|
| STATION | TOWN | RR | DATE | | | | | | | | | | | | FAIR
GROUNDS [1902-6+] | NORWALK | DN | 1852 |
The siding and stop
known as FAIR GROUNDS in Norwalk was reported in the newspapers as being about two miles north of South Norwalk,
though the vagaries of these distances are sometimes problematic. The Fairfield County Agricultural Society purchased 24 acres
of land in the Winnipauk section of Norwalk in 1867. Though we have not been able yet to find a map clarifying the location,
we figure that this was just above New Canaan Ave., between Broad and Perry Aves., where the siding is shown
on the valuation maps. Cornwall [SL17.4.24] gives the mileage point as 3.04. He says that this stop was still on employee
timetables until the 1930s and that there was only seasonal passenger service in earlier times. Indeed, the report of the
state agriculture commission [click here] in 1870 commended the D&N for its "excellent arrangements"
and frequent service, "depositing passengers directly at the entrance to the grounds." We know that in 1868 this included
bringing the Brookfield car down from Danbury where it was taken from the newly opened NYH&N: see Track 10, MP 10.2.0.
| FAIR GROUNDS [DN/07/27/1881/08: rr will be a convenience to the patrons of the fair this fall; no sta, just pltfm here] | DANBURY | NYNE | 1881 | | | | | | | FAIR
HAVEN1 | NEW HAVEN | NHNL | 1852 |
|
| CHO Image |
FAIR HAVEN1 was located in this eastern
section of New Haven, the first stop after TIN BRIDGE/MILL RIVER JCT after the NH&NL began running from the
Austin depot in 1852. Richard Fleischer sent us a scanned page from a 1938 New Haven Tercentenary publication, which
contained this photo over an article by NYNH&H electrical engineer and rail historian Sidney F. Withington. Notes
on the page by the antiquarian C.E.H. Whitlock say that the talented Albert F. Bishop of 95 Grand Ave. was probably the
photographer and that family members are in the scene. This photograph has NY&NH locomotive #44 on the point
and, since we know from the 1879 Bailey map [click here] this station stood on the
south side of the tracks, the consist has to be heading west. Perhaps the women are going to going into New Haven to do some
shopping. This station was abandoned for FAIR HAVEN2 when the new double-tracked Shore Line superceded the old NH&NL
route late in 1894. [REFS: NHER/01/13/1893/01; HC/12/13/1893/08: tunnel work being pushed; NHER/07/26/1894/04]
FAIR
HAVEN2 [ea v Q River bridge; lr sz burned 1919] | NEW HAVEN | NYNHH | est c1893 |
FAIR HAVEN EAST [NHJC/05/20/1875/02:
'short train'
running from here, FH and TIN BRIDGE to new 1875 depot] | NEW HAVEN | SL | 18700 | | | | | | | FAIR
HAVEN HEIGHTS | NEW HAVEN | NYNHH | 1892 | | | | | | | FAIRFIELD1 | FAIRFIELD | NYNH | 1849 |
FAIRFIELD1
was on the eastbound (south) side of the track, as seen in the 1856FC map. This station burned in the fall of 1882.
FAIRFIELD2
[EB side; r51-br, f '82; crc31.1884.20: $3751;
nhar12.1884.8] | FAIRFIELD | NYNHH | 1883 |
| FAIRFIELD3
[WB side; r52; 4trking by 1892] | FAIRFIELD | NYNHH | 1892 |
FAIRFIELD3 is on the left and FAIRFIELD2 is on the right in this shot that
looks toward New Haven.
| FALLS VILLAGE
[d82; r52-wd,cb] | CANAAN | H | 1842 |
FALLS VILLAGE, location as seen on the 1854LC map.
| FARLEYS | NEW HARTFORD | CW? | 1871 | | | | | | | FARMINGTON1 [HDC/3/22/1886/3: burns] | FARMINGTON | NHN | 1850 |
FARMINGTON1, as seen on the 1855HC map.
FARMINGTON2 [d109; crc34.1886.9; 36.1888.21: roof ov pltfm]
| FARMINGTON | NHN | 1886 |
| | | | | | FARNHAM
[1 mi no of RYE ST] | EAST WINDSOR | CC | 1876 | | | | | | FENWICK
[HDC/11/07/1871/02: depot bg blt; cars nx wk;
HDC/08/24/1872/02: depot
in use] | OLD SAYBROOK | CV | 1872 |
FENWICK. The 1872 station was moved in 1916 from the end of the Valley line about a mile or so north to take the place
of the SAYBROOK POINT station that had been wrecked by a train in July [HC/09/08/1916/07]. This building was said
to measure 50x25 feet, with an eight-foot overhang all around. It was jacked up onto two flat cars and relocated, and was
expected to be in use by December 1 [HC/10/08/1916/18]. Rail service to the popular Fenwick resort was discontinued about
a year earlier, reported in the newspaper to have been done at the request of the town of Old Saybrook, with the
27-ft wide railroad causeway, created by filling in the original trestlework, to be turned into a highway [HC/05/19/1915/16].
The station building was valued at $2,000 to $2,500.
| FISHERVILLE [>NORTH
GROSVENORDALE] | THOMPSON | NW | 1840 |
FISHERVILLE, as seen on the 1856WC map.
FITCHVILLE [C77]
| BOZRAH | NLN | c1871 | | | | | | | FITCHVILLE JCT | BOZRAH | NLN | c1871 | | | | | | | FIVE MILE RIVER
[ROWAYTON; rrc5.23: (9/11/1866) no | NORWALK | NYNH | 18660 | | jurisd to order
depot here; crc21.1874p59 stl call FMR] |
|
|
| | | | | | | FLANDERS [NORTH KENT] | KENT | H | 1842 | | | | | | | FLORIDA | RIDGEFIELD | DN | 1872 |
FLORIDA
| FLOYDVILLE [HC/10/13/1910/11] | EAST
GRANBY | NYNHH | 1910 |
|
| Leroy Roberts Collection |
FLOYDVILLE. This 10/23/1925
PUC photograph shows a northward view of the Floydville Rd. crossing in the town of East Granby, just over the Simsbury line.
The structures on the left are storage barns belonging to Marcus L. Floyd's Connecticut Tobacco Corp., which had
just expanded operations in this area. The newspaper said that a "station would be built in the coming week" [HC/10/13/1910/11]
to be used mostly for freight but would be a flag stop for passengers as well. The article gives the location incorrectly
as two miles below the East Granby station, which was on the CNE. The stop was, in fact, about one mile below Granby on the
Canal line. See Karr [p 69]. The 1915 val map snip shows just a platform,
which was west of the track and behind our photographer. Click here for the entire valuation map.
| FLUTEVILLE [d92] | HARWINTON | N | 1849 |
| FOLEYS3
[d42: BLAKES SUMMIT1>WASHINING2] | SALISBURY | CW | 1871? | | | | | | | FORESTVILLE1 | BRISTOL | HPF | 1850 | | | | | | | FORESTVILLE2 [r53:
tower tkn dwn 30s; ident? to E HTFD] | BRISTOL | NYNE | 1881 |
[left add9/7]
| FRANKLIN | FRANKLIN | NLWP | blt 1851 |
FRANKLIN. The photo to the right
is from Woodruff's history of the NLW&P and his captioning is instructive. It says that the station was built at a
cost of $200 in 1851, two years after the road opened to Willimantic, and that the shot was taken in 1936 after 85 years of
service. We do not know how customary it was that a lighted newspaper torch was used to flag down trains at night, as
Woodward claims. The 1854NL map shows the location in that year. The depot
is no longer standing according to John Roy [p53].
| FREEMANS [sl23.4:
6/2/12cne tt has it btw W SUF & FH] | SUFFIELD | CNE | 1902 |
| | | | | | GALES
FERRY [q180a] | LEDYARD | NYNHH | 1899 |
| GAYLORDSVILLE1 | NEW MILFORD | H | 1842 |
GAYLORDSVILLE1.
This station seems to have been originally called GAYLORD'S BRIDGE, as seen on the 1851 HRR Fourth of July broadside [C56].
This photo is cross-listed as MERWINSVILLE [see M stations], the name by which the hotel stop was long known
until difficulties with proprietor Merwin caused a falling out. The railroad turned the freight house just south of the
hotel into the new passenger station with the older Gaylord name for this area as the new name for the stop.
GAYLORDSVILLE2 [Mville
fr hse bks ps sta; moved to bk
LIME ROCK3 in 1915 | NEW MILFORD | NYNHH
| 1905 |
| GAYLORDSVILLE3
[d70: mvd nearby] | NEW MILFORD | NYNHH | 1915 |
|
| historyofredding.com |
GEORGETOWN1. Its location was on the
east side of the track, as seen on the 1856FC map. According to Brent Colley's informative website on Redding history
[click here], the site of the first depot was on Old Mill Rd. in Wilton. This original
station was two-story. On the first floor was the railroad depot, post office, and grocery store run by Silliman Godfrey.
The second floor was used at different times as a meeting hall by various organizations and for manufacturing purposes by
local companies, including a Gilbert and Bennett Co. sieve shop. At some point in the late 1800s, a freight wing was added on the
northern end. In the photo to the left we can see the depot behind the northbound train that has just departed. This station
caught fire from the conflagration that destroyed the adjacent Gilbert and Bennett wire mill in 1899 and was partially destroyed
[NHER/08/18/1899/01]. About 40 feet of the the "long, rambling building of wood" was cut away yielding the separate
passenger and freight stations seen in the photographs, both apparently taken after the fire. The top right image is a postcard, with the notation that GEORGETOWN1 was "Vacated on December 30, 1908."
| GEORGETOWN2 | REDDING
| NYNHH | 1908 |
|
| historyofredding.com |
GEORGETOWN2. The separate GEORGETOWN1
depots were replaced by a new, brick combination station. The railroad commissioners reported in 1908 that there was a new station here at a new location. The NYNH&H annual report issued in June of 1908 said the work was in progress and reported in
the next year that the new station had been completed. We find no mention of this event in the newspapers. Peter Cornwall
pointed out that this new station was just to the north, over the line into Redding, a somewhat unusual situation with the
old station being very near the border. Passenger service lasted into the early Penn Central years and the station was already
gone when Cornwall was writing in the 1980s. [REFS: CRC56.1908.47; NHAR37.1908.8; NHAR38.1909.7; SL17.4.25; 1969TT: yes]
| GIBBS
[FITCHVILLE JCT] | BOZRAH | NLWP | 1849 | | | | | | | GILBERTS | SHELTON | H/NHD | 1888 | | | | | | | GLENBROOK1 | STAMFORD | NC
| 1868
|
GLENBROOK1 seems to us to be the only possibility for placing this photo in proper historical context. This stop is on the first RRM in 1876, as are SPRINGDALE and TALMADGE HILL. The structure seen here
may be the first built by the the NCRR or even a later one put up by the NYNH&H after it got control of this tiny branch
in 1883. Coincidentally, a newspaper article of that year. Based on the tenor of the Mendel's poster ad on the shed wall,
the photo probably dates to the latter part of a range from 1872 to 1920. The former date is when the Times said
that Jacob Mendel began checking parcels in the first Grand Central Terminal. His lucrative business became a New York City
institution until 1920 when his family was outbid by haberdashers J.P. Carey & Sons for the terminal rental space to operate
the business. The top map is from 1893 and the other is the 1915 val map that shows the platform on Glenbrook
Rd. The tiny oblong box toward the right end of the platform may be the shed pictured here, though it is not marked 'FP'
for frame (wood) passenger depot, as is the custom on other val maps. [REFS: NHER/07/14/1883/04; NYT/02/01/1920/09]
| GLENBROOK2 | STAMFORD | NYNHH | 1885 |
GLENBROOK2. This handsome station was on the main line to New York and was reported to be under construction in 1885.
We think this was a new station stop since no reference or timetable shows one prior to this time. A Register article says that 'new' depots were being built in three places. One was a replacement, DARIEN4
being built for DARIEN3, which burned in April of 1885 [see D stations], and we have already verified that the second one, EAST NORWALK, was
a completely new stop in 1885 [see E stations]. We think that this station, last of the trio, was also a brand new one. The
1893 map shows the location of the two GLENBROOK stations by that time. This stop, though perhaps not this building, lasted
at least until our 2/2/1969 Penn Central timetable and was likely curtailed in the 1970s with New Canaan branch station left
to serve this area.
| GLENBROOK3
| STAMFORD
| NYNHH
| 18900 |
GLENBROOK3 was the station built on the westbound side when the mainline was
four-tracked in the 1890s.
| GLENBROOK4
| STAMFORD
| NYNHH
| 194050
|
GLENBROOK4. The photograph has a date of
August 24, 1954 stamped on the back of it, suggesting that this shelter replaced GLENBROOK1 on the New Canaan branch.
| GLENBROOK5
| STAMFORD
| NYNHH
| 19600 |
|
| NHRHTA Collection, Charlie Grabert photo |
GLENBROOK5 is obviously a late NHRR structure
with the block lettering logo. See Rick Abramson's article in the Shoreliner [SL20.2.20] for more on the branch.
| GLENBROOK6
| STAMFORD
| PC
| c1974
|
GLENBROOK6 came in the 1970s. A newspaper
article [HC/05/23/1974/95D] celebrating ConnDOT's completion of the high-level rail platform and plexi-glass waiting shed
at NOROTON HEIGHTS [see N stations] said these facilities were to complement the "new electric commuter cars now in service."
The article also reported that, along with most of the stations on the main line, all the stops on the New Canaan branch already
had the new platforms. Penn Central was the operator at the time until Conrail took over in 1976.
| GOODSPEEDS1 [HDC/08/25/1871/02:
sta on openg day] | HADDAM | CV | 1871 | | | | | | | GOODSPEEDS2 | HADDAM | NYNHH | 189899 |
GOODSPEEDS2 is
seen on the left side of the photo. The first station was destroyed in 1897 by a fire that started when burglars
used explosives to blow open the safe [NHER/02/05/1897/02]. This stop was known over the years by a number of names,
including GOODSPEEDS AND MOODUS, EAST HADDAM, and EAST HADDAM AND MOODUS. The latter communities were east of the Connecticut
River but this was their closest rail access point, albeit by ferry until the swing bridge was built in 1913. From 1878,
the stop was also known as TYLERVILLE [click here], often mentioned in connection with Camp Bethel, a popular spot
for religious revival meetings. An article in the Courant said that the 1899 meeting would be the 22nd at Tylerville [HC/07/27/1899/07] and that special
excursion rates were being offered by the railroad.
| GOSHEN [>CHAPLIN
>CLARKS CORNER, per K110] | HAMPTON | BHE | 1872 | | | | | | | GRANBY
[e146; d113; r56-wd/cb: blt b NYNH lessee] | EAST GRANBY | NHN | 18530 |
GRANBY.
This station shows an obvious similarity to the ones like AVON and SIMSBURY1 that were built by the NY&NH as lessee of
the Canal line from 1848 to 1869. The location is seen on the 1855HC map. GRANBY still stands in 2010.
GRANTS
[GRANTVILLE; [HDC/12/21/1871/02: not on opng;
Daily Const/06/10/1873/02 ments; HC/07/27/1905/13
ment; d32; [sl23.4: 6/2/12cne tt has it] | NORFOLK | CW | 18740 |
| GRAVEL
PIT [btw NAUGY JCT and BALDWINS] | MILFORD | NYNHH | 18900 | | | | | | | GREENS FARMS1
[r56-wd, 1849-88, atypical] | WESTPORT | NYNH | 1848 | | | | | | | GREENS
FARMS2 [HDC/12/08/1868/04: grnd brking] | WESTPORT | NYNH | 1869 |
| GREENVILLE [q84i] | PRESTON | NW | 1840 |
GREENVILLE, as
seen on the 1854NL map.
| GREENWICH1
[r57: design like NEW CANAAN] | GREENWICH | NYNH | 1849 | | | | | | GREENWICH2 [r57: double bldg, gabled; crc21.1874.19; HC/12/
13/1893/08:
NYNHH will build fine new stone depot at GWCH] | GREENWICH | NYNHH | 1873 |
GREENWICH3
[EB; r57: c1904, hip roof; " ": new dpo cmg;
crc52.1904.20: new EB sta] | GREENWICH | NYNHH | 1904 |
| GREENWICH4
[EB; r57: sma bldg, stuc/tc] | GREENWICH | PC | 196770 | | | | | | | GREENWICH5
[WB; r57: lge bldg, stuc/tc] | GREENWICH | PC | 196970 | | | | | | | GREYSTONE
[HOADLEYS; d134] | PLYMOUTH | HPF | 1855 |
| GRIFFINS
[<CLARKVILLE utl 1915; d17] | BLOOMFIELD | CNE | 1903 |
|
| Dave Peters Collection |
| GROSVERNORDALE1
[MASONVILLE] | THOMPSON | NW | 1840 | | | | | | | GROSVERNORDALE2 | THOMPSON
| NW | 18800 |
GROSVENORDALE2. This was a station in the town of Thompson on the N&W. Our assumption is that, based on its size, this
structure was a second station here. It looks remarkably similar to the one at NORTH GROSVENORDALE but there are differences.
The railroad commissioners said that there plans to abandon both stations and to build a new intermediate replacement
depot but the newspaperr said in 1909 that this had not been completed yet. We need to look further into how this station
and the one at CHO fit into the history here. [REFS: RRC40.252; HC/12/04/1909/06]
| | | | | GROTON1 [aka GROTON BANK]
| GROTON | NHNLS | 185859 | | | | | |
GROTON1 was also known
as Groton Bank for its waterfront location facing New London. This 1893 map
shows the terminus that was still in use for some waterborne traffic even after the first Thames River bridge opened in 1889.
The lower rail line was the original NL&S that became part of the NYP&B. The upper line was built from the point that
would become known as POQUONNOCK JCT in 1889 to meet the new bridge. [REFS: MJ/02/18/1865/02: burgled]
|
| TCS Collection |
GROTON2. We have copied
the STONINGTON1 image here because it sounds
like GROTON2 looked similar to it. The NL&S completed the line from Stonington to Groton Bank late in December,
1858 and built a depot and ferry dock here for the boat connection to New London. TThe NH&NL and NL&S
then merged and the NHNL&S was leased by the NYP&B, which built the much larger station, GROTON2, a 300x50-ft
structure with two tracks running through it. An eight-stall engine house and other structures were also to be built
here, with service to begin on September 17, 1860 [HDC/08/30/1860/02; NLDC/09/15/1860/03]. This
complex served to supplant the Stonington terminus for boats to New York until this facility was destroyed by a fire that saw the
steamer Commonwealth “burned to the water’s edge” and a large number of rail cars lost as
well [MJ/12/30/1865/02]. With the NYP&B already contemplating the abandonment of this terminus in favor of newer
facilities being built back at Stonington, its operations here ended after the fire. In 1864, the NHNL&S was reorganized
as the Shore Line RR and sold the 'Groton Extension' to the NYP&B for $400,000 [HDC/12/17/1864/02].
This continued to be the transfer point for traffic to and from New London between the two railroads until the Thames River
bridge was built in 1889.
GROTON3 [sma sta aft 1864
fi] | GROTON | NYPB
| 1865 | | | | | | | GROTON4 | GROTON | NYNHH | 1889 |
GROTON4 was built on the relocated Shore Line to meet the new bridge across the Thames River
that opened on October 10, 1889. When the old boat Groton, which had plied the waters between the shores for the last 30 years, steamed under the new bridge,
according to the Register, its
whistle tooted its own funeral dirge, at which time all the flags on the new bridge were unfurled. "Then came a
dint such as New London had never heard before," with the whisles on tugs, steam yachts and assembled locomotives blown
at once [NHER/10/10/1889/01]. Crowds on both shores cheered and cannons fired as the Shore Line became all-rail for the first
time in history. The old trackage to the steamboat landing was retained and is still in use today to serve Pfizer and
a fuel storage facility.
| GROVE BEACH1 | WESTBROOK | NHNL | 1852 | | | | | | | GROVE BEACH2 [crc47.1899.29] | WESTBROOK | NYNHH | 1899 |
| GUILFORD1
[rrc22.1875.9: new wat tank/eng hse; HC/07/ | GUILFORD | NHNL | 1852 | | 28/1913/15 sz G is only orig NHNL
sta left on Shore Line] |
|
| Leroy Roberts Collection |
|
| Leroy Roberts Collection |
Two
shots of the GUILFORD station, which was secretively taken down not too long ago, in spite of preservationist hopes of restoring it. The shot to the left is dated 1982. The one to the right is
perhaps ca. 1930, according to Richard Fleischer, based on the style of platform lamps and what may be an I-4 heading the
train. The 1875 brick-encased water tower and engine house are still standing in 2010. The distinctive 'compass'
detail on the passenger station was a NYP&B embellishment from the period of its ownership of the old NH&NL from
1858 to 1864.
GUILFORD2
| GUILFORD | SLE | 20100 |
GUILFORD2.
Shore Line East station, as seen on 8/2/2010.
|
