| STATION | TOWN | RR | DATE | | | | | | | | | | | | SACHEMS HEAD1 | GUILFORD | NYNHH | 1883 |
|
| Leroy Roberts Collection |
SACHEMS HEAD1 does not appear on our 1883 timetable but the newspaper said that the platform was nearing completion
later that year [NHER/06/12/1883/04]. We presume that the 'platform' included the structure seen here, though
it is considerably more ornate than other flag stop stations that were built in the 1880s. It is, however, very similar
to PINE ORCHARD1 [see P stations] that has an 1888 date on the photograph.
| SACHEMS HEAD2 [crc49.1901.19] | GUILFORD | NYNHH | 1901 |
SACHEMS HEAD2 was reported to have been built in 1901 [CRC41.1901.19; HC/10/29/1901/05]. Interestingly, we have seen
a NYNH&H real estate record that says that the station seen here was built in 1894. We are not sure how to reconcile
the dates, unless there was an intermediate 1894 station that was replaced by a SACHEMS HEAD3. The final station was sold
for $20 to N.P. Whitmore on 5/3/1930 [AFE26286], according to the real estate record. The val map to the left shows the arrangement
of the depot grounds in 1915. The upper left photo is from a post card sent on 3/22/1906. On the lower left is a grainy
copy of a 1916 valuation photo that, unless our eyes deceive us, seems to show no building already, just the canopy and the back wall.
| SADDS MILLS [ram08: flag stop] | ELLINGTON | CC | 1876 |
SALISBURY1 [r87-wd, HDC/12/14/1871/02:
depot nearly
finished; burned c1900; a35; d47] | SALISBURY | CW | 1871 | | | | | | | SALISBURY2
[r87-wd, PRNE Berea NY dpt mvd he to repl] | SALISBURY | CNE | 188992 |
| SANDY
HOOK [d140] | NEWTOWN | NYNE | 1881 |
SANDY HOOK was another of
the set of stations Leaman Oatman built for the NY&NE on the line west of Waterbury in 1881. It was the large type, seen
also in SOUTHBURY and SOUTHFORD.
SANFORD1
[on 1867 Beer's atlas; sl17.2.12: dstryed by
train 1891] | REDDING | DN | 1852 |
SANFORD2 [NHER/06/09/1892/04; ram08; >TOPSTONE
1916] | REDDING | H | 189192 |
| SAUGATUCK [=WESTPORT and SAUGATUCK: see] | WESTPORT | NYNH | 1848 | | | | | | | SAYBROOK [=OLD SAYBROOK: see] | | | | | | | | | | SAYBROOK POINT1 [HDC/08/25/1871/02] | OLD SAYBROOK | CV | 1871 |
SAYBROOK POINT1 was in the end of the long steamboat terminal at the
water's edge, according to what we have learned. That end of the building was wrecked by a train running into
it in July of 1916 [HC/09/08/1916/07]. The postcard to the right was mailed in 1914.
| SAYBROOK POINT2 | OLD SAYBROOK
| NYNHH | 1916 |
SAYBROOK POINT2 is
seen on the left. It was the reassigned FENWICK station building that was moved here to replace SAYBROOK
POINT1.
| SCANTIC
[OSBORN, EAST WINDSOR] | EAST WINDSOR | CC | 1876 |
| SCITICO [<HAZARDVILLE;
rrc14.31: est c1/7/1876] | ENFIELD | CC | 1876 |
SCOTCH CAP [QUAKER HILL]
| WATERFORD | NLN/CVT | 19000 | | | | | | | SCOTLAND [>BURNSIDE] | EAST HARTFORD | HPF | 1849 |
SCOTLAND was a community in the town of East Hartford,
as seen on the 1855HC map. The station is marked by the red arrow. This stop would later be renamed BURNSIDE.
| SCOTLAND1 [c131] | SCOTLAND | HPF | 1854 |
|
| Leroy Roberts Collection |
SCOTLAND1. This HP&F stop was east
of Willimantic. The 1856WC map shows the location, which was just over the Franklin town border. The photo was reportedly
taken ca. 1900, with the coach to the right being used as the passenger portion of the station.
| SCOTLAND2 [crc47.1899.31] | SCOTLAND | NYNHH | 1899 |
SCOTLAND2. This structure, nearly as diminutive as the earlier one, was built by the NYNH&H to
replace the HP&F's previous station. [REFS:CRC47.18999.31]
SCOTLAND1 [HDC/12/21/1871/02: not a stop on
opening; >NO. BLOOMFIELD2, >BARNARDS3] | BLOOMFIELD | CW | 187180 | | | | | | | SEYMOUR1 [r88-wd, lge, hip rf bldg=wrong,
is S2, not S1] | SEYMOUR | N | 1848 | | | | | | | SEYMOUR2 [HDC/08/05/1867/08:
30x34, old t b uz f fr] | SEYMOUR | N | 1867 |
|
| Library of Congress |
|
| Leroy Roberts Collection |
We found this
image of SEYMOUR2 on the 1879 Bailey panoramic map of Seymour. Click here for access. This interesting view of of this station seems to show the two-story portion grafted onto
the older 1849 station. It was reported in the newspaper that the original depot was now to be used for freight,
apparently in a very economical way, creating a unique combination depot for Seymour.
| SEYMOUR3 [crc46.1898.19;
kukiel.us: opened 10/15/1898r88-buff bk, raz 2/30?/1953] | SEYMOUR | NYNHH | 1898 |
|
| Leroy Roberts Collection |
SEYMOUR3
| SEYMOUR4 [r88] | SEYMOUR | MN | 198099 | | | | | | | SHAILERVILLE | HADDAM | CV | 1871 | | | | | | | SHAKER STATION | ENFIELD | CC | 1876 |
| SHELDON STREET | SUFFIELD | CNE | 1902 | | | | | | | SHELTON1 [rented
basement space next door until 1892] | SHELTON | H/NHD | 1888 | | | | | | | SHELTON2 [r89: raz
1970] | SHELTON | NYNHH | 1892 |
| SHEPAUG [d158] | SOUTHBURY | S | 1872 |
| SHETUCKET [LISBON SIDING] | LISBON | NW | 1840 | | | | | | | SIMSBURY1 [r89-wd/cb, NYNH; bks frthse in 1874] | SIMSBURY | NHN | 184750 |
SIMSBURY1. The location is seen on
the 1855HC map.
| SIMSBURY2 [d20-1; or did
CW uz NHN sta 1871-1881?] | SIMSBURY | CW | 1871 |
SIMSBURY2?
| SIMSBURY3 [r89-bk; d112; crc22.1875.34; CNE uz 1913] | SIMSBURY | NHN | 1874 |
| SIMSBURY4 [crc29.1882.31:
new 18x50 depot up] | SIMSBURY | CW | 1881 |
SIMSBURY4, the CW station, is on the right and probably dates to 1881 when the railroad commissioners [CRC29.1882.31] said a new 18x50-ft depot was
put up. SIMSBURY3, the 1874 NH&N passenger station is behind the photographer in the photo on the left. By 1913
the CNE would be sharing SIMSBURY3 with the NYNH&H.
SMITHS station on the
Meriden and Cromwell RR, between HIGHLAND and WESTFIELD.
| SOUND BEACH1 | GREENWICH | NYNHH
| 188182
|
SOUND BEACH1. This stop first appears on timetables
and maps around 1882. The older look of this station makes us think that this was the first structure to serve as a station
here. According to John Roy, [p80+] this station was replaced in 1891 by SOUND BEACH2 that was built on the westbound side
of the newly four-tracked New York line. Seen in this ca. 1920(?) valuation photo,
the passenger canopy and the fencework separating the bidirectional tracks have been added. This seems to indicate that this older structure was still standing into the 1900s and perhaps was kept on as the
station on the eastbound side. The roof, canopy lines, and windows in SOUND BEACH2 look dissimilar enough to make us think
that one is the later station. [REFS: 1851TT; 1879TT; 1883TT; RRM1882]
| SOUND BEACH2
| GREENWICH | NYNHH | 189192 |
|
| Leroy Roberts Collection |
SOUND BEACH2 would become OLD GREENWICH [see O stations] in 1931.
| SOUND VIEW1 | OLD LYME | NYNHH | 1892 |
| SOUND VIEW2 [nhar41.1912.10: new] | OLD
LYME | NYNHH | 191112 |
|
| Leroy Roberts Collection |
|
| Leroy Roberts Collection |
| SOUTH BRITAIN [d139] | SOUTHBURY | NYNE | 1881 |
SOUTH BRITAIN. This flag stop was not on the list of stations when the NY&NE opened
[DN/07/27/1881/01] and it is not on their system maps for 1889 or 1892, though smaller stops were often not included. We do
not have access to any sources thereafter until a 1907 ABC Pathfinder Railway Guide,
no. 418, where it is listed in the station index as having telegraph and money order service and connections by stage or electric
road to POMPERAUG VALLEY aka SOUTHBURY. It is, however, not on the timetable. In 1917 issues it is on the timetable
as a flag stop and it is still listed on our 1923 timetable. We have its location as being just south of I-84, east of the
Ichabod Rd. overpass. The 1915 val map shows the station on the south side of the track.
| SOUTH CHESTER [<LORDS FARM; >CHESTER2: see] | CHESTER | CV | 1871 | | | | | | | SOUTH COVENTRY [r90-bk/cb] | COVENTRY | NLWP | 1850 |
SOUTH COVENTRY.
The location is seen on the 1857TC map.
| SOUTH KENT1 [Atwater, HoK, umbrella-sized] | KENT | H | 184200 | | | | | | | SOUTH KENT2
[>LILY LAKE, >WOODROW; d71] | KENT | NYNHH | 19000 |
SOUTH KENT2. Although there was a post office here from 1857 until 1864, there is no station on any HRR timetable
we have seen. Like NORTH KENT, also unlisted, trains still may have picked up passengers here. The first mention
of a railroad station is in Atwater's 1897 History of Kent [p100] wherein he says VanNess Chase, the storekeeper,
"waves a red flag for trains to stop, but has no tickets to sell." Since Atwater claims the depot is the size of
an umbrella(!), we have decided to call this larger one SOUTH KENT2. The 'pigtail' reference on the building
behind the station goes back to the names this area was known by, including Hopson Corners, Pigtail Corners, and Bulls Bridge.
One legend is that the porcine name, favored by locals, came from an incident in which one feuding neighbor
cut the tail off the pig of his enemy. Alternately, the name may have come from the layout of the intersecting Bulls Bridge
Rd. and today's Rte. 7. Regardless, the nearby South Kent School has used the 'against the world' rallying call and
the student newspaper is The Pigtail even today [click here]. This station would subsequently be named LILY LAKE in 1913 and finally WOODROW [see W stations] the next year.
| SOUTH KILLINGLY | KILLINGLY | NW | 1840 | | | | | | | SOUTH LYME1 | OLD LYME | NHNL | 1852 | | | | | | | SOUTH LYME2 [crc43.1895.13] | OLD LYME | NYNHH | 1895 |
|
| Leroy Roberts Collection |
| SOUTH MANCHESTER [CHENEYVILLE;
HC/08/05/1889/ | MANCHESTER | SM | 1870 | | 06: long-talked
about depot to be built 20x71 on Elm St. | | crc49.1901.24: old
depot refitted] |
SOUTH MANCHESTER is seen on the 1880 Bailey birds-eye map [click here]. The speculation
about the depot to be built later on Elm St. [HC/08/05/1889/06] must have meant a replacement for the one seen here, which
was built in 1870. The replacement was never built. This one was later refitted [CRC49.1901.24] and was later moved about 1,000 feet north to just above Forest St., an action approved on 10/22/1910 by the commissioners
[CRC58.1910.14]. We believe it stood until the 1960s or so before being torn down.
SOUTH NORFOLK
[HDC/12/21/1871/02: flg stp on opng,
prob >NORFOLK
SUMMIT] | NORFOLK | CW | 1871 | | | | | | | SOUTH NORWALK [=NORWALK:
see] | | | | | | | | | | SOUTH STREET
[mem hst v htfd county, 407] | SUFFIELD | WLS | 1870 |
|
| Leroy Roberts Collection |
| SOUTH WETHERSFIELD [Mem
hst v htfd county, 482; | WETHERSFIELD | CV | 1872 | | HDC/09/22/1872/04: bng blt b locals; >SPRING BROOK] |
| SOUTH WILLINGTON1 | WILLINGTON | NLWP | 1850 |
|
| Leroy Roberts Collection |
SOUTH WILLINGTON1. According
to the Courant, this station burned in 1890 after the passage of the boat train that evening, even though everything
had "appeared to be all right" [HC/09/06/1890/06]. The depot was described as being "a small inferior
looking building" and it was hoped that the new one would be "more in keeping with that enterprising and growing
village."
| SOUTH WILLINGTON2 | WILLINGTON | NLN | 18800 |
| SOUTH WILTON2,4 [<KENT1:1873tt: sl17.1.19; >HOPKINS3] | WILTON | DN | [18700] |
| SOUTH WINDHAM | WINDHAM | HPF | 1849 |
SOUTH WINDHAM1. Since there was no WINDHAM
station, as this photo is labeled, we think it belongs here as the HP&F's first depot which we assume was built
ca. 1849. We have revised our understanding of this location based on Al Weaver who has researched it and says that the
terrain seen here corresponds with the station we have labeled SOUTH WINDHAM3. The map on the right shows this location
north of the Shetucket River and also shows the NLW&P depot location south of the river.
| SOUTH WINDHAM2 | WINDHAM | NLWP | 1849 |
|
| Joseph Cerreto Collection |
The upper left photo of SOUTH WINDHAM2 appears in Woodward following page 32. He says that the shot is
ca. 1883 and that this brick combination station measured 72x30 feet and was built in 1849, authorized by the directors
on 11/16/1849. John Roy [p92] agrees with the 1849 date and says that it once had the columned portico. The picture on
the right with the water tank looks ca. 1900. The portico has come down and the structure beyond the station, a
woodshed for locomotive fuel, has also been removed. The lower left looks like a Benton and Drake 1930s shot. The factory-like
building on the right might still be standing though it is out of sight at this angle. Woodward also says this location
was known as Spaffordsville.
| SOUTH WINDHAM3 | WINDHAM | NYNE | 188090 |
| SOUTH WINDSOR1 [WAPPING; crc58.1910.14: burns] | SOUTH WINDSOR | CC | 1876 |
| SOUTH WINDSOR2 [nhar40.1911.9;
new sta] | SOUTH WINDSOR | NYNHH | 1910 |
| SOUTHBURY [=POMPERAUG VALLEY; d138-9] | SOUTHBURY | NYNE | 1881 |
|
| Leroy Roberts Collection |
SOUTHBURY. This was the name of this NY&NE station
on opening [DN/07/27/1881/01] and also appears as such on an 1889 system map [SL29.1.8]. In the fashion of many stops, it
had the alternate name of POMPERAUG VALLEY, and the two sometimes even appear in combination with each other. Both names,
in fact, appear on a list of stations compiled by the state railroad commissioners themselves, with exactly the same 46.9
mileage point from Hartford [CRC30.1883.62]. Multiple names and
ones that were similar enough to cause confusion in train orders became the focus of Interstate Commerce Commission efforts
for renaming stations in 1915.
| SOUTHFORD | SOUTHBURY | NYNE | 1881 |
SOUTHFORD station was said in the Danbury
News to be "a fair example of the large stations on the NY&NE westward extension," with "seperate
(sic) waiting rooms for the sexes, with toilet conveniences, and telegraph office, and ticket office." [DN/07/27/1881/01].
Coverage in the Courant goes on to say that the interior finish was oiled wood and the exterior was painted
olive green, with red trim and brown roof and that the freight house was in the same building but more plainly finished. [HDC/07/23/1881/02].
To avoid confusion with SOUTHBURY, this station would be renamed OXFORD around 1915 [see O stations]. SOUTHFORD, SANDY
HOOK, and SOUTHBURY look virtually identical in design. All the extension stations, said to be 12 in number, were
contracted to Leman (sometimes misspelled Leaman) Oatman, a well-known Hartford builder [HDC/08/23/1880/02].
It would appear that he superimposed the freight portion on the rear and over the square passenger section, which by itself
might look like the smaller stations at MILL PLAIN, NEWTOWN, and TOWANTIC. A Courant article, which gives
his first name as James, says that he had already finished the Connecticut stations and that he had gotten the
contract for the stations from Brewsters to Fishkill [HDC/06/21/1881/02]. As for the 12 stations, if you count BRADLEY/ALLERTON
FARMS [see B stations], which is not mentioned on opening day, and FAIR GROUNDS2, where a station was not built
as far as we know, then there were exactly a dozen stops from Waterbury to Mill Plain.
| SOUTHINGTON1 | SOUTHINGTON | NHN | 1848 |
SOUTHINGTON1, as seen on the 1855HC map.
| SOUTHINGTON2 [crc22.1875.34] | SOUTHINGTON | NYNHH | 1874 |
SOUTHINGTON ROAD [Snow: not on 1888tt p14; is on
1900tt p29] | CHESHIRE | MW | 1888 |
Click here for the full val map.
| SOUTHPORT1 | FAIRFIELD | NYNH | 1859 |
SOUTHPORT1. This stop was not an original one
on the NY&NH. The station was reportedly built in 1859 and that seems to be corroborated by the fact that it does not
appear on our 1858 Pathfinder timetable, but, contradictorily, the 1856FC map shows
it already in existence then. The small board and batten Gothic structure lasted until 5/17/1884 when it caught fire from
the sparks of a passing locomotive [HDC/05/19/1884/04]. It was valued at $8,000. The conflagration also took the adjacent
Congregational Church.
| SOUTHPORT2 | FAIRFIELD | NYNHH | 1884 |
SOUTHPORT2 was built to replace SOUTHPORT1.
The new brick station cost $6,500 and opened in August of 1884 [CRC32.1885.9; NHAR13.1885.8]. Still standing, it received
an NRHP designation in 1989.
| SOUTHPORT3 [WB;
r93-wd: 187599; nrhp1989; fi 2007?] | FAIRFIELD | NYNHH | 18900 |
SPAFFORDSVILLE [=SOUTH WINDHAM:
see]
| | | | | | | | | | SPRING BROOK [SOUTH
WETHERSFIELD] | WETHERSFIELD | CV | 1871 | | | | | | | SPRING STREET [sl13.2.32: btw RCKVILLE and WESTWAY] | VERNON | R | 1863 | | | | | | | SPRINGDALE1 | STAMFORD | NC | 1868 |
| SPRINGDALE2 | STAMFORD | NYNHH | 19000 |
|
| Leroy Roberts Collection |
| SPRINGDALE CEMETERY
[Catholic; no bldg] | DARIEN | NYNHH | 19000 |
| STAFFORD1 [r94-wd:
sma gabl, 100 yds we] | STAFFORD | NLWP | 1850 |
STAFFORD1. On the left, the location is seen on
the 1857TC map. On the right, the structure is shown on the 1878 Bailey bird's-eye map [click here]. The passenger
station is the building with the locator number '1' over it. This stop is called STAFFORD SPRINGS on some
timetables. This is presumably the brick passenger station authorized by the directors on 9/3/1850, which, with a brick freight
depot, coat a total of $3,100 [Woodward, p37].
| STAFFORD2 [r94-bk: now
dpw and p.d.] | STAFFORD | CVT | 1893 |
| STAMFORD1 | STAMFORD | NYNH | 1848 |
STAMFORD1, location as seen on the 1856FC map. We suspect that this station
looked like NORWALK1 and GREENWICH1 but inquiries at the Stamford Historical Society have yet turned up no photo of this station.
[rev8/29]
| STAMFORD2 [r94-bk, mans rf, btw e&w trax, raz 1893] | STAMFORD | NYNH | 18678 |
|
| CHO image |
STAMFORD2. The railroad commissioners say [CRC14.1867.13] that this station was expected to be completed by
May 1. The annual report of the NY&NH, as recounted in the newspaper [CH/05/18/1867/02],
corroborates that both in Norwalk and Stamford "good and substantial buildings of brick, with slate and tin roofs"
were being built and the small, older wooden depots removed. Both of these new depots were similar in design, handsome two-story
structures with Mansard roof, approximately 210 feet by 24 feet. The one here would be razed in 1897 with the completion of
the four-tracking and the building of STAMFORD3 and 4. The image on the left is from the L.R. Burleigh 1883 bird's-eye
map [click here] and shows STAMFORD2 between the Consolidated's up and down tracks. Note also the covered passenger shed to the east
for the trains of the Stamford and New Canaan RR, which was leased in 1883 by the NYNH&H. [add8/29]
| STAMFORD3 | STAMFORD | NYNHH | 1897 |
STAMFORD3 stood on the westbound
side of the main line. It opened early in 1897 according the Register. This coincided
with the completion of the elevation and four-tracking of the New York, division except for a small section still left unfinished
in Bridgeport and the ballasting that was expected to be done by June. The station was described as a handsome structure built
of yellow pressed bricks with a tunnel under the tracks for passengers bound either way to access the twin station on the
other side. The work here reportedly cost the NYNH&H $550,000 for the improvements that simultaneously doubled track capacity
and eliminated grade crossings. The photos show the new depot before the 1907 electrification (right) and after (left). This
station stood until March, 1983 when STAMFORD5 was built. [REFS: NHER/02/08/1897/03; R94 says it opened in 1893]
| STAMFORD4 | STAMFORD | NYNHH | 1897 |
STAMFORD4 was
the twin 1897 station that stood on the eastbound side of the track. It was razed in November, 1987. [REFS: R94]
|
| Wikipedia photo |
STAMFORD5. Built of brick and aluminum,
this station opened in 1987 and was reconfigured later to address criticisms about layout and inconveniences to passengers.
[REFS: R94, WP (Wikipedia)] [add8/29]
| STEARNS [BEAVER
BROOK?] | BROOKFIELD | NYHN | 1868 | | | | | | | STEELES | BOLTON | HPF | 1849 |
|
| Joseph Cerreto Collection |
STEELES. Also spelled
STEELS. Switchmen, stationed here and also at CLUB HOUSE to the east, controlled access to and from the section
of rail that narrowed from double to single track at these points. It has been noted that this photo probably dates to before
1900 since the rails are spiked directly into the ties with no tie plates being used.
| STEPNEY1 [r96-wd:
says NYNHH blt prev one(?)] | MONROE | H | 1840 |
STEPNEY1, as seen on the 1856FC map.
| STEPNEY2 [crc53.1905.26;
r96-wd: lrgr, like TRUMBULL] | MONROE | NYNHH | 1905 |
STERLING1. Location seen on the 1856WC map.
| STERLING2 | STERLING | NYNHH | 19000 |
|
| Leroy Roberts Collection |
| STEVENSON1 | MONROE | H/NHD | 1888 |
|
| Dodd Research Center, UConn |
STEVENSON1.
The original depot also served as a dwelling for the station agent, and was apparently
operational by late 1889 [NHER/11/18/1889/01]. It is on the north side of the track. This station burned on May 19, 1905. According to an article in the Stamford Daily Advocate of that
day, a 2:00a.m. down train spotted the flames and blew its whistle to alert the area, but the responders were unable
to save the building. Other interesting information we have learned is that the HRR was going to put a smaller depot
here but "four well-to-do residents of this place," R.S. Hinman, Charles Gilbert, Walter H. Bradley, and a Miss
Stevenson [relation to Wm. H.?], formed the Stevenson Station Co., which built and owned the structure, part of which was
used as a store. Agent Goulette had just moved a piano and some furniture into the building, intending to make
it a residence for his family, when it burned. He lost his possessions which included 30 bushels of potatoes in the cellar.
Neither he nor the station company had insurance for a loss he valued at $2,000. The Courant corroborates these
events, the ownership of the building by the station company and the amount of the loss as $2,000 [HC/05/20/1905/01].
| STEVENSON2 | MONROE | NYNHH | 19050 |
STEVENSON2. We are not entirely of the date on this photo. It almost looks like 1901,
which would make this one the one that burned in the 1905 conflagration detailed above. That, however, does not
square with the description of the building lost in the fire, as reported by the Stamford newspaper.
STILL RIVER [crc53.1905.26:
comb sta, LANESVILLE AND
STILL RIVER?: see] | NEW MILFORD | NYNHH | 1905 |
| STOCK YARD [HIGHWOOD] | HAMDEN | NHN | 1848 | | | | | | | STODDARDS WHARF | LEDYARD | NW | 1843 | | | | | | | STONINGTON1 [steamboat
landing] | STONINGTON | NYPB | 1837 |
STONINGTON1 was the terminus of the NYP&B at the Stonington Point dock,
whence steamboats took passengers and freight to New York. The railroad opened in 1837 [Karr, p125], and included the
first section of track operated in the Nutmeg State, though not by a Connecticut corporation. The location is seen on the
1854NL map.
| STONINGTON2 | STONINGTON | NHNLS | 1858 |
|
| TCS Collection |
STONINGTON2 was erected when the line from Groton Bank was built in 1858 to a point just
east of what is shown on this map section and that was thereafter called Stonington Jct., where the new trackage met
the old line to the steamboat dock. The track curving to the south is heading for the dock.
| STONINGTON3 | STONINGTON | NYPB | 1865 |
|
| TCS Collection |
STONINGTON3 was the newer and larger facility built here in 1865. This was in the wake of the fire
at GROTON2 and the NYP&B's decision to concentrate its New York boat service here at these newer facilties [MJ/12/30/1865/02].
This is an interesting example of the competition between water and rail routes operated by the same company.
Instead of improving or rebuilding Groton after the fire, the NYP&B had already decided to move back to
Stonington in spite of the longer sailing distance to the Empire State. The 1879 Bailey bird's-eye
map is from the Boston Public Library [click here].
| STONINGTON4 | STONINGTON | NYNHH | 18930 |
We can't be completely sure but this photo looks like the facilities have been expanded
in comparison to those on the Bailey map. If correct, this would be after the "large freight and passenger stations that
the Register reported in 1893 [NHER/07/31/1893/04]. The ships at the dock certainly look more like 1900 to our amateur eye.
| STONINGTON5 | STONINGTON | NYNHH | 19000 |
|
| Richard A. Fleischer Collection |
STONY CREEK1 [r96:
NYPB compass, HDC/01/13/1859/02:
depot mentioned; nw on quarry spur] | BRANFORD | NHNL | 1852 | | | | | | | STONY CREEK2 [crc31.1884p20" $2751] | BRANFORD | NYNHH | 1883 | | | | | | | STONY CREEK3
[r96-wd, sltbx] | BRANFORD | NYNHH | 19000 |
|
| Richard A. Fleischer Collection |
STONY
CREEK2,3. According to the railroad commissioners [CRC31.1884.20], a new passenger station was built here in 1883. The substantial
building on the left, currently seen in use as the freight station, was probably this 1883 combination depot, with
the dual chimneys as perhaps indicative of separate facilities for freight and passengers therein at one time. STONY CREEK1, a ca. 1852
NH&NL combination depot, is still standing nearby. Even today, it reportedly still bears the NYP&B 'compass'
design feature of the depots along this line that were controlled by that company from 1858 to 1862.
| STRATFORD1 [EB; r97: jst we, Linden
Ave, bks eb fr hse] | STRATFORD | NYNH | 1849 |
STRATFORD1, location as seen on the 1856FC map.
STRATFORD2 [EB; r97-wd; NHDP/03/01/1871/02: pres
dpo t b uz f fr, nu 1 t b blt on ol site. later mvd east] | STRATFORD | NYNHH | 1871 |
In this 1930 view, the station on the left is STRATFORD3, the first structure to stand on the westbound
side of the tracks. On eastbound side, there are two stations, STRATFORD2, and behind it is the original 1849 station,
STRATFORD1, which was still in use as a freight depot when
seen here. These two stations first stood on Linden Ave., just west of here across Main St. and both were originally bi-drectional
since they pre-dated the four-tracking of the New York Division. STRATFORD2 serves today as the National Helicopter Museum.
STRATFORD1 is long gone.
| STRATFORD3
[WB; r97-wd, now rest; crc42.1894.17] | STRATFORD | NYNHH | 1894 |
|
| Leroy Roberts Collection |
STRATFORD3 is on the westbound side, north of the tracks. Later enlarged when still in railroad use it houses a restaurant
today.
STRATTON BROOK [d21; HDC/12/14/1871/02:
stop at
opening; >STRATTONS 1915] | SIMSBURY | CW | 1871 |
| SUBMARINE BASE [NAVY YARD; added-onto?] | GROTON | NYNHH | 19000 |
| SUFFIELD [HDC/05/20/1875/02: hearng
on nu W SUF dpo] | SUFFIELD | WLS | 1868 |
| SUMMIT | PLYMOUTH | HPF | 1855 | | | | | | | SUMMIT [>EAST
SUMMIT, 1915?] | PROSPECT | MW | 1888 | | | | | | | SUMMIT [<NORFOLK
SUMMIT utl 1915] | NORFOLK | CNE | 1871 |
|
