|
| STATION | TOWN | RR | DATE | | | | | | | | | | | | HADDAM [HDC/08/25/1871/02:
up on opening day] | HADDAM | CV | 1871 |
HADLYME. Lower photo taken 8/2/2010 shows this station raised on a first-story
foundation and fronted by an addition as a residence up the street from its original location by the tracks.
HAMDEN PLAINS
| HAMDEN | NHN | 1848 |
HAMDEN PLAINS was four miles north of the Austin depot in New Haven
on the NH&H line, according to the 1851TT and PTT197.1858.15. It is no longer listed on the PTT380.1871.18. We have no
picture of whatever station structure might have stood here.
| HAMPTON1 [RAWSON] | HAMPTON | BHE | 1872 | | | | | | | HAMPTON2 [crc42.1894.22] | HAMPTON | NYNE | 1894 |
HAMPTON2. Based on the dress styles and the CHO date
range of 1870 to 1910, we are somewhat more inclined to see this as the second station here, though it could almost as easily
be HAMPTON1 if the photo was taken prior to the new station being built in 1894.
| HANCOCK [d134] | PLYMOUTH | HPF | 1855 |
| HANOVER [=RED
BRIDGE] | MERIDEN | MW | 1888 |
The
station shown on the lower left of this 1893 Hurd Connecticut atlas map was undoubtedly HANOVER. The map in Snow's
article [p11] shows it as EAST HANOVER, with an otherwise undocumented WEST HANOVER as well. HANOVER appears as stop
on a 6/1900 NYNH&H timetable in Snow [p29] and we think this is the same as another station listing,
RED BRIDGE. Though we have not seen that name on any timetable, a serious wreck here on August 10, 1888, put this spot
on the railroad map. The lenticular pony truss that was purchased from the Berlin Iron Bridge Co. for the Oregon Rd.
crossing seen on the map reportedly came in 1891, though that contradicts a 1910 reference that said a violent
winter storm closed the wooden bridge at Oregon Rd., and that a new iron bridge would be built "a short way this
side of the Hough's Mill." The famed Red Bridge [click here and here], named for the
color of its wooden predecessor, has an NRHP listing and is well preserved today. The 1915 val map shows no station
here by that time. [REFS: HC/10/27/1891/06; [HC/01/24/1910/03]
| HANOVER PARK [1st we of W MAIN ST, prbb at Coe Ave.] | MERIDEN | MW | 1888 |
This stop was one mile west of the MWCR's West Main
St. station. There is no stop here in 1888 [Snow p14] but it appears as HANOVER on a 1900 NYNH&H timetable [p29], as HANOVER
PARK in the 1907 ABC Pathfinder guide, and as indicated on Snow's map [left].
The facility itself was one of the many in the state that were created or subsequently operated by trolley companies and railroads
to increase ridership and profits, especially on the weekends. This one was the property of the Meriden Street Rwy. [Hill 1:88] and it was later
acquired by the Connecticut Co. A popular destination, it saw picnics and boating, baseball games and athletic events, and,
in the 1930s, dance marathons. There was reportedly only a platform here, which is not seen either on the 1915 val map or on the 1918 Bailey aero view [far left]. Rail service ended on this line on 6/24/1917 though the trolleys continued to bring people well into
the 1940s. [REFS: HC/06/27/1896/03]
| HANOVER SPRINGS [MULLIGANS XING; d158; ioa ch8] | NEWTOWN | S | 1912 |
The HANOVER SPRINGS stop in Newtown was requested by influential local businessman William Upham who lived here on
Hanover Rd. The station was built in 1912 largely to enable him to travel to his large food processing
plant in Hawleyville.
| HARRISONS [QUAKER HILL, WATERFORD] | WATERFORD | NLWP | 1849 |
HARRISONS
|
| UConn MAGIC |
A recent Shoreliner article on Hartford's early railroad history provided a lot of detailed
information about HARTFORD1, the capital city's first railroad station [SL31.3.11]. A Courant article [HDC/01/02/1840/02] heralded its
opening and put the dimensions at an even larger 60 ft depth as well as an 187 ft length for the Mill St. frontage.
The latter figure included the agent's attached quarters, which may be the grayish area on the north end. It also said
there was a 60x225-ft bridge over the river behind the station with four tracks, two each for passenger and freight service. The
fortuitously dated 1850 map shows the depot with the head house on Mill St. at the foot of Mulberry St. (red arrow) and the
train shed stretching out behind. The trackage layout in the area that would later become Bushnell Park includes
the broadly curving wye to the west that allowed trains arriving from both directions to back into the station and
pull out to return to their point of origin. The roundhouse and shops are at the green arrow and, at the blue arrow,
is the new 1850 Union Station.
| HARTFORD2
[ASYLUM AVE; blt w new HPF, CV ks 1872; HDC | HARTFORD | HNH/BHE | 1850 | | /08/10/1877/2: CW (1871) rents fm HPF; xpnd/annex 1876] |
HARTFORD2. Several views of Hartford's mammoth second station
that could easily be described as a monument to transportation and reportedly was the largest building in Hartford at the
time. It was built jointly by the HP&F and the H&NH at a cost of $60,000 [SL31.3.12]. HARTFORD2 is seen in
its full 360x94-ft profile at the upper right on John Bachmann's 1864 bird's-eye map [click here] and in the distance in the idyllic portrait in the upper left. That pleasant pastoral scene in Bushnell Park was
created by closing HARTFORD1 and eliminating the trackage and facilities along the Mill River. The newly added
shot on the lower left is from the 1877 Bailey bird's-eye map and shows a westward view of Union Place, the CW trackage
coming in at Spruce St. since 1871, and the other railroad structures behind the HARTFORD2. The interesting view on the lower right probably dates to the early 1880s and was found in Charles
W. Burpee's 1928 History of Hartford County [1: 489] and has the Adams Express Co. structure on Asylum St.
in front of the station, according to an 1885 Sanborn fire insurance map [SL31.3.11]. The east side of the NY&NE
freight depot is at the far left in this shot.
| HARTFORD3 [COLT'S/DYKE] | HARTFORD | CV | 1871 |
HARTFORD3 was probably the middle building in the complex to the far left. This was
the temporary CV station, called COLTS or DYKE station, which stood in front of the factory. The depot was described
as being 163x32 feet and having three tracks within [HDC/08/01/1871/02]. With the State St. terminus established early
in 1872, the reported intention was to relocate the COLTS structure to the south dyke area and to use it as
a car house [HDC/12/09/1871/02] in what became the the Valley road's operations base in Hartford at Wawarme and Van
Dyke Aves. Special trains continued to depart from here, like later in
1872 when a Fenwick-bound excursion train did so [HDC/08/28/1872/02], though COLTS was not a timetable stop. This location
was a still a NYNH&H freight station at least until 1925 and the spur to Brainard Airport and the Hartford produce
terminal, installed in 1919 [RCM], still leaves the former CV main here
today. This and the next shot are from an O.H. Bailey 1877 bird's-eye map of Hartford [click here].
HARTFORD4 [STATE
STREET; HDC/01/13/1872/02 tracks
in to steamboat landing, using their facilities] | HARTFORD | CV | 1872 | | | | | | HARTFORD5 [STATE STREET; rrc23.1876.4: CV abds union
sta, will build own; HC/05/15/1907/15: raz,
replaced b H8] | HARTFORD | CV | 18760 |
|
| CHO image |
We are not
absolutely clear which building is meant as HARTFORD4, the station at the steamboat dock first used by the CV when it reached
this point in 1872. It probably is the one at the foot of State St. in the middle left. The railroad commissioners reported
in 1876 that the CV, which completed the connection to the Asylum St. Union Station in 1873 [HDC/06/09/1873/02], had "abandoned"
that station in favor of building a depot at State St. to handle its growing business. We are designating that as
HARTFORD5, which is likely the long building in the middle right above where the ships are moored, and accessed from Commerce
St., as reported in the newspaper. The CV, with initial and short-lived visions of grandeur, arranged for trackage rights
on the HP&F/NY&NE to get to East Hartford [HDC/03/24/1873/02] and would use the Connecticut Central RR, which it leased briefly in 1876, to reach
Springfield from there. The NY&NE would begin operating the CC under lease in 1880 as its Springfield branch
[HDC/05/19/1880/02].
| HARTFORD6
[ASYLUM ST; crc38.1890.52: first used on | HARTFORD | NYNHH | 1889 | | 7/1/1889; 2/21/1914
fi; HC/09/27/1915/05: reops today] |
HARTFORD6. The building of this elevated
station was a result of the city's insistence on the elimination of the dangerous, multi-track grade crossing
on Asylum St. The photo to the left shows the work underway prior to May, 1889 when some Consolidated trains first
began to run into the new station [HC/05/02/1889/08]. In the distance in the construction shot are the old H&NH's engine
house and shops.
| HARTFORD7
| HARTFORD | HCW | 1889 |
HARTFORD7. This station was the result of the elevation of the new HARTFORD6 station
[HC/08/17/1888/05]. While there was still a track connection further to the north, HC&W access to Union Station was
impractical, unnecessary, and expensive, with the landlord being the NYNH&H. The company, which would become the CNE&W
by August, 1889, decided to build a depot of its own on Spruce St. northwest of Union Station. The $16,000 contract was
announced in March [NHER/03/06/1889/04]
with completion expected by July. Surprisingly, the exact opening date is nowhere yet to be found, but it was certainly
by the end of the year. In the succession of articles concerning disharmony and complaints about HARTFORD6, the newspapers
mention in August that it is still the H&CW terminus [HC/08/26/1889/08] but by December say people need to be directed
to the new depot [NHER/12/14/1889/01]. The CNE's annual meeting in March, 1890 took place in the road's
offices in HARTFORD7 on Spruce St. [HC/03/15/1890/01]. References to a Walnut St.
station, that street being on the northern and eastern boundary of the railroad's property, appear to mean this depot,
though it was a good distance away from that street.
HARTFORD8 [SPRUCE ST?; HC/04/25/1893/01: new nyne
depot t b ocpi a week fm
nx sunday | HARTFORD | NYNE | 1893 |
HARTFORD8 was the NY&NE station on Spruce St. It was built on land still owned by the
company after disagreements over rent and access at the new Union Station surfaced and alienated the two roads. A newspaper
article said it was to be occupied in early May of 1893. We have yet to find a photo of this station, which must have been
built at ground level with stairs up to the newly elevated tracks. The map at least shows the footprint of the structure.
[REFS: HC/04/25/1893/01; HC/10/08/1895/01].
| HARTFORD9
[STATE STREET; HC/05/15/07/15: 69x21, bk, | HARTFORD | NYNHH | 1907 | | red tile
rf; op 4/3?, w/ new brdg to E Htfd; nhar36.1907.5] |
|
| Hartford Courant |
|
| Leroy Roberts Collection |
HARTFORD9. Three views of this station, which replaced HARTFORD5 at
the foot of State St. The postcard above highlights the closeness of rail access to the steamboats at the Connecticut
River landing. Water transportation, largely controlled by the NYNH&H by the early 1900s, was still important for
freight and passenger service. Hartford, even at this time, greatly overshadowed all the other Connecticut ports of entry,
including New Haven where Long Wharf was already in decline.
| HAWLEYVILLE1 [d57,141,159] | NEWTOWN | H | 1840 |
| HAWLEYVILLE2 [H1,
added onto for S and NYNE] | NEWTOWN | H | 1872/81 |
HAWLEYVILLE2 is what we are calling the old station plus
the even larger addition on the west end that likely came for the Shepaug RR in 1872. The article covering the opening of
the NY&NE in 1881 said its station here "is formed with the Shepaug building with a new addition in
course of completion" and that the "station stands between three roads roads and will furnish accomodation to all.
[DN/07/27/1881/01}. This apparently is counting the D&N's presence here together with the Shepaug. Our
upper left shot shows a small addition on the east end that was put on some time after 1900 and a train behind the station
on the Bethel branch, That six-mile link was jointly built by the Shepaug and the D&N in 1872 and
made a direct connection between those two roads by crossing the HRR's track immediately east of the station. Our lower
right view shows the rear of the depot where passengers for Bethel and points beyond boarded their trains.
The Edwin B. Storrs article on Newtown's railroad stations [SL11.1.22] has more photos of this important railroad
junction, the layout of which is seen on the 1892 topographic map. It shows the NY&NE, with the HRR (unlabeled) below
it, paralleling each other westward to Hawleyville. The famed tunnels, HRR in 1840 and NY&NE in 1881, are located where
the tracks of those two roads come together on the right side of the map shot. The tunnels, of course, are still extant today
in 2010.
HAYDENS, location as seen on the 1855HC map.
| HAYDENS2
[crc22.1875.35] | WINDSOR | NYNHH | 1874 | | | | | | | HAYDENS3 [crc.52.1904.21:
new, old burns] | WINDSOR | NYNHH | 1904 |
| HAYSTACK [<WEST NORFOLK utl 1915] | NORFOLK | CW | 1871 | | | | | | | HAZARDVILLE [>SCITICO] | ENFIELD | CC | 1876 |
| HEBRON [<TURNERVILLE, <AMSTON] | HEBRON | NHMW | 1873 | | | | | | | HIGGANUM [HDC/08/25/1871/02] | HADDAM | CV | 1871 |
HIGH ROCK
GROVE [NHR/06/05/1879/02; HDC/06
/21/1880/02
| BEACON FALLS | N | 187080 | | | | | | | HIGH STREET [<COLLINSVILLE,
<COLLINSVILLE JCT: see] |
|
|
| | | | | | | HIGHLAND1 | MIDDLETOWN | MC | 1885 |
HIGHLAND1. We are assuming by the looks of its age that this was the first, perhaps the only, station here. Though
the loosely accurate CHO data says 1870 to 1900, there was no station here prior to 1885 when the M&C opened. As described
in 1888, it was a "pretty little station" [Snow, p20], which would not seem to describe either structure in the
photo, though the farther one may be a little more stylish. Was there an earlier station here? If our next listing of
a HIGHLAND station built in 1900 was in Massachusetts, then the one in this photo is probably the last to stand
here. The map to the left shows that this
station was not retired by the NYNH&H until 4/18/1933 per AFE 28546. The red arrow points to the station structure. [REFS: C175]
| HIGHLAND2
[nhar38.1909.7: in progress, here or Mass?] | MIDDLETOWN | NYNHH | 19000 | | | | | | | HIGHWOOD [btw FAIR ST and HAMDEN PLAINS] | NEW HAVEN | NHN | 1848 | | | | | | | HITCHCOCK [btw CHESHIRE and PLANTSVILLE] | SOUTHINGTON | NHN | 1848 | | | | | | | HOADLEYS [GREYSTONE] | PLYMOUTH | HPF | 1855 | | | | | | | HOBARTS | BROOKFIELD | H/NYNE | 1881 | | | | | | | HOLTS
HILL [btw YALESVILLE and MERIDEN] | MERIDEN | HNH | 1838 | | | | | | | HOP
BROOK [prob=UNION CITY2: see] |
|
|
| | | | | | | HOP
RIVER [r60-wd, now a home; lr: sold aft 6/39] | COVENTRY | HPF | 1849 |
| HOPKINS
[<SOUTH WILTON2,4, KENT1: see below] | WILTON | NYNHH | [19000] | | | | | | HOSKINS1
[ment crc16.1869.142: fst on NHN?;
HDC/12/21/1871/02:
as flag stop] | SIMSBURY | CW | 1871 |
| HOSKINS2
[HC/11/04/1899/05: new sta t b blt; stop once | SIMSBURY | CNE | 1900 | | called WESTOVER;
d19] |
| HOUGHS MILL
[>CHESHIRE STREET: see] | CHESHIRE | MW | 1888 |
|
| Cheshire Historical Society, Cheshire, CT |
The photo to the left looks west at the HOUGH'S MILL station in the distance
on the south side of the MW&CR line. When the track was straightened and the grade crossing just west of the mill was eliminated,
the small structure
was apparently moved across the track and renamed CHESHIRE STREET [see C stations], reflecting the highway name changes in
the area. The photo
to the right looks east and appears to show the mill building with the track running straight alongside
it after
the realignment. [REFS: NHER/03/26/1890/03]
| HOUSATONIC [ICE HOUSE SIDING?] | TRUMBULL | H | 1840 | | | | | | | HUMPHREYSVILLE [>SEYMOUR] | SEYMOUR | N | 1849 | | | | | | | HUNTINGTON
[never called H, =SHELTON: see] |
| IVES1 | HAMDEN | NHN | 1848 | | | | | | | IVES2 [= MOUNT
CARMEL2: see for discussion] | HAMDEN
| NHN
| 1875
| | | | | | | IVORYTON [tt6/8/1947:
btw CENTERBROOK/DEEP RIVER] | ESSEX | NYNHH | 1871 | | | | | | | JERICHO
| THOMASTON | N | est c1900 |
JERICHO is somewhat obscure and we do not know if it was an actual stop. The only place we have seen it is on what is probably
an employee timetable of 6/15/1908
in Connecticut Railroads [p89], where it is put 1.23 miles south of REYNOLDS BRIDGE. There has been a railroad bridge
here from the opening of the NRR and in 1852 it was the site of a derailment attempt [HC/09/06/1852/02]. The 1854LC map offers some insight at almost that
exact time but no station is indicated.
| JEWETT CITY1 | GRISWOLD | NW | 1840 |
JEWETT CITY1, as seen on the 1854NL map.
| JEWETT CITY2 | GRISWOLD | HPF | 1854 |
JEWETT CITY2, as seen with locator
number '5' on the roof, in the Burleigh 1889 bird's-eye map: click here.
| JEWETT CITY3 [crc47.1899.31] | GRISWOLD | NYNHH | 1900 |
|
| Leroy Roberts Collection |
| JUDDS BRIDGE [HDC/08/08/1873/04: depot built] | ROXBURY | S | 1873 |
|
| Leroy Roberts Collection |
KENT11 [>S.WILTON2,4
HOPKINS3; p103c; DC/09/03/1872/
02 still calls it KENT] | WILTON | DN | 1852 |
| KENT2 [KENT RD; p103]
| WILTON | MN | 1976 |
| KENT1 [d72; r61: 1st was in KP hotel,
200ft so v curr sta] | KENT | H | 1840 |
|
| Dave Peters Collection |
KENT1 was the first location of a station in the town of Kent when the HRR opened in 1840. According to John Roy [p61],
it was in the Kent Plains Hotel that was about 200 feet south of the present station, our KENT2. The 1854LC map shows where
the original station was.
KENT2 [>NOLANS;
d73; r61-wd/cb; crc22.1875.34; HDC/04/
15/1873/04: new depot coming | KENT | H | 1874 |
| | | | | | KITTEMAUG | MONTVILLE | NLWP | 1849 |
|
