Track 16 - CT Passenger Stations

HADLYME3. This structure was built by the Friends of the Valley Railroad and debuted on 7/18/2009. VRR passengers using the Hadlyme flagstop to walk down to the ferry, cross the river and hike to Gillette Castle now have some place to get out of the sun or rain. The depot is a post and beam, mortise and tenon structure that uses no nails in the framing. It stands in the same spot as HADLYME2 and was modeled on SOUTH BRITAIN: see S stations. The No. 97 is headed north in the shot to the right. Thanks to Lee Carlson and the FVRR for the work, the photos, and the info, all of which make this railroad the great success it is today.

HAMDEN PLAINS. This stop was four miles north of the Austin depot in New Haven on the Canal line, according to 1851 and 1858 timetables and it is no longer seen by 1871. The 1852 snippet at upper left lists it during the period when the NH&N was leased by the NY&NH, with the legendary railroad builder George Washington Whistler having his superintendent's office in New York City. According to the records of the railroad commissioners in RG 041 at CSL, a letter dated 5/5/1877 from G.S. Benham complains about the removal of planking "from an old highway crossing (near the site of Hamden Plains station discontinued)..." which he would like to have restored. The map at lower left [add1/1] is from an early real estate atlas found at the New Haven Museum and Historical society, which has a number of these rare and valuable railroad NYNH&H-predecessor property books. It still shows the canal and a piece if it as sold to a Mr. J.A. Bassett. The red line is the track which crosses to the west side of the road, to be named Dixwell Ave. at a later date. We assume that the discontinued station stood at the crossing where the planking once was. Comparing all this evidence and using our great inclination toward the obvious, we think that this location was at Benham Ave. where we have placed it on the snippet from our CTRRMAP at lower right. The link to the full map is found on the TCS home page. We have no picture yet of whatever station structure served here as HAMDEN PLAINS. [REFS: 1851TT; HDC/07/08/1852/01; PTT197.1858.15; PTT380.1871.18; RRC24.44 (6/8/1877]

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HAMPTON1

This stop was established in 1872 when the BH&E opened the line between PUTNAM and WILLIMANTIC. Apparently, there was no station here at the beginning and the railroad commissioners ordered one early in 1873. We have not found a photograph yet but the commissioners were called upon late in 1875 to act on the complaints of residents about the poor condition of the passenger accommodations here. The petition said that the "shanty" was about eight feet square, had broken windows, no stove, and roof so leaky "that it is but little use to go into said building for protection." [REFS: RRC8.388 (10/27/1873); RRC26.3 (1/5/1876)]

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HAMPTON2

HAMPTON2. The commissioners reported in their 1894 annual report that new depots been built here and another at TOWANTIC. While they say that the other one was a replacement for one that burned, they say nothing about the circumstances at Hampton that required a new structure. The name of this station was changed to RAWSON possibly in 1915 with the ICC directive to eliminate names that might be confused with other locations. The PUC inspection photo at lower left is ca. 1920, but unfortunately the last digit of the date has been cut off on all the copies we have. [REFS: CRC42.1894.22]

HANOVER. This stop was established in 1888 when the M&W opened between Meriden and Waterbury in 1888. The location is shown on the lower left of this shot from the 1893 Hurd Connecticut atlas. 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 it also may have been referred to as 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, 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. 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 [right]. Rail service ended on this line on 6/24/1917 though the trolleys continued to bring people to the park well into the 1940s. [REFS: HC/06/27/1896/03]

HANOVER SPRINGS. Also called HANOVER, this location was first known as Mulligans Crossing. The photo at lower left appeared in the Newtown Bee in 1914 and it seems to indicate the inauguration of the stop at that time. That dating seems to jibe with maps and timetables we have consulted and also with Edwin Storrs, who, in a Shoreliner article, gives a ca. 1912 date for the opening and says that a group of affluent summer residents requested the station so they wouldn't have to drive to Hawleyville to take the train back to New York City. The other 'creation story' is that the station was requested by influential local businessman William Upham who lived here on Hanover Rd. and wanted to be able to take the train to his food processing plant in Hawleyville. The foundation is seen in the shot on the lower right. The site is just inside the Pond Brook boat launch area for Lake Lillinoah at the intersection of Hanover and Pond Brook Rds. A 1936 article in the Bridgeport Post noted that this station had been sold to J.J. Coffey, Jr. of 99 White St., Danbury who planned to move it along the Housatonic River and remodel it into a summer residence. Thanks to Rob Novak for passing this item along. We may try to trace the name in city directories to see if we can get a subsequent address in Newtown to determine if this structure is still standing. [REFS: NB/09/25/1914/01; BP/02/01/1936/18; D158; IOA Newtown, ch. 8; Storrs: SL11.1.26]

HARRISON. Though flag stops can be elusive, this one probably dates to ca. 1882 when it first shows up on RRMs. The line through Waterford was opened in 1849 by the NLN. A CVT timetable in 1900 and the RAM maps show it as being two miles above New London. This small shelter is in the southeast quadrant of the grade crossing, as verified in the 1923 PUC inspection photo at upper right. This location saw its share of excitement during the famed collegiate rowing competitions on the Thames River. Those meets actually included teams other than Yale and Harvard whose race always got top billing. The Cornell team was headquartered here at Harrison's Landing. An alternate name of this stop as MAMACOKE, named for the adjacent cove, was said in some newspaper articles to be the southern end of the four mile course that began at BARTLETTS. This station was in the news in 1892 for a fatal, head-on collision of two trains just to the south. The NLN's Norwich operator, 20 years of age and serving both as telegrapher and switchman on 11-hour shifts for $1.50 per night, was blamed for being asleep and missing the passage of the southbound train. The railroad was censured for overburdening the operator and positioning a car carrying four valuable horses and their attendants, en route to the races at Poquonnock, immediately behind the engine. [REFS: NHER/10/14/1892/01; NHER/10/21/1892/04; NYH/10/15/1892/10; NYHT/10/15/1892/01; NYT/10/21/1892/03]

HARTFORD1. An early 1840 Courant article heralded the station's opening, putting the size of what it said was a two-story brick station at 60x187 feet and the 1840GHD gave its address as 42 Mill St. A 1901 article, very detailed but perhaps somewhat less reliable with the passage of time, said this depot was open for the arrival of the first train from the south on December 13, 1839, and describes the station as "an unpretentious structure... barnlike in appearance... wooden... closed in by clapboarding" and high enough in the shed part to allow passenger cars to enter. The front on Mill St. was two stories high, with a waiting room and ticket office on the first floor and railroad offices above. No actual images seem to exist but the top left image [Connecticut Magazine, 1890, p69] is geographically close. In the center, one sees the tail end of a coach on a train that is heading west from the station. The blow-up at top right is one of Al Weaver's excellent colorizations, which better illustrates the coach, seen ahead of the buildings of the original Trinity College. The 1840 article also noted the 60x225-ft bridge over the river behind the station with four tracks, two each for passenger and freight service. Both maps are ca. 1850. The one at middle left gives a good overview of the layout prior to the creation of Bushnell Park in the area west of HARTFORD1. The title to the roadbed passed from the H&NH to the city as of 4/1/1856 [ibid., p68]. Notice all the way over to the right the H&NH branch to the freight house on the Connecticut River. The map at middle right shows HARTFORD1 with the red arrow at the foot of Mulberry St. and its train shed stretching out behind. The area to the west includes the broadly curving "triangle," the wye used to back trains into the station, first from the south and, starting on December 10, 1849, from Springfield as well. The H&NH roundhouse and shops are at the green arrow and HARTFORD2, the new 1850 Union Station, is at the blue arrow. Recent research has clarified that HARTFORD1 was sold and dismantled for its usable building components between 1859 and 1860, this to make way for the Mulberry St. bridge as an eastern entrance to the new Bushnell Park. The snippet at bottom right is from John Bachmann's 1864 bird's-eye map [click here] and shows the bridge built on the station site. The ca. 1880 stereopticon view on the left shows the pier in the Park River as well as the west abutment, both of which once supported the station platform over the river. We are still hopeful that some image of HARTFORD1 created prior to its removal will be found. [REFS: HDC/01/02/1840/02; HDC/01/01/1846/02; HDC/09/16/1847/02; HDC/07/27/1858/02; HDC/09/30/1858/02; HDC/10/09/1858/02; HDC/07/06/1859/02; HDC/01/05/1860/02; HC/08/03/1901/09; SL31.3.11]

HARTFORD2. Several views of Hartford's mammoth second station that could easily be described as a monument to transportation and reportedly was then the largest building in Hartford. At a cost of $60,000, it was built jointly by the H&NH and the HP&F, the approach of the latter occasioning the need for expanded rail facilities prior to its arrival on December 1, 1849. A newly found article in the Boston Evening Transcript stating that "the splendid new depot at Hartford is now completed" complements a note in the Courant that gives 4/24/1850 as when "trains will leave the new Station House on Asylum street." HARTFORD2 is seen in its full 360x94-ft profile at the upper right on John Bachmann's 1864 map 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 river. The shot on the lower left is from the 1877 Bailey bird's-eye map and shows a rare, westward view of Union Place, with the CW track coming in from the northwest at Spruce St. as it had since 1871. The CV would also begin to use this station in 1873 from their junction to the north via HP&F trackage along which many other railroad structures can be seen. 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. This was probably added in 1876 and is shown on the 1885 Sanborn fire insurance map [SL31.3.11]. The gate tender's shanty is at the far left in this shot. This station was remodeled in 1876 and demolition in advance of the 1889 station, HARTFORD8, began on 5/30/1887. [REFS: HDC/04/23/1850/02; BET/04/26/1850/02; HDC/04/13/1876/02; CRC24.1877.20; HDC/08/10/1877/02; HDC/05/30/1887/02; HC/08/03/1901/09]

HARTFORD3 was probably the middle building at the red arrow in the complex to the far left. This was the temporary CV station, called COLTS or DYKE station, which apparently stood in front of the factory at first. The depot was described as being 163x32 feet in size and having three tracks going inside. Once the State St. terminus was established early in 1872, the intention was to relocate the COLTS structure to the south dyke area and to use it as a car house in what became the the Valley road's first operations base in Hartford at Wawarme and Van Dyke Aves. Even though COLTS was not a timetable stop, special trains continued to depart from here, like later in 1872 when a Fenwick-bound excursion did so. 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]. [REFS: HDC/08/01/1871/02; HDC/10/03/1871/02; HC/01/13/1872/02; HDC/08/28/1872/02]

HARTFORD4. The depot at the steamboat dock, first used by the CV when it reached this point in January, 1872, is the building across the track from HARTFORD5 and is seen at locator number 16 on the map. Though it is not visible here, some photos we have seen show the passenger canopy at the track for people detraining here, either to access the steamboats or to take the stairs down to street level to go into the city. That canopy would be matched by one on the opposite side of the track when the CV began to utilize HARTFORD5 in 1873. [REFS: HDC/01/13/1872/02; HDC/03/24/1873/02; HDC/06/07/1873/02]

HARTFORD5. The three photos we have posted here are priceless. The one at top left shows the building that would become the CV depot for the next four decades, seemingly prior to its conversion in 1873 when the Middletown Constitution said "The Valley railroad company are cleaning out and remodeling the old brick building at the foot of State street (sic) and fitting it up for use as a temporary depot." Perhaps even more dramatic is that the photo shows box cars sitting on a trestle that dead-ends at State St. Since we know that the CV reached this point in January, 1872 and that by June, 1873, they built farther north to the junction, we have a neat and narrow time frame for this historic photograph. CV trains would run to Union Station using the HP&F track from the junction until March, 1876, at which time, the railroad commissioners said that the CV had "abandoned" Union Station in favor of building a passenger depot at the foot of State St. While the 'abandonment' was reported correctly, the new depot apparently was never built since the Courant said in 1907 that the old brick building, which dated back to 1835, had been used as the CV depot "for nearly forty years." The article went on to say that the landmark structure, whose street-level tavern was frequented in the old days by Commodore Vanderbilt when he was running ships to Hartford, had been torn down "several weeks ago," putting that event around April 3, 1907 when the new State St. station, HARTFORD10, opened. The demolition was said to be no great loss, since the depot's "dark and gloomy room" reportedly saw few patrons. The photo at middle right shows the building and the canopies [gray arrows] out front off the second floor for access to the elevated tracks. The photo at lower left, perhaps ca. 1900, seems to show 'CVRR Station' in faded lettering. The 1877 map [top right] shows the building at the red arrow and the 1880 map [middle left] shows the layout of the property that is prematurely attributed to the NYNH&H, which would not control the CV until 1882. [REFS: C/06/04/1873/02; HDC/06/07/1873/02; HDC/06/09/1873/02; C/06/11/1873/02; HDC/12/23/1873/02; HDC/03/13/1876/02; CRC23.1876.4; HDC/05/19/1880/02; HC/04/23/1907/03; HC/05/15/1907/15; K98]

HARTFORD6. The structure at the red arrow looks likely to have been what was used on the NYNH&H side on Union Place in 1888 and 1889 with the demolition of HARTFORD2 that began on 5/30/1887. This temporary station was reportedly built with trusses from the old Adams Express shed [see above: HARTFORD2, lower right photo] and it was expected to open on 5/22/1887. The CHS image shows the work site probably just after the demolition of the old depot was completed, with steam hammers already pounding pilings into the ground for the new station, HARTFORD8, that would open on 5/2/1889. Pass-around tracks were built east and west of the site while construction was going on. HARTFORD6 was demolished on 5/6/1889 with locomotives helping to pull it down. [REFS: HDC/04/26/1887/02; HDC/05/18/1887/02; HDC/05/30/1887/02; HDC/05/07/1889/08]

HARTFORD7. We did not even know there was a separate NY&NE temporary station while HARTFORD8 was being built until we found some articles in the Courant. So when we looked at this photo again and realized there was nothing here at the red arrow before HARTFORD2 was torn down, it seemed likely that this is HARTFORD7, shared by the CW that came in from just where the curve swings off to the upper right in the distance. An article in May said "The temporary station in Spruce street for the use of the New England and Connecticut Western roads is being erected as rapidly as possible." A fire in the temporary depot in December, 1887 is noted in the paper which says repairs have been made. [HDC/05/26/1887/02; HDC/12/01/1887/08]

HARTFORD8. 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. Construction began on 4/18/1887, it went into partial use on 5/5/1889 and it was officially opened on 7/1/1889. The photo at lower right shows the elevation work for the tracks from the west underway prior to May, 1889 when some Consolidated trains first began to run into the new station. In the distance in the construction shot are the old H&NH engine house and shops. The postcard on the upper right reportedly dates to 1912. Note the high, cross-gabled roof over the central part of the station in the distance on the east side of the building in both, top-row views.

A fire on 2/21/1914, caused by an overturned oil stove in the Adams Express Co. office, necessitated an expensive and extensive rebuild for HARTFORD7. A temporary station, HARTFORD11 [see below] was begun immediately on the Spruce St. (west) side of the burned out station to be used by southbound passengers and opened on 2/24. The street-level restaurant, with only smoke and water damage, was to be used for northbound passengers while it was decided what to do after the fire. Disliked for its limitations and the “mazes of [the] ancient structure" said to be "[a] labyrinth to the uninitiated,” the station was never a popular building. A group from Hartford visited President Mellen to discuss plans for reconstructing it in a better manner or choosing a new location entirely. Mellen reportedly said that in his opinion the “Hartford railroad station was the worst abortion on the road between New York and Boston” but, in spite of this sentiment, the NYNH&H decided to rebuild using the walls of the old structure, which were deemed sound. Interestingly, the newspapers mentioned the need for the old station plans, said to have been imported from Hanover, Germany ca. 1880, to be found down in New Haven to see what had to be changed to meet the current Hartford building code. Apparently this was done and the station was rebuilt, but the former cross-gabled roof was replaced by a flat, steel fireproof covering instead, noticeable in the photo at bottom left, with an image of the burned-out structure just above it. The station reopened on 9/27/1915, though it should be noted that all train service continued in the interim, even using the tracks on the eastbound side right after the fire was put out. The paper noted that the Valley, Connecticut Western (CNE) and Connecticut Central trains were still terminating here at Union Station, by now of course, all as branches of the NYNH&H. Comparing the rebirth to the old myth of the phoenix rising, the newspaper said it was pleased with the changes and invited New Haven people up to see new station here and compare it to their old "antique," NEW HAVEN4 that would not be replaced until 1920. The teasing sentiment showed that the rivalry between the old capital cities that dated back to the 1780s was still in vogue two centuries later. [REFS: HDC/04/18/1887/03; HDC/05/02/1889/08; CRC38.1890.52; HC/02/22/1914/01,10; HC/02/23/1914/02; HC/03/14/1914/04; HC/09/27/1915/05]

HARTFORD9. This station was the result of the elevation of the new HARTFORD8 station. 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 with completion expected by July. Surprisingly, the exact opening date has yet to be found, but it was certainly by the end of the year. In the succession of articles concerning disharmony and complaints about HARTFORD8, the newspapers mention in August that it is still the H&CW terminus but by December say people need to be directed to the new depot. The CNE's annual meeting in March, 1890 took place in the road's offices in HARTFORD9 on Spruce St. 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. [REFS: HC/08/17/1888/05; NHER/03/06/1889/04; HC/08/26/1889/08; NHER/12/14/1889/01; HC/03/15/1890/01]

HARTFORD10 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 May, 1893 newspaper article said the exterior was almost complete, the outside walls covered with metal shingles or plates "called the Cartwright roofing, and painted brown." Additionally, it is described as a two-story structure with a large waiting room and ticket office on the "platform floor," i.e. track level, and baggage and express department at street level serviced from above by a freight elevator. The restaurant was to be run by "Parker" as was done for the NY&NE in Boston, Putnam, and Willimantic. [rev1/6>] The 1893 NY&NE annual report said it cost $8500 and, somewhat cryptically it was "of a temporary nature, but is convenient and will serve all necessary purposes for some time to come.">] We have yet to find a photo of this station, but the map posted here at least shows the footprint of the structure. The Consolidated objected to this move claiming that the wooden structure would be a fire hazard to the platform used by both railroads. Ironically, the NYNH&N's own brownstone station would be gutted by fire in 1914. [REFS: NYNEAR18.1894.8; DEN/01/03/1893/04; HC/04/25/1893/01; HC/05/09/1893/02; HC/10/08/1895/01]

HARTFORD11. Three views of the station that would replace HARTFORD5 at the foot of State St. It came about as part of the improvements underway in 1905 which included the creation of the Connecticut Boulevard that began here and ran along the river to the new Bulkeley Bridge to East Hartford that opened in 1908. The newspaper reported that the new 69x21-ft depot had a brick and granite exterior, a red tile roof, and an eight--ft overhang all around. Inside were men's and women's waiting rooms with a small baggage room on the north end. Since the old CV trestle work had been filled in, thus creating an elevated berm along the river, the railroad now crossed State St. by an overgrade bridge. A stairway led up to the station which figured as something of gateway on the boardwalk that ran north to Riverside Park. All these new amenities contributed to increased use of this station now that the old HARTFORD5 was gone. The postcard above highlights the closeness of rail access to the steamboats. Water transportation, also largely controlled by the NYNH&H by the early 1900s, was still important for freight and passenger service. Hartford still greatly overshadowed all the other Connecticut ports of entry, including New Haven where Long Wharf was already in decline. [add1/21>] Another round of highway improvements in the form of a State St. bridge to East Hartford would doom this station in 1955. Ironically, an East Hartford contractor, Dunn Bros. was the low bidder for the demolition work, reportedly offering $460 to do the job. Passenger service on the Valley branch had ceased in 1933, according to Karr, so the station structure, however handsome when built, had languished unused for 20 years by the time the wrecker's ball struck.>][REFS: NHAR36.1907.5; HC/05/15/07/15; HC/05/31/1907/04; HC/05/11/1955/02; K98]

HARTFORD12. We had this photo as HARTFORD6, the temporary station used when HARTFORD2 was torn down but have moved it here instead. With its 1917 date, it seems much more likely to have been used when HARTFORD9 was out of commission after the 2/21/1914 fire. Work started the day of the fire for the structure that was put up on the Spruce St. side and it was opened within two days of the conflagration. It is hard to imagine that this crude structure would still be standing in this busy downtown area two years after HARTFORD9 reopened but the dated val photo proves that it was.

HAWLEYVILLE1. The diminutive original station gives no hint of the important railroad junction that this point would become forty years later. The 1840 HRR tunnel, an impressive engineering feat for the time on one of Connecticut's earliest railroads, was about two miles east of the depot. If the information in Courant cited below is correct, this tunnel is almost 200 feet long. The photo at lower left is from our more agile days in the 1980s and the one at lower right shows the old Parmalee Hill Rd. bridge over the track and both tunnels, the NY&NE's being below the Maybrook line right of way.

HAWLEYVILLE2 is what we are calling the old station plus the even larger addition(s) on the west end that likely came for the Shepaug RR in 1872 and the NY&NE in 1881. The article covering the opening of the NY&NE 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 accommodation to all." 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 middle left view shows the rear of the depot where passengers for Bethel and points beyond boarded their trains. The Edwin B. Storrs Shoreliner article on Newtown's railroad stations 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 PUC inspection photo at middle right is an eastward looking view on 9/23/1924, the 'creamery' reference being to the operation here that was part of the famed milk business from all over Litchfield County. The famed 'Hawleyville tunnels' are located where the tracks of HRR and NY&NE come together on the right side of the map shot. They are still extant today in 2010. The NY&NE 1881 tunnel photo is from the 1980s. Work on this project seems to have been started by the BH&E, as reported in the Courant which said it was cut wide enough for a double track, was twice the length of the HRR tunnel and 27 feet below it, and was expected to be completed in February, 1870. In 1880 when the NY&NE was finishing the work, the Courant reported the dimensions to be 380 feet in length, 26 feet in width and 20 feet in height for this simple subterranean rock bore that would be upgraded and lined with concrete by the NYNH&H in 1911, the date which, though not clearly visible here, is etched in the overlay on the keystone. [REFS: HDC/01/03/1870/04; HDC/08/17/1880/02; DN/07/27/1881/01; D57,141,159; NL6.4.8; SL11.1.22; SL12.1.25]

HAYDENS2. The station location is shown on 1893 topo map. Articles in the 1874 Courant said in March that "it is proposed to establish a railway station at Hayden's crossing" and in November that the officers of the NYNH&H were making "the necessary surveys and plans for the building." The railroad commissioners corroborate in their annual report of May, 1875 that the NYNH&H had built a new depot at this location. HAYDENS makes it first appearance in 1880 on a list of stations and is first seen on a schedule in our 1894TT, although the flag stop, as noted at HAYDENS1, goes back at least to 1855. [REFS: HDC/03/02/1874/04; HDC/11/14/1874/02; CRC22.1875.35; 1883TT; 1894TT]


				TylerCityStation.Info Track 16 - CT Passenger Stations



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