chase around ghouls and find out who the bad guy really is, I used to watch it a lot as a kid and always found it and the original very comforting.

DreamWorks Spooky Stories: TV Rating - TV-PG

Shrek and his friends tell scary stories together, it can get spooky at some parts so be careful if you get easily scared. There's another volume (each having one season) and the episode lengths are different per episode 😅 I honestly love watching the stories specially during halloween!

Hotel Translyvania The Series: TV Rating - TV-Y7

I haven't watched it yet but from the description it follows Mavis around! There's only one season (26 episodes) with each episode being around 22 minutes long!

Super Monsters: TV Rating - TV-Y

There's three seasons (the last two having 6 episodes) with each episode being around 23 minutes long. It's about the preschool kids of world famous monsters! They have some movies too which I may mention, I haven't personally watched them yet but I plan on it!

Goosebumps: TV Rating - TV-G

They have four seasons and some specials, the episode lengths are different each time. It can be a bit spooky (I remember I used to cry over some episodes) so be prepared if you get scaried easily, I personally still enjoy it despite getting a bit spooked but it's still good while regressed and big!

My Babysitter's A Vampire: TV Rating - TV-PG

I personally haven't watched it yet but there's two seasons with 13 episodes with each being about 22 minutes long! I am adding it in because of vampires so I am sorry if it get super spooky 🥺👉👈

Monster Math Squad: TV Rating - TV-Y

It's about three monsters solving problems with math! There's two seasons with each episode being about 12 minutes long. I put it in here because of the monsters!

Room on the Broom: TV Rating - TV-Y7

It's a movie about a nice witch who offers rides to animals 🥺 it's 25 minutes long (and I'm watching it tonight yay :3)

Monster Family: TV Rating - TV-PG

It is 1 hour and 33 minutes long, it's about a family who gets turned into a bunch of monsters. I haven't watched it yet but I am planning on it!

The Little Vampire: TV Rating - TV-G

The movie is 1 hour and 22 minutes long, this is another I've been meaning to watch (I'm sorry 😅)

Monster High New Ghoul at School: TV Rating - TV-Y

This movie is 23 minutes long, I love monster high and have loved it for a long time so the next following reccomendations will be monster high related. The movie is about Frankie Stein trying to fit in at Monster High!

Welcome to Monster High: TV Rating - TV-Y7

The movie is 1 hour and 13 minutes long, it follows Draculaura trying to create a new type of school for monsters to be themselves!

Monster High Electrified: TV Rating - TV-Y

The movie is 1 hour and 11 minutes long, it's about Clawdeen trying to turn an abandonded power station into a hair salon for monsters and "normies" but someone tries to scare the humans.

Monster High Great Scarrier Reef: TV Rating - TV-Y7

It's 1 hour and 11 minutes long, the monsters get sucked into the reef and Lagona has to help them!

Pocoyo Halloween: Space Halloween: TV Rating - TV-Y

It's 39 minutes long, I personally haven't watched it yet but the style looks cute and I put it in here because of halloween!

Pocoyo Halloween: Spooky Movies: TV Rating - TV-Y

I found this one while looking through my list, it's 21 minutes long and I think it goes with the one above!

Pac's Scary Halloween: TV Rating - TV-Y7

It's 44 minutes long and again I haven't watched it yet but I like some pacman stuff and thought it would fit cause halloween 🥺👉👈

Oddbods Party Monsters: TV Rating - TV-Y

This is 23 minutes long, I think there's a series or a series of movies at least for this but the oddbods get swapped into their dressed as which sounds kinda funny but I put it in here cause it's halloween related!

Hulk Where Monsters Dwell: TV Rating - TV-PG

The movie is 1 hour and 15 minutes long, Hulk and Dr. Strange battle monsters on halloween. It may be a bit scary so I am sorry in advanced!

Dear Dracula: TV Rating - TV-Y

The movie is 43 minutes long, it's about a boy who writes to his hero (Dracula) and finds out he needs his help!

Super Monsters Save Halloween: TV Rating - TV-Y

It's 24 minutes long and though I haven't watched it I couldn't leave it out because it has halloween in the title!

Disney+

Vampirina: TV Rating - TV-Y

From what I've watched so far it's super adorable, it's about a vampire and her family moving from Transylvania to Pennsylvania and she tries to make new friends. It has two seasons each with 25 episodes and being around 25 minutes long, it has honestly become one of the shows I fall asleep watching because it is very comforting.

Vampirina Ghoul Girls Rock!: TV Rating - TV-Y7

I haven't watched this one yet but this is a cartoon version where Vampirina and her friends start a band! There's two seasons and I think it would be good for those who like spooky and music while regressed. There's two seasons with the episodes around 4 minutes long so I think they're little music videos(?)

Gravity Falls: TV Rating - TV-Y7

I've already mentioned this before but the reason I'm mentioning it again is the short series below :3 Also please keep in mind it may get spooky at some bits

Gravity Falls Shorts: TV Rating - TV-G

There's one season with the episodes around three minutes long, it's like the characters have their own little web series (I personally love Mabel's episodes!). I highly reccomend it

Henry HuggleMonster: TV Rating - TV-Y

I have been meaning to watch this but there's two seasons with the episodes around 25 minutes long (yes I added this because monster was in the name 😅). If you like monsters maybe you'll like this series!

Wizards of Waverly Place: TV Rating - TV-G

I watched this when it first came out and was obsessed with it, I highly reccomend it (please watch it 🥺). It has lots of magic and later on mentions vampires and werewolves but if that scares you then just be careful!

Frankenweenie: TV Rating - TV-PG

The movie is 1 hour and 27 minutes long, it can be a bit sad and spooky from what I remember but it's about a boy named Victor who brings his dog back to life. I am pretty sure I cried a lot when I first saw it but I am very sensitive when it comes to animals and death (even if it is animated/not real 😅)

The Haunted Mansion: TV Rating - TV-PG

The movie is 1 hour and 29 minutes long, it's about the Haunted Mansion of course! I used to love (and still love) the Disney movies revolving their rides, just be careful cause it can get a bit spooky and has some screaming/mention of death from what I remember.

Halloweentown: TV Rating - TV-PG

The movie is 1 hour and 24 minutes long, it's about young kids who find out about Halloweentown and stop bad guys from taking over the monsters home if I remember right. I was a bit spooked of it the first time I watched it due to a few parts but it's really fun to watch specially around Halloween time, I think they also have the sequels too!

Monsters Inc.: TV Rating - TV-G

It's 1 hour and 32 minutes long and honestly one of my favourite movies, it can be a bit spooky with the screams and at some parts but it isn't too bad!

Monsters University: TV Rating - TV-G

It's 1 hour and 43 minutes long but it's worth it in my opinion! I had to add this cause I feel like they go together super well (obviously) but in any order really, also I feel like it would be nice to watch both on a rainy day or just to relax.

The Nightmare Before Christmas: TV Rating - TV-PG

I have to add it in, it's one of the movies I love to watch constantly and I love listening to the soundtrack on loop when I get a bit upset. It's 1 hour and 17 minutes long, it can be a bit spooky at some parts so be careful please!

YouTube

Monster High: TV Rating - ?

I found some Monster High stuff on youtube (Playlist 1, Playlist 2, Channel) and thought it may be even a tiny bit helpful 🥺👉👈

Gravity Falls Shorts: TV Rating - TV-G

I also found a playlist of some of the shorts on youtube (Playlist), I think that's actually how I first found out about Gravity Falls!

Sesame Street: TV Rating - TV-Y

Here's their youtube channel (Channel), they have a lot of good stuff on it and even some meditation like stuff! It honestly helps me get little and makes me feel safe, I would reccomend subscribing or just keeping a tab open for when you feel a bit overwhelmed.

Yo Gabba Gabba: TV Rating - ?

So I may be adding this because apperantly the characters are monsters (I could be wrong, I am super sorry if I am!) but here's the youtube channel and a season 1 playlist! (Channel, Playlist)

PBS Kids App

Sesame Street: TV Rating - TV-Y

I can't mention Sesame Street and not mention the PBS Kids app! You can watch some full episodes (I think they rotate every week), live tv, and it's completely free. They also have a game app too which is super fun and free as well!

Esme & Roy: TV Rating - ?

This is from the Sesame Street workshop, the animation style looks super cute and you can watch some full episodes on the app. I haven't watched it fully yet but I think it'll be good!

Note - Here's the links to get the pbs kids apps (Google Play, Apple, Amazon)

I hope this was helpful! (I'll add more later!)

<3 - melodythefriendlyghost

#age regression #sfw agere #sfw littlespace #sfw agere blog #sfw little blog #age regressor #sfw age regressor #sfw age regression #kidre #kidcore #sfw kidcore #sfw kidre #babycore #toddlercore #child regression #childre #toddler regression

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addictingtrains · 7 years

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The History of the Attica Falls Railroad Pt. 2

Fortunately both numbers 25 and 5780 were saved. After Dr. Gorman’s museum was closed, #25 led a nomadic existence, though in 2006 she finally found new good home on the Everett Railroad in Pennsylvania. She was returned to service in October of 2015 and runs there today. Number 5780 went to a tourist railway in Maine which closed in the 1980’s. She spent some time wandering Canada, after that she was in the hands of a private collector in California. Following his death in 2007 the Junctionport Chapter of the National Railway Historical Society acquired the locomotive and in 2008 she was placed on display at a park in Junctionport where she can be seen today. Due to her worn out mechanical condition it is unlikely that she will ever be restored to operation.

1957 was not a good year for the Attica Falls Railroad. Marie Spafford, wife of Bill Spafford remembered it as the “annus horribilis” for the railroad. While the year ended in a profit of $1950 that was just about the only bright news. In March, the Mud River flooded its banks between Mud River and West Shemp. There was no money to repair the tracks so the line was abandoned between Mud River and Moose Lake reducing the line to 60 miles in length. Rail passenger service was also discontinued in response. Number M-493 was recalled by the NYC to commuter service between Croton-Harmon and Poughkeepsie. The buses were now the railroad’s only source of passenger traffic besides the steamships, but there were ills too.

The Shemp Island Steamship Co. had folded during the Great Depression leaving the railroad’s two vessels the last on the lake. Phoebe Spafford had spent some seasons during the depression tied up and both sat out the war. But as the 1950’s wore on, more people drove to their cottages or owned their own boat. At the end of the 1957 season the decision was made retire Phoebe as “Nellie” as Elizabeth Spafford was known as, was sufficient enough. That November, Phoebe was scrapped. It was an undignified end to what had once been the most elegant vessel on the lake.

With the end of passenger service also came the loss of the mail contract. This had been a very valuable contract and its loss to a local trucker resulted in a major loss of revenue. In 1958 the railroad ended in the red. The NYC wanted out. They decided they were going to end the affiliation or abandon the line.

1959 and 1960 saw continued decline. The Junctionport Register commented that the railroad had “scant hope for survival” and the planning board announced its intention to pave a road on the right-of-way once the railroad was abandonded. In 1961 the NYC sold its stake in the company to a group of investors in Buffalo who wished to abandon the railroad and sell off the assets for scrap value. They told Bill Spafford that if the railroad did not make a profit in 1962 then they would petition the ICC for total abandonment. On January 1st, 1962 the NYC ended its affiliation with the AFRR thrusting the railroad back to independence for the first time since 1897. The NYC also recalled #8249 leaving only the two tonners. This left the railroad severely underpowered. President William Spafford knew he needed another, larger locomotive but was worried how the railroad would pay for it.

General Manager Corky Trinder, though had an idea up his sleeve. David “Corky” Trinder was different from the Spaffords. While the railroad was a source of pride for the Spafford family, it was still seen primarily as a business venture. While Corky Trinder understood this, he had a passion for railroads and steam the Spaffords always seemed to lack. Corky Trinder was born in 1931 and began with the railroad after graduating high school in 1949. He was very fond of steam locomotives and had always dreamed of being a locomotive engineer. He was able to achieve that dream with the AFRR and rose quickly through the ranks, after marrying Bill’s eldest daughter, Elizabth in 1954 he gained a place on the board and established himself as Bill Spafford’s right-hand man. While Elizabeth had been considered for the next president, the Spaffords were a bit of a conservative family and didn’t think it proper for a woman to run the railroad. Bill’s wife Marie, did handle finances having worked as a math teacher before being married, but never took much of a hand’s on role in the actual operation of the railroad.

My grandfather’s love of trains gave him the idea that would save the railroad. He decided to buy a steam locomotive! Seeing the success of the Rail City where #25 had been sold to after leaving the AFRR and that of the Owl’s Head & Atlantic where #5780 went when she was retired he thought it would beneficial for the railroad to enter the excursion business. When he presented his idea to the board, they were quite stunned. Marie Spafford reminded Corky of how much the railroad saved every year on maintenance by using diesels instead of steam and showed him the Caterpillar ad featuring #110. However with the desperate situation of the company, the board decided Corky’s idea was worth a shot and approved the idea.

With the board’s approval, my grandfather then began a search all over the United States for a new steam locomotive. In West Virginia he visited the Buffalo Creek & Gauley. They had a 2-8-2 built by Baldwin 1925 but she was not in the best shape. While he kept her mind he found two locomotives in much better condition in Michigan. One was at the Boyne City Railroad on the Lower Peninsula and the other was on the Upper Peninsula on the Escanaba & Lake Superior Railroad. Both locomotives had not been run in a long time, but were kept indoors. After negotiating with both railroads he chose the Boyne City Railroad’s locomotive, though he had first rights to purchase the E&LS’s locomotive should the AFRR decided to purchase it at a later date. For $5000, Boyne City Railroad #18 was now Attica Falls Railroad #18.

Number 18 had been built by Alco at its Cooke Works in Paterson, New Jersey in November of 1920 for a sugar mill in Cuba, like our previous #25. However being a 2-8-0 instead of a 2-6-0 she quickly found a home in New Jersey when the Newberry Iron Company purchased her before the year was out. In 1929 she was sold to the Charcoal Iron Company, also in New Jersey and worked there until 1946. She then went to Michigan and the Boyne City Railroad. The Boyne City Railroad was 7.2 mile long line that connected Boyne Falls with the Pennsylvania Railroad (PRR) at Boyne City. In 1950 they purchased a new GE 44-Tonner like the two we had at the time, which put #18 in storage. By Spring 1962, she was on our way with a boxcar filled with parts. Bill Spafford examined her and said while she was in good shape he was still a little skeptical. Around this time two Boonton combines from Erie-Lackawanna (EL) arrived. They were numbered after our two cabeese as 305 and 306. Throughout May, June and July the shop crew worked on 18 to get her running again. Though since the company’s existence was at stake, anybody who knew anything about maintaining steam locomotives lent a hand. Even Corky’s six-year-old son Douglas is credited with have “helping.”

Corky Trinder later recounted:

“With the company’s future at stake getting #18 running was our first priority. Everybody who could from my father-in-law on down spent as much free time as we could in the enginehouse restoring her. Often my mother-in-law, wife or sister-in-law would bring us meals to eat in the shop. My two sons; Doug, six and Jim, one were often present and my brother-in-law had to leave his John Deere dealership in his brother’s hands to repair 18! She was finally ready in July. Unfortunately Bill died just around that, but he died knowing bringing back steam was the right decision and we credit acquiring 18 as his last triumph.”

On July 7th, 1962 at the age of 76, William Spafford died. 18 was not yet ready but would be by the end of the month. For the railroad this was a trying time with the last Spafford dead and in the middle of a gamble of which the entire company’s existence was at stake the lack of leadership was trying. Nonetheless the board named Corky Trinder the next president of the railroad. He knew what the stakes were and that if the company failed he would be at fault, but he accepted the challenge as the first Non-Spafford to sit in Curtis Spafford’s chair (which is still used by the president in his office).

July 27th, 1962 was the big day. Number 18, towing the two combines and caboose #304 did a special train for the press. Their reaction was estatic and the railroad received lots of positive publicity, so that when the first public train ran on August 4th it was a success. In fact the entire season was a success, a coach #307 was added at the end of August and at the end of September another coach #308 was added. During just the first three weeks 4,000 passengers had been carried. By end of the 1962 season at the end of September; 17,890 passengers were carried. The railroad needed more cars and another steamer.

On April 6th, 1963 the moment of truth came. That day was the annual stockholders’ meeting at the Junctionport depot. President David Trinder shared the previous mentioned results and then reported that the railroad had made a profit of $656. The news was met with joyous applause, his bet had paid off and the railroad was saved. The investors who wished to scrap the railroad sold off their shares. #18 had done what she was meant to do.

1963 wasn’t all rosy though. While excursion traffic grew, it was the worst year for freight. Also the railroad downsized. The company decided to focus on just being a railroad. The buses and hotel were sold off. Bill’s sister, Aurelia Temple, who had managed the hotel retired and moved in with her sister-in-law. The Elizabeth Spafford was finally retired and sold. She would sit abandoned at a wharf in Moose Lake until being restored in 1981.

That being said 1963 was also a good year for the excursions. Boonton Combine #309 and Boonton Coach #310 arrived as did the second steamer, #14. Number 14 was a 4-6-0 built in 1917 and was of course the locomotive that Corky Trinder had optioned from the E&LS. She had last run in 1953 but was retained to thaw turnouts in the winter. The E&LS however decided they didn’t need a steam locomotive for that and she was sold to us. She arrived in April but didn’t enter service until May of 1964.

In 1964 freight traffic rebounded. Traffic at the Borden’s and Junctionport Chemical plants were taking up all of the tonners time and way freights were beyond their capacity. Numbers 14 and 18 were currently responsible for all other traffic. Number 14 is a passenger engine and isn’t well suited to freight work. Corky Trinder decided another freight locomotive was needed. While many on the board had a diesel in mind, President Trinder convinced them that another steamer would be beneficial as while it would primarily be a freight locomotive it could be pressed into excursion service if 14 or 18 were down. The board agreed to the purchase of a third steamer.

Neither the BCRR or E&LS had any steamers left so President Trinder had to start from scratch. He first started with the Dansville & Mt. Morris who had two steamers but both had already been promised to others. He also talked to the nearby Lowville & Beaver River and Kentucky’s Morehead & North Fork. Neither had any steamers available. He returned to the Buffalo Creek & Gauley who he had visited back in 1962. They still had the locomotive that he had passed over then, while it was not in good condition he decided it was the best option available.

The BC&G had a subisidary called the Elk River Coal & Lumber Co. they had a 2-8-2 that had been built by Baldwin in 1925 for the Savannah & Atlanta. The railroad and the coal company entered negotiations through a broker and it wasn’t until May of 1965 that the deal was made. The BC&G did make some repairs. Since the feedwater heater was shot it was removed and the tender was replaced with one from a Pennsy 2-8-0. She arrived at Junctionport on October 25th, 1965 and was placed in service on November 28th. The railroad now had three steam locomotives.

Rolling stock hadn’t been ignored either. In the fall of 1964 three more passenger cars were acquired for excursion service. Another Boonton combine was placed in service and numbered 311. Two former Erie Stilwell coaches were also purchased and numbered 312 and 313.

Due to its use of steam on all mainline trains, the AFFR began to develop quite a following. Many came to ride the excursions and see steam still being used in freight service. The railroad was featured in many magazines such as Trains; Railroad; Railway Age and Modern Railroads. Beginning in 1965 mixed-train service was launched giving railfans the opportunity to ride behind and photograph a steam-powered mixed-train. Initially either caboose #303 or #304 would be used but eventually passenger cars were needed. Nonethless every weekday morning between May and October would find plenty of railfans ready to ride the mixed train and chasers were starting to become a headache for police. But mixed-trains remained until 1977 when insurance liability issues forced the Daily Mixed to be discontinued.

In June of 1967, #17 became so worn that the railroad decided it would be better to replace her than repair her. President Trinder went to Rail City to see if #25 could be repatriated. Dr. Gorman said he still needed #25 for his trains but mentioned that he had another steamer that was too big for his needs. She was #38 a 2-8-0 built by Baldwin in 1927 for the Hudington & Broad Top Mountain Railroad in Pennsylvania. Dr. Gorman had purchased her in 1954 and pulled the last steam train on the New York Central between Syracuse and Oswego that year on her way to Rail City. While she ran for the first two seasons, she was sidelined by #25’s arrival. In early 1968 though Rail City agreed to sell 38 to the AFRR, though before she entered service she was sent to Erie-Lackawanna’s shops in Hornell, New York for a rebuild (and was the last steam locomotive serviced there). She arrived in Junctionport ready to go at the start of the 1968 excursion season.

Number 38 wasn’t the only major purchase to come out of 1967. That year the AFRR purchased 13 boxcars from the Baltimore & Ohio (B&O). The B&O had ordered the cars in 1927 and were classified by the AAR as type B100 class “XP” boxcars. This meant they were assigned to a specific loading in this case Cremora from Borden’s plant in Junctionport. This meant once that the Cremora had been delivered to its destination, the car had to be returned empty to the Borden’s plant. The cars were painted black, except for the sides which were orange and numbers from 401 to 413. While they seemed like a good buy at the time their age caught up with them and by 1970 they were confined to home rails. One-by-one they were retired and sold off. Two sit at the mill in Attica Falls for storage, three (one of which has been returned to B&O paint) are on display at the museum/depot in Kenmore. Another is displayed in Junctionport and four more are stored in the yard. Plans are to restore at least one to operation so it can be used as a prop in photo charters, while two of them are used in MOW service.

In 1968 the railroad acquired its most prized piece of equipment that is not a locomotive, Business car #314, the Marie Spafford. Number 314 had been built in 1889 by Jackson & Sharpe of Wilmington, Delaware for the New York, Ontario & Western Railway (O&W). She was named Warwick by the O&W. There is a false rumor that President Grover Cleveland used this car on his honeymoon. He along with Theodore Roosevelt are known to have ridden in the car, but not for his honeymoon. Albeit, the car is great source of pride for our railroad. She is kept indoors when not in use and her only regular run is for the annual company picnic in August and the New Year’s Eve party. She can be hired for private charters and is often used on occasion for business meetings with potential customers or by the board.

On February 1st, 1968 the NYC merged with the PRR to form Penn Central (PC). PC went bankrupt in 1970 and became part of Conrail (CR) on April 1st, 1976. Due to PC’s financial trouble, service quality suffered. The AFRR did put a great effort into improving their service to keep shippers happy with aspects that were under our control. Unfortunately our freight service did suffer to a degree because of PC’s ineptitude. But our excursions did more than their part in keeping the railroad healthy.

In October of 1969, the AFRR was featured in Modern Railroads magazine as part of a series of articles on successful short lines. By this time things were hopping on the line. JCC and Borden’s required switching up to three times a day, a way-freight to Mud River was being run every weekday under steam and was offered as mixed-train from May to October. Also during that time two excursions a day were offered every weekend and on top of that during July and August an excursion would run every weekday afternoon! Four locomotives were required to complete all of the day’s work and extra crews were hired. This when Paul Schenk was hired as a steam engineer, born in 1911 he had recently retired from EL and he and his wife moved to Junctionport to be on the river, however with railroading in his blood he quickly joined the AFRR so he could be around steam again. Paul would remain a presence on the railroad until his death in 2001. Much of what I know about steam was taught by a combination of my grandfather and Mr. Schenck and I owe my place in the company to both of them.

In 1969 we broke a record for both freight and excursion traffic and for the first time since independence actually earned enough to pay federal income tax!

1970 saw nine new boxcars purchased second-hand from PC. They replaced the old B&O boxcars and in 1969 had been completely rebuilt to prevent their age interfering with their use. They received a far more attractive paint scheme utilizing black, orange and white with large “AFRR” letting in black and white on one side of the door and the slogan “Serving Mud River Valley Industry” on the other, this being the railroad’s first slogan since “Just as Wide” from when the railroad was converted to standard gauge back in 1889. Another 24 boxcars were also purchased in September 1970. They were numbered from 510 to 523. Painted in a light blue unlike numbers 501 through 509 were reserved for Borden’s use. In December, 1970 Borden’s closed the Junctionport plant and moved production of Cremora to South Carolina (our family and company quickly switched to another brand of coffee-creamer after that) that initially left the boxcars unneeded. However the “Incentive Per Diem (IPD)” boxcar craze was about to begin and the AFRR was going to join the party.

In the late 1960’s a nationwide boxcar shortage developed. Due to artificially low rates Class I railroads could not earn enough revenue from their boxcars to justify maintaining their current cars or replacing outdated boxcars. The ICC decided to address by allowing shortlines and private owners to charge higher rates for the use of their boxcars. Everyday a car is on another railroad, that railroad must pay the railroad that owns the car for its use. The AFRR figured out that by allowing their cars to be used for open shipping (meaning the load did not have to originate or terminate on the AFRR) they could collect a new source of revenue without actually providing a new service as the cars could be leased and the lessor would provide all maintenance on the cars. It was too good to be true! In fact it was. By the 1980’s a recession, growth in demand for other types of cars, the formation of Railbox (which allowed Class I’s to have their own pool of boxcars) and eventually the whole IPD movement was struck down as illegal. The AFRR ended up having to terminate its leases and the cars were sold to others. It turned out to be quite a bust.

At the end of 1970 excursion season, #18 was withdrawn from service for need of repairs. With numbers 14 and 38 in service it was decided that repairing #18 was not a priority. But by 1972 another locomotive was needed. This time the board convinced President David Trinder to buy a diesel as they did not see the need to restore a third steamer for freight service. He found an Alco RS-1 on the Lake Erie, Franklin & Clarion Railroad (LEF&C) in Pennsylvania. Number 20 of course became the main locomotive for freight though #38 remained in a backup role for both freight and excursions. In 1972, two more Boonton coaches (315 and 316) and a former US Air Force gondola converted to an open-air passenger car (317) were added.

In 1975 the AFRR celebrated its centennial. President Trinder managed to pull off quite a surprise. In 1974, Rail City folded and #25 was sold to the Narragansett Pier Railroad (NPRR) in Rhode Island. The NPRR intended to launch excursion service but never did. However the NPRR did agree to loan #25 to the AFRR and if that wasn’t enough, the Owl’s Head & Atlantic (OH&A) agreed to loan #5780 to railroad to take part in the centennial celebrations. On Saturday July 5th, was the main day of celebrations as engines #25, 14, 38 and 5780 quadruple-headed the train. Marie Spafford brought up the markers. At 9:00 AM, at the Junctionport depot several dignitaries delivered speeches. Junctionport mayor Alfred Harrison spoke first. He was followed by board member and president of Bank of Junctionport, Franklin Sherman, widow of former president Bill Spafford, Marie Spafford and finally current AFRR president, David Trinder. At the end of President Trinder’s speech, Marie Spafford from the rear platform of the car bearing her name called out “All Aboard!” and gave the hand signal to proceed. The four locomotives sounded their whistles and left the station. The train stopped at every station where there were additional celebrations, Kenmore fired the canon that had been fired 100 years ago to welcome the first train. Current President, Jim Trinder recalls the event:

“I don’t think that there has ever been a more exciting day in the railroad’s history since the opening day in 1875. The centennial was probably the biggest day of my life. We rode in the ‘Marie Spafford’ and I don’t think I have ever ridden a train so formal. If fact it was the first time I was allowed to ride in the car. Despite refreshments being available, I went to the regular coaches to get a snack as I was afraid of spilling something and if I did, I would never hear the end of it. There was luncheon at Attica Falls within view of the falls themselves. When we got back to Junctionport that evening there was a banquet at the yacht club. I envied the foamers who were dressed much more comfortably. We had to wear suit and tie.”

At the end of the 1975 season, #38 also went down for repairs. The railroad was now at point where it couldn’t afford to repair both steamers. President Trinder evaluated the options and in 1977 sold #38 to the Gettysburg Railroad (GETY) in Pennsylvania. The sale of #38 funded an overhaul of #18 and allowed the railroad to purchase a new diesel.

From 1976 to 1978, Numbers 14 and 20 carried the railroad on their shoulders. Number 14 went down at the end of the 1978 season. But for 1979 another diesel was acquired. Number 5323 is an EMD SW9 built in 1953 for Pennsylvania’s Bellefonte Central Railroad (BFC). By 1979 the BFC was dependent on a gypsum mine outside of Bellefonte. The mine was at the end of its life and only one locomotive was needed. Having an EMD SW1200 built three years later they decided to sell 5323 to us. With that out freight service was dieselized. #18 was the only steamer in service and she was confined to excursion service.

Number 14’s overhaul was finished in time for the 1982 season. Since Paul Schenk was more fond of 14 than 18 he always chose her when given the choice. As only one steamer was now needed by now, #18 was placed in storage.

By the 1980’s things were low key. Excursions now only ran on weekends and freights ran tri-weekly (Monday, Wednesday and Friday), though JCC was still switched daily. But with only one turn now needed, 111 would only switch on Tuesday and Thursday and 110 was placed on standby in 1983. Nonetheless the railroad continued to do well.

In 1988 the decision was made to retire #110. Number had actually saved the AFRR from bankruptcy in 1941 and was remembered at Bill Spafford’s greatest triumph. Scrapping her was unfathomable and she ended up being stored behind the enginehouse until 2008 when she was placed on display by the Junctionport station. Her last run was not without occasion. She actually ran all the way to Mud River, which normally only happened when on MOW duty. She dolled up and President Corky Trinder took the throttle himself to say goodbye to 110. At the end of 1988 excursion season, #14 was put away for the winter ready for the 1989 season or so we thought. Her boiler had been improperly winterized and in January she suffered very severe freeze damage. #18 had to take over for the 1989 season.

1989 also saw a major development when the AFRR purchased the Lehigh, Susquehanna & Delaware Railroad (LS&D). The LS&D is a portion of the former Central New Jersey (CNJ) mainline from Bethlehem, Pennsylvania to Scranton. A small portion between Allentown and Bethlehem was spun off from Conrail in 1982 and the operations began with a GE 44-Tonnor numbered 300. Ironically #300 came from the BCRR and was the locomotive that replaced our own #18. In 1984 the rest of the line was acquired with two Alco C-425’s numbered 802 and 811 were purchased from the Delaware & Hudson (D&H) and a GE U30B from Conrail. However these four locomotives were not enough and after we purchased the AFRR we went on a locomotive buying spree, acquiring three Alco RS-11 and an MLW RS-18. Today there are 24 locomotives on the LS&D, three Alco C-424m’s, an EMD GP40, an Alco C-420, two GE U18B’s, and EMD GP9u, two Alco C-425’s, an Alco S-6, an MLW RS-18, an Alco RS-11, ten EMD SD40-2’s and an EMD SW9. The LS&D is much larger and more profitable railroad and goes a long way supporting its parent company. The LS&D is considered to be my grandfather’s best purchase.

In 1992 after 53 years with the railroad and 30 as president, David “Corky” Trinder retired. During his 30 years he began the excursion program, oversaw the revival of the railroad and purchased the LS&D. While he was the first non-Spafford to be president, he did marry Bill Spafford’s oldest daughter, Elizabeth. He carried on the railroad’s tradition and made it the prosperous venture that it is today. Many credit this to his love of trains and the steam locomotive that for him the AFRR was not just another business enterprise, but a way of life. Even in his retirement he was still a frequent sight on the railroad and could often be seen on excursions until health reasons sidelined him.

President Trinder’s brother-in-law, Ron Perry succeeded him as president, keeping the railroad in the family. Prior to marrying Bill Spafford’s younger daughter, Jean, he had no experience with the railroad. His father owned a John Deere dealership though, which gave him experience with diesel engines. He originally succeeded Sam Henderson as master mechanic before becoming Superintendent, and then General Manager before succeeding his brother-in-law. He would sit in office for twelve years and while his tenure is usually considered quieter than his predecessor’s several significant events did occur.

First in 1994, the AFRR shrunk from 60 to 42 miles. Traffic on the East end was drying up. Following the closing of a Boise Cascade lumber mill in Mud River there was no reason to keep the line past Attica Falls. On Friday, April 1st, 1994 the last train powered by #18 travelled the East of the line. At the age of three, I rode in Marie Spafford. While mostly I remember being upset because I didn’t get to ride in the engine (which has been made up for more times than I care to count, this was also my first time in the business car), I do remember many people in Adirondack Creek, Beaver Valley, Mud Corners, Elsbridge and Mud River trackside to see the last train. I believe the schools actually let their students out to see the train deciding it to be a “living history” lesson. On Monday, April 4th, number 5323 ran a sweep train to collect all cars on the East end and it was torn up shortly afterwards. Today it is part of the Attica Falls trail which runs from Attica Falls to Moose Lake. As for our railroad we were back to the original 42 miles.

The following year another railroad was purchased, this time in Western New York. We acquired a former NYC branch from Conrail that ran from Buffalo to Oakfield with a spur from Akron Junction to East Amherst. The line from Buffalo to Oakfield had been part of the failed West Shore railroad and the spur was part of the famed “Peanut Line.” The new company was christened the Buffalo & West Shore Railroad (B&WS) in honour of its heritage. We transferred 44-Tonner #300 from the LS&D to run the spur along with Alco RS-11 #1800 to handle what we call the “mainline.” We also purchased an Alco RS-1 from the Genesee & Wyoming Railroad (GNWR) as backup for #1800. The LS&D also received three Alco C-424m’s from the GNWR.

In 1996 the decision was made to retire Alco RS-1 #20. She was built in 1949 and came to us in 1972 after 47 years she was worn out and we felt no longer suitable to our needs. She was replaced with an Alco RS-11 transferred from LS&D, #1802. Number 1802 had been built in February of 1959 for the Nickel Plate Road (NKP), which became part of the Norfolk & Western (N&W) in 1964. Following the Norfolk Southern (NS) merger of 1982 she went to Virginia’s Winchester & Western (W&W) until 1989 when EMD power was brought and she was sold to the LS&D. When sold to us she was renumbered from 863 to 1802 in compliance with a numbering scheme devised by Corky Trinder based on horsepower. The LS&D also retired GE U30B #901 that the LS&D had purchased from Conrail in 1984. She was to be unreliable. An Alco C-420 was purchased from Indiana Hi-Rail Corporation (IHRC) and kept her IHRC number of 334.

In 1999, ten EMD SD40-2 locomotives were purchased for the LS&D. Following the Conrail split, CSX began to handle off more traffic including a double-stack train for the LS&D to connect with Canadian Pacific (CP) in Scranton. The SD40-2 are very reliable runners and now the mainstay on LS&D. The Alcos, I as an Alco fan, am sorry to say are now mostly used on locals and switching jobs.

At the end of the 2001 season, on Sunday, October 28th, #18 was withdrawn from service to be overhauled to meet new FRA requirements for steam locomotives. This required the locomotive to be completely disassembled, have each and every part examined and several boiler tests including ultrasonic and hydrostatic tests. This is a very laborious and exacting process. Number 18 would not return to steam until April 19th, 2008. I had my first chance to work on #18 at the age of 16 as a laborer on the restoration. I had complained long enough about how long the overhauls were taking so I got put on the restoration crew as soon as it was decided I was old enough to work on it. For excursion seasons 2002 through 2007 we used diesels.

With #18 out of service it was decided that a larger diesel was needed than #5323. So in 2003 she was transferred to the LS&D, where she still is and #334 was brought up here since she lacks Dynamic Brakes. The LS&D acquired an Alco S-6 in 2001 along with an EMD GP9u and two GE U18B’s in 2003.

In 2004, Ron Perry retired and was replaced by my uncle, Douglas Trinder. While I admit nobody in my family could have seen him as president in his teens and twenties he did prove a good president. Like his Spafford predecessors he had been born into the railroad, but it didn’t always show. He originally wanted to be a radio DJ and after college became more interested in financial affairs, he was office staff his entire career. He was never a conductor, fireman or engineer on either steam or diesel. He seemed to be quite fond of EMD and GE power. Though he never bought a locomotive during his administration. In December of 2007 though he did sell off #334 and transferred Alco RS-32 #2035 to the AFRR, built in June of 1962 and acquired for the LS&D in 1996, she is our main power now.

Friday December 14th, 2007 represented what was hoped to be a major new development for the railroad. On that day an ethanol plant opened in Kenmore. It was expected that a 200-car of train from Ohio would arrive every Friday and on Wednesday a train full of ethanol would leave. However ethanol has proven a bust as it is less efficient to refine than gasoline or diesel. While the plant remains open most corn is trucked in from local farmers. 200-car corn trains still occur on occasion, with run-through CSX power though ethanol is usually shipped out on the regular local freights.

On April 19th, 2008, #18 made a test run and powered her first train since October 29th, 2001. She had passed inspection with flying colors and was ready to take her rightful place on the railroad again. During the years without steam we had to be creative in ways to get people to ride our trains, in 2004 we began hosting “Day Out with Thomas” events. Also that year a winery opened alongside our line, beginning in 2006 we began running trains to the winery under the name The Vineyard Express. We also have murder mystery-themed dinner trains. These events have proven so popular that we added another coach, #319 a former Long Island Rail Road (LIRR) Ping-Pong type. Even after the return of steam we still continue these events. We’ve even added more, including Easter Bunny, civil war, “Ale on the Rails,” Halloween trains (with the Haunted House Express for children and Terror on the Tracks for adults) and in 2011 we obtained a franchise for The Polar Express which recreates the ride to the North Pole depicted in the book and film of the same title. The market has changed and people no longer want just train ride, even if there is a steam locomotive at the head end, these events help bring in many people who may have never considered visiting a tourist railroad before. The events ensure that there is always something for everybody from pre-schoolers to seniors and from hardcore railfans to people who have otherwise never seen a train before to do.

In January of 2016, Douglas Trinder retired from the railroad for family reasons. His brother, my father, Jim Trinder succeeded him as the seventh president of the Attica Falls Railroad Corporation. He presides over three different railroads and over two-dozen employees, including your author. Today the company has over 30 locomotives in its fleet. All three railroads remain profitable ventures. The company is as strong as ever before and even at over 140 years old still has a bright future. Today freights run to Attica Falls on Tuesday and Friday mornings behind either #2035 or #1802. On remaining weekdays, #111 switches the Junctionport Chemical Company. The excursion season runs from April (occasionally March if Easter is that month) to December. Number 18 usually runs two trains every Saturday and Sunday from May to October and adds an extra run each Wednesday and Friday during July and August. There is never any downtime on our railroad.

The Board of Directors currently consists of:

Douglas Trinder-Chairman of the Board

James Trinder-President

Susan Perry-Senior Vice President, General Manager

Steven Perry-Junior Vice President, Superintendent of Operations

Neal Keirn-Trainmaster

Patricia Trinder-Treasurer

Paula Perry-Secretary

David Connors

Joseph del Monte

Robert Schultz

As for myself, I was born in 1990 and the railroad has always played a prominent part of my life. I know I was born to be railroader and have a passion for the industry that my sister and cousins lack. While I have been around and part of the railroad since birth, I didn’t become an official employee of the railroad until I turned 18 in 2008 due to regulations requiring those who are track or train crew to be 18 years of age. Whereas my sister is not even an employee of the railroad (though will help out when needed and available in duties like selling snacks or souvenirs), I am qualified as a conductor, an engineer on diesels and to fire steam. While I am not yet qualified at the time of writing (August 2016) as an engineer on steam, I am undergoing the training required. It is safe to assume that someday I will succeed my cousin Steven Perry as President, though not an official position, I already hold the title of “Historian.”

I hope you have enjoyed my look back at our company, the Attica Falls Railroad is a major source of pride not only for myself, but my family, our employees, our customers, our stockholders, our customers and our community here in the Mud River Valley. We have served the communities between Junctionport and Attica Falls since 1875 and we hope to continue to do so for a very long time. The Attica Falls Railroad is still very much “coming on strong” today! h

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