| | | | | | | | | | | MADISON1 [r62-wd;
c1850, bks frt hse; raz 1980s] | MADISON | NHNL | 1852 |
|
| Library of Congress |
MADISON1 is seen in this shot is from
the 1881 Bailey bird's-eye map. Click here for the LOC
panoramic maps.
| MADISON2 [crc44.1896.15: ol bks frt hse] | MADISON | NYNHH | 1896 |
MADISON3, Shore Line East station, as seen on 8/2/2010.
MAMACOKE [maybe est
same time as BARTLETTS: see]
| WATERFORD | NLN | est c1878 | | | | | | | MANCHESTER1 [<UNION
VILLAGE; aka N MANCHESTER] | MANCHESTER | HPF | 1849 |
|
| Boston Public Library |
MANCHESTER1, as seen on the Bailey 1880 bird's-eye view of Manchester. The train that is approaching is on the South Manchester RR and has just come
up from the Cheney factories, which the tiny railroad connected to what was by now the NY&NE mainline. The timing of this
sketch was fortuitous for, had the Bailey artist arrived in 1881 after MANCHESTER2 was built, we would not have this image
of the first station. Click here for the LOC map collection.
| MANCHESTER2 [HDC/04/15/1881/02,
5/25/1881/01: | MANCHESTER | NYNE | 1881 | | c25x72ft, w wings;
QAstyle, uzg old frame; m98: uz tl 1957] | | | |
| MANSFIELD1 [Depot
St] | MANSFIELD | NLWP | 1850 |
MANSFIELD1, as seen on the 1857TC map.
| MANSFIELD2 [HC/02/08/1916/04] | MANSFIELD | CVT | 1916 |
| MANSFIELD3 [c82
sz 1930; now rest; fi 20000?] | MANSFIELD | CVT | 1930 |
| MAROMAS [HDC/08/25/1871/02;
DC/09/21/1872/02] | MIDDLETOWN | CV | 1871 |
MAROMAS, as seen on the 1915 val map.
| MARSHALL'S CORNERS | GREENWICH? | NYNHH | 1879 | | | | | | | MASONVILLE [GROSVENORDALE] | THOMPSON | NW | 1840 | | | | | | | MASSAPEAG1 [accident near sta: HDC/11/20/1865/02] | MONTVILLE | NLWP | 1849 | | | | | | | MASSAPEAG2
[ram1908: flag] | MONTVILLE | NLWP | 18800 |
MASSAPEAG1, as seen on
the 1854NL map.
| MASSAPEAG2 [ram1908: flag] | MONTVILLE | NLWP | 18800 |
MECHANICSVILLE1 [rrl 1/8/77; crc23.1876.27
abd (prbb
cs dups M2); t b mv to HAMPTON, needed there; nt done yet] | THOMPSON | BNYC | 1854 | | | | | | MECHANICSVILLE2 [KLONDIKE, THOMPSON; HDC/10/021865
/02: Mech Co of Putnam erecting depot in their village to be used
as depot, store, office, tenement (in Put or Mech?); no M stop in 1851tt,
1858tt; is on 1871tt] | THOMPSON | NW | 1865
| | | | | | | MELROSE1 | EAST WINDSOR | CC | 1876 | | | | | | | MELROSE2
[crc45.1897.23: erected; old one burned] | EAST WINDSOR | NE | 1897 |
| MERIDEN1 [tavern/store at Harbor Brook?] | MERIDEN | HNH | 1838 | | | | | | | MERIDEN2
[r63: Meriden>Conklin Hotel, we v trk; wdct] | MERIDEN | HNH | 1842 |
|
| Leroy Roberts Collection |
MERIDEN2. Note the early H&NH open cab locomotive and the sign for the 'Railroad Refectory,'
the station waiting room in the addition that the H&NH put on the hotel behind the train. This building
was known first as the Meriden Hotel in 1842, when this woodcut is dated, and would later become the Conklin Hotel. Rockey
and some other sources say that the first station was where the Rogers block would be. This was also a hotel just out of sight
to the left on the south side of Main St. to which the station returned when the Conklin Hotel burned in the mid-1840s.
MERIDEN3
was south of Main St. and on the west side of the track, as shown on the 1852NH map. The depot was in yet another hotel in
what was called the Rogers Block.
MERIDEN4 [": RR
&Colony Ave; bk, we v trk; HC/11/13/1862
/02: old wd dpo burned, nu brk lmo rde; then survs 1864
fi] | MERIDEN | HNH | 1854 |
This
1875 Bailey map [click here] shows the 1854 station, MERIDEN4, above locator number '3' as of this date, reportedly
rebuilt with a brick facade after a fire in 1862 and surviving another fire in 1864. The freight depot is standing here
more or less in its original location, before being moved north to make room for the building of MERIDEN5, also
the later site of MERIDEN8 and MERIDEN9. Main St. crosses the tracks to the far right. Number '50' marks
where MERIDEN2 in the Conklin Hotel stood before it burned and '51' denotes the Rogers Block that served as MERIDEN1
and MERIDEN3.
MERIDEN5 [": crc30.1883.23;
sim to WLNGFD2, NH1875;
185ft, 19 rms upp; nhar10.1882.6: not done yet; raz 1940-2] | MERIDEN | NYNHH | 1882 |
| MERIDEN6 [CENTER ST] | MERIDEN | MC | 1885 |
| MERIDEN7
[WEST MAIN ST] | MERIDEN | MW | blt
1889 |
|
| Leory Roberts Collection |
Glover Snow [p15] says the West Main St. station
was "put into use" on 6/17/1889 and that track was still in place to serve nearby factory sidings when he was writing
in 1953 [p27].
| MERIDEN8 [";
op 9/21/1942; raz 1971] | MERIDEN | NYNHH | 1942 |
| MERIDEN9 ["] | MERIDEN | PC | 1970 | | | | | | | MERRITT 7 [opens 7/29 per nyt/07/28/1985/11/3, article says
only privately built station in the state! | NORWALK | MN | 1985 |
|
| Leroy Roberts Collection |
MERROW1, as seen on the 1857TC map, with the village called Merrowville
there.
| MERROW2 | MANSFIELD | NYNHH | 19000 |
| MERWINSVILLE [d64+;
r53-wd, meal stops/sta til 1905] | NEW MILFORD | H | 1842 |
MERWINSVILLE, as seen on the 1854LC map.
| MIDDLE TURNPIKE
[TAINTORS CROSSING] | MANCHESTER | MA | 1870 | | | | | | MIDDLEFIELD | MIDDLEFIELD | NHMW | 1870 |
MIDDLEFIELD. The siting of this station was somewhat controversial.
The railroad commissioners [CRC18.1871.279] ruled for a location in the Falls District, near the house of Ira N. Johnson. Dissention
with this result persisted until a depot was also established at MIDDLEFIELD CENTER, as many had argued for to begin with.
[add9/1]
| MIDDLEFIELD CENTER | MIDDLEFIELD | NHMW | 1873 |
MIDDLEFIELD CENTER. This station was not built until 1873, according to the newspaper.
Dissatisfaction with the MIDDLEFIELD station, which was to the south and "in the swamp," caused the townspeople
to hold off endorsing $30,000 worth of the second mortgage bonds that the NHM&W needed to sell to pay off the 1873
extension to Willimantic. The acquiescence of the railroad in building the center depot resulted in the needed endorsement.
This was in addition to the $30,000 worth of stock the town had subscribed to. The $70,000 reportedly represented 7.5% of
the town's total grand list of taxable properties. The newspaper said that work on the MIDDLEFIELD CENTER depot was "rapidly
progressing" in September of 1873, with the expectation of a fine-looking building that would be a convenience for travelers
and an improvement "to the appearance of that locality" [DC/07/16/1873/02; DC/07/31/1873/02; DC/09/09/1873/02; DC/09/10/1873/02].
[add9/1]
| MIDDLETOWN1 | MIDDLETOWN | MI/MIE | 1850 |
|
| CHO Image |
MIDDLETOWN1 is seen on the left in the 1859MC map. The
Middletown & Berlin RR opened in 1850 to a terminus on North Main St. and the 1855 Middletown Extension RR, also seen,
brought the line downriver to the steamboat landing. The 1877 Bailey bird's-eye map on the right [click here] shows the complex then. Both roads were later leased to the Hartford and New Haven RR. In the lower left of the Bailey map,
we can see the overpass for the Connecticut Valley RR, which opened in 1871. The other rail line on the 1859 map
is tentative right of way for the Air Line. Proposed in the 1840s, the NHM&W would not open until 1870. [REFS: NHJC/12/08/1877/02]
|
| Leory Roberts Collection |
The
large building on the left in this photo appears to correspond to the 1850 station seen on the map at the
'10.' It was used for freight subsequent to the new passenger terminus on Washington St. that
the NYNH&H opened in 1879.
| MIDDLETOWN2 [SPRING
ST; NHMW first terminus] | MIDDLETOWN | NHMW | 1870 |
MIDDLETOWN2. This was
the terminus of the New Haven, Middletown and Willimantic RR that opened to the city on July 1, 1870. This image is also from
the Bailey 1877 map so it reflects the reorganization of the railroad as the Boston and New York Air Line by this time. [REFS:
C/07/26/1871/02]
| MIDDLETOWN3 [WASHINGTON ST] | MIDDLETOWN | CV | 1871 |
This
Greek Revival building on Washington St. is said to have been the Valley RR's first station in this city,
our MIDDLETOWN3 [Connecticut Railroads, p.169]. The structure appears to have been built as the U.S. Customs House for
the Middletown district, probably in 1833. It also served as the post office and as the seat of other federal agencies. During
the Civil War, "the left hand door" led to the office of the deputy provost marshal who dealt with draft
matters [DC/09/03/1863/02]. Citizens petitioned the government in 1867 for addition of the portico [DC/06/19/1867/02],
which probably accounts for the captioning as the 'New Custom House' in the photo. It is seen below
'Cherry St.' on the shot from the 1915 Bailey and Hughes aero view [click here for full map], standing to the left of MIDDLETOWN5, the NYNH&H's 1879 passenger station.
MIDDLETOWN4 [JUNCTION; prbb op 4/73 w
extension to Willimantic; un sta f AL and CV]
| MIDDLETOWN | BNYAL | 1873 |
|
| CHO image |
The 1877 map also shows
this 'union station' at the junction, MIDDLETOWN4, a small depot on the Air Line and a long passenger platform
and canopy on the Valley line, probably in place by August, 1873 when the B&NYAL opened to Willimantic [HDC/04/28/1873/04;
DC/08/13/1873/02]. This became an important interchange point with the CV, which stopped here as well as at
its 1871 station at the steamboat dock just to the south [HDC/07/08/1874/04]. Note also the turntable and interchange
track shared by the two roads. The NYNH&H Berlin branch trains were still terminating at MIDDLETOWN1 on North
Main St. at this time. The first railroad bridge across the Connecticut River, with its somewhat delicate superstructure,
is seen in both images.
MIDDLETOWN5 [WASHINGTON
ST; crc27.1880.28; HDC/
09/29/1879/02; nynhh pooling agrmt w/ BNYAL 1879] | MIDDLETOWN | NYNHH | 1879 |
|
| J.J. Harness Collection, Copyright NHRHTA, Inc. |
The 12/11/1924 valuation photo [left] shows MIDDLETOWN5, 'the old depot,' built in 1879
at the end of the track that had been brought down to the steamboat landing as the Middletown Extension RR in 1855.
The unattractive structure was almost not built in anticipation of MIDDLETOWN6, which the NYNH&H started using in
1884. Passengers may still have been brought here to make boat connections, however. The photo to the right shows the
customs house as well as this station, standing side by side.
| | | | | MIDDLETOWN6 [JUNCTION; crc29.1882.15; HDC/11/01/
1882/02: AL dpo; HDC/05/29/1883/04: NYNHH mvs here] | MIDDLETOWN | BNYAL | 1881 |
MIDDLETOWN6. The shot from the 1915 Bailey and Hughes map shows
the 1881 B&NYAL station, at the junction. A newspaper report said the road had paid $5,000 for land here on which
to build the new depot [NHER/07/12/1881/01], presumably now buying or expanding the property where MIDDLETOWN4 stood. The
railroad commissioners said that the new station was "unique and tasteful" [CRC29.1882.29]. The Valley road
would also use this, and by 1884 a new 'side track' was constructed for Berlin branch trains to start accessing
what had finally become a true union station in Middletown [HDC/11/07/1884/04]. The NYNH&H was certainly entitled to utilize
the Air Line station since it had leased the B&NYAL in 1882.
|
| TCS Collection |
|
| TCS Collection |
MIDWAY station is seen [top left] on the north
side of the tracks at Depot Rd. and the site today is seen at top right. Click here for the valuation map showing its location and the massive Midway yards and facilities just east of this point. These
were begun in 1904 and substantially enlarged in 1917 and the station was moved across the mainline track at that
time, according to articles in the newspaper [NLD/07/16/1917/08, NLD/ 01/15/1917/08]. Today, an Amtrak maintenance facility
occupies some of the land and the rest has been sold off for residential developments, with telling street names like
Midway Oval.
MILFORD1 was located pretty much where the westbound station is today,
east of High St. and north of the track. We do not yet have a picture of this station. It is shown by the red arrow on the
1852 NH map.
| MILFORD2 | MILFORD | NYNHH | 1881 |
MILFORD2 was
built in 1881 on the eastbound (south) side of what was by then the double-tracked line to New York. {REFS: NHAR10.1882.6;
R64]
| MILFORD3 [WB side;
r65-wd, sltbx; crc42.1894.17 w/ 4trk] | MILFORD | NYNHH | 1894 |
|
| Leroy Roberts Collection |
MILFORD3 is shown in the photo on the right. The shot on the left looks toward New Haven after the 1914 electrification of the New York Division main
line has been completed. MILFORD3
is on the left and MILFORD2 on the right.
| MILK HOUSE | PRESTON? | NW | 1840 | | | | | | | MILL PLAIN | DANBURY | NYNY | 18850 |
MILL PLAIN was up in 1881
for the opening of the NY&NE extension to the Hudson River and was described by one reporter as "a pretty depot
building" [DN/07/27/1881/01]. Another of Leman Oatman's stations, it looks virtually identical to
NEWTOWN and similar in size and design to TOWANTIC. It still stands in 2010, though moved slightly east. John Roy's
[p66] ca. 1885 date and HP&F origins for this station are in error.
| MILLDALE1 [HITCHCOCK] | SOUTHINGTON | NHN | 1848 | | | | | | | MILLDALE2 [r66-wd/cb, rblt
aft 2/4/28 fire; HOLGATE IHTJ] | SOUTHINGTON | NYNHH | 1894 |
| MILLERS | NORTH CANAAN | H | 1842 | | | | | | | MILLSTONE | WATERFORD | NHNL | 1852 |
| MOHEGAN [ram08:
flag] | MONTVILLE | NLWP | 1849 |
|
| Leroy Roberts Collection |
We are not completely
sure that this was the MOHEGAN flag station, but the possibility that the mound may be a Native American burial site
does seem to lend credence for this being the correct location. The 1854NL map has a depot above MASSAPEAG that
we think is MOHEGAN.
| MONROE [see TCS 5.22.1] | MONROE | H | 1890 |
MONROE. This station was on the HRR's section of the Extension. See Track 5, MP 5.22.3.
| MONTOWESE | NORTH HAVEN | HNH | 1838 | | | | | | | MONTVILLE1 | MONTVILLE | NLWP | 1849 | | | | | | | MONTVILLE2 [HDC/10/13/1863/02
fdaj f cb dpo; M3?] | MONTVILLE | NLN | 1863 |
| MOODUS [=EAST HADDAM
AND MOODUS: see] | HADDAM | CV | 1871 | | | | | | | MOOSUP1 | PLAINFIELD | NW | 1840 |
MOOSUP1. The
Burleigh bird's-eye map of 1889 shows the building with the locator number '11' on the roof. Click here for the LOC
panoramic map collection.
| MOOSUP2 [crc45.1897.23: in process of erection] | PLAINFIELD | NE | 1898 |
| MORRIS1 [d150: West Morris; HDC/08/08/1873/04: built] | MORRIS | S | 1873 | | | | | | | MORRIS2
[crc34.1886.12] | MORRIS | S | 1886 |
This has to be MORRIS2 since this locomotive was renumbered as the 502 in 1905, according to Fisher [Steam Locomotives, p.51].
MOUNT CARMEL1
[AXLE WORKS; at W Woods/Mt Carm
Ave; rrc9.9 (6/2/74): t
be abd w/ IVES f sta t b blt at IVES loc] | HAMDEN | NHN | 1848 | | | | | | MOUNT CARMEL2 [at rte 22; aka IVES; NHDP/11/07/
1874/04: rrc aprvs work; r67-br; crc23.1876.16 sz 1875] | HAMDEN | NHN | 1875 |
|
| Leroy Roberts Collection |
According
to Hartley's History of Hamden [p328], there were originally two stops, about
a mile apart, in the Mount Carmel section of Hamden, both just platforms. One was at AXLE WORKS, which
we have cross-listed as MOUNT CARMEL1, since timetables carried that name. The other location was IVES
on the timetables, but we have cross-listed it here under the name MOUNT CARMEL2, as it was also known. The
station shown here was built in 1874, at which time the railroad commissioners allowed the nearby AXLE WORKS Mt.
Carmel stop to be adandoned [RRC9.9 (6/2/1874)]. In these years, the NH&N line still followed the old Farmington
Canal bed along Cheshire Turnpike, now Whitney Ave. The numerous grade crossings and dangers to horses and carriages
on the road persuaded the town to vote funds to assist the railroad in relocating the line a bit farther to the west in 1880
and MT CARMEL3 was built north of here, right about in the middle of the two older stops. This station was then abandoned
and just used as a store thereafter. It stood just west of today's intersection of Rtes. 10 and 22, just
above the start of the Rte. 40 connector.
| MOUNT CARMEL3
| HAMDEN | NHN | 1882 |
|
| Leroy Roberts Collection |
MOUNT CARMEL3. The newspaper reported in 1881 that the relocation of the tracks, some
500 feet to one mile (west) of the highway, was finished along a 6-mile stretch northward from "the Plains
to Ives' station" [NHER/10/20/1881/04]. The work cost the railroad $100,000, with the town chipping in $14,000. A
new station, MOUNT CARMEL3, was built along the relocated line. We have not found an exact date but assume it was completed
early in 1882. The location was just north of today's Sherman Ave., where the brick passenger station, heavily modified,
is presently in use by a construction company. The handsome brick freight station, well preserved and looking as
it originally did, also survives as a hair salon.
| MULLIGANS CROSSING [HANOVER SPRINGS] | NEWTOWN | S | 1872 | | | | | | | MYSTIC1 | STONINGTON | NHNLS | 1858 |
| MYSTIC2 [crc53.1905.28; crc54.1906.39; same or diff?] | STONINGTON | NYNHH | 1906 |
|
| TCS Collection |
|
| TCS Collection |
| MYSTIC3 [r69-wd, shltr, EB side] | MYSTIC | ATK | 1986 |
|
