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Connecticut Passenger Stations,
T-V
Last revision was on 8/19/2010.
Look for yellow
highlights below that indicate revised or added material and check your prior notes and any earlier copies of this page
against current online version. Requests for clarification of particular facts can be emailed to caboose@tylercitystation.info c/o Bob, WebStationmaster.
Most images enlarge by clicking on them. Refer to Passenger Station home page for abbreviations and sources.
___________________________________________________________________________________
| STATION | TOWN | RR | DATE | | | | | | | | | | | | TACONIC [<CHAPINVILLE
utl 1915] | SALISBURY | CW | 1871 |
| TAFTS [TAFTSVILLE; q148f] | NORWICH | NW | 1840 |
TAFTS was also known as TAFTVILLE. This photo to the left appears to be looking south [see SL11.2.27]. The
N&W line is behind the station and Connecticut Co. trolley tracks are in foreground. Out of sight to the left is
the junction point where trolley cars would meet the N&W and use its track to Plainfield. The muddy, but interesting, side view of this station shows the excitement of the kids at the
prospect of the PWC Bake (?), and the approaching train. In lower right photo, train emerges from nearby Taftville tunnel.
| TAINTORS CROSSING | MANCHESTER | SM | 18700 | | | | | | | TALCOTTVILLE | VERNON | HPF | 1849 |
| TALMADGE HILL
[crc37.1889.17: shelter] | NEW CANAAN | NYNHH | blt
1888 |
| TARIFFVILLE1 [HC/10/11/1898/03:
brch abd 1890, dpo?] | SIMSBURY | NHN | 1850 |
TARIFFVILLE1. This timetable shows the
new 1850 termini of the Canal road, both at this location and at COLLINSVILLE and GRANBY. PLAINVILLE was the previous end
of the line. The 1855HC map shows the layout of the Tariffville spur and the location of the depot. We do not yet have an image of the first station here, nor do we know how long service
lasted. By 1900, the railroad commissioners said the NH&N line to this point had not been used in years, nor was
it likely to be in the future and gave permission for the CNE to build its Springfield extension unimpeded across the spur.
The victory was short-lived when the NYNH&H surreptitiously obtained the Montague Farm property, just north of here, and
forced the CNE to charter and build the East Granby and Suffield RR, a 3.5-mile, $100,000 loop around the farm. The line opened
in 1902 and, with the Montague property suddenly obtainable for a pittance, the CNE tore the loop out just two years later
[HC/05/10/1904/18].
TARIFFVILLE2
[HDC/08/28/1872/02: depot mentioned;
HC/05/06/1892/06:
burns 5/5] | SIMSBURY | CW | 1871 |
We think the photo
to the left shows TARIFFVILLE2 in the distance and TARIFFVILLE3 in the foreground. The photo to the right is the 1/15/1878
collapse of the Farmington River bridge just west of the station.
| TARIFFVILLE3
[In use 1893, no ment v being built] | SIMSBURY | CNEW | 1893 |
| TARIFFVILLE4
[crc51.1903.22; d18] | SIMSBURY | CNE | 1903 |
| TERRYVILLE1
sl12.1.29 map sz NYNE 1870=wrong; d132] | PLYMOUTH | HPF | 1859√ |
|
| USGS Image |
TERRYVILLE1, reportedly, was also called PEQUABUCK for the village located here,
but we have never seen that name on a timetable or signboard. According to the newspaper, this stop did not come into
existence until 1859 [HDC/11/04/1859/02]. The topographic map [click here] at the left shows the old loop and the location of TERRYVILLE1, which still stands there today, minus its gable and
bay window. The red arrow shows the location of TERRYVILLE2, no longer standing, on the new alignment heading for the Terryville
tunnel.
| TERRYVILLE2
[r98-bk, Span style; d133; HC/06/08/1910/ | PLYMOUTH | NYNHH | 1910 | | 13: 60X40, 150ft pltfm; HC/01/28/1911/13 tun ops 1/29] |
TERRYVILLE2 was built in 1910 on the relocated NY&NE line that was serving as the Highland Division. The new r/o/w
headed straight for Sylvan Hill instead of skirting around its eastern flank. This required the building of the Terryville
tunnel, another monunmental NYNH&H engineering feat that is deserving of more coverage than it is usually given. The
old loop was left in place and a connection was made from TERRYVILLE2, as seen on the map above. This allowed trains in
Hartford-Bristol passenger service to make a quick turnaround here. The old line, later cut back to a point east of
TERRYVILLE1, was extended northward up to the industrial park that it still serves today.
| THAMES | LEDYARD | NW | 1840 | | | | | | | THAMES GROVE | WATERFORD | NLN/CVT
| 19000 | | | | | | | THAMESVILLE | NORWICH | NLWP | 1849 | | | | | | | THOMASTON1
[<PLYMOUTH; r99-wd, clpse 1994; d90,1] | THOMASTON | N | 1849 |
|
| Dave Peters Collection |
The photo has THOMASTON1,
on the left, and THOMASTON2, on the right. THOMASTON1, looking like other wooden NRR combination depots from
the mid-1800s, lasted until 1994 when it collapsed under the weight of heavy snow and was removed.
| THOMASTON2
[crc29.1882.32; 30.1883.20; r99-bk, ala | THOMASTON | N | 1881 | | WINSTED; 1993 fire, RMNE 1997>] |
THOMASTON2,
now the centerpiece of the Railroad Museum of New England operations, retains the sturdy elegance born of her NRR heritage.
The shot on the right is probably from the 1880s and shows the large, ground-level, brick-enclosed water tank that once stood
adjacent to the station.
| THOMPSON1
[KLONDIKE, MECHANICSVILLE] | THOMPSON | NW | 1840 |
|
| Leroy Roberts Collection |
| THOMPSON? | THOMPSON | BNYC | 1854 | | | | | | | THOMPSON2 | THOMPSON | NYNHH | 19000 |
|
| Leroy Roberts Collection |
| THOMPSON3 | THOMPSON | NYNHH | 19000 |
| THOMPSONVILLE1 [next
one looks too big for 1844] | ENFIELD | HNH | 1844 |
THOMPSONVILLE, as seen on the 1856WC map.
| THOMPSONVILLE2
[HC/01/12/1911/13: new dpo to be] | ENFIELD | NYNHH | 18900 |
| THOMPSONVILLE3? | ENFIELD | NYNHH | 19110 |
TIN BRIDGE [=MILL RIVER JCT; NHJC/05/20/1875/02: 'short train'
running
from FHE, FH and TIN BRIDGE to new 1875 depot] | NEW
HAVEN | NYNHH | 1852 | | | | | | TOLLAND AND WILLINGTON [r106-brk/cb;
[q84j;
NHER/02/28/1880/04: robbery; >WEST WILLINGTON: see] | WILLINGTON | NLWP | 1850 |
|
| Leroy Roberts Collection |
TOLLAND AND WILLINGTON was the original name for this station,
which is in the town of Willington. We have another copy of this photo that says it is from the 1890s, indicating that
the changing of the station name to just TOLLAND and still later as WEST WILLINGTON came afterward, perhaps in the
early 1900s. Woodward [p37] says this brick combination station was authorized by the NLW&P directors in 1850 at a cost
of $1,700.
| TOLLES [d134] | PLYMOUTH | HPF | 1855 |
| TOPSTONE [sl17.4.26: renamed c1916; <SANFORD] | REDDING | DN | 1852 |
| TORRINGTON1 [<WOLCOTTVILLE;
r99-wd, sma; fi; d94] | TORRINGTON | N | 1849 | | | | | | | TORRINGTON2 [crc18.1871.19:
new, elegant; r99; d94] | TORRINGTON | N | 1870 |
|
| Leroy Roberts Collection |
TORRINGTON2
is seen here labeled WOLCOTTVILLE, the name of the village that was the manufacturing center of the township
when the NRR opened in 1849. It is still named as such on an 1879 timetable we have seen, but by 1883 the stop
is listed as TORRINGTON. In a vein similar to SEYMOUR1, with the large, two-story addition that was verified as
being added to the original combination station, we wonder if TORRINGTON1, aka the first WOLCOTVILLE station, was the not
single story portion on the north side of the enlarged station seen here.
| TORRINGTON3 [crc46.1898.19;
r99-b; d95-6] | TORRINGTON | N | 1898 |
TORRINGTON3,
as photographed on March 20, 2010.
| TOWANTIC1 | OXFORD | NYNE | blt 1881 | | | | | | | TOWANTIC2 | OXFORD | NYNE | blt 1894 |
TOWANTIC1,2.
This was another of the 1881 stations on the NY&NE extension to the Hudson River. It was of the smaller class and looks
very similar to NEWTOWN3. The first station burned and a replacement was built in 1894.
The photo on the left has a different foundation, but
otherwise these both look identical. If the foundation is clue enough, we still would be hard pressed to know which is the
1881 station and which the 1894, except perhaps if the locomotive in the photo on the right helps to date that scene. [REFS:
CRC42.1894.22; D136; HC/05/28/1904/07]
TRUMBULL was originally called TRUMBULL CHURCH. The station is not labeled on the 1856FC
map but was certainly in existence as an original HRR stop at the red arrow. In 1889, according to the Register, the
name was simplified to TRUMBULL [NHER/08/16/1889/04].
| TRUMBULL2 [crc53.1905.26] | TRUMBULL | NYNHH | 1905 |
| TUCKER [=CHESHIRE:
see, also called WEST CHESHIRE] | CHESHIRE | NHN | 1848 | | | | | | | TURKEY BROOK [BUCKHOUTS?] | ORANGE | NYNHH | 19000 |
| TURKEY HILL [flag
stop, elim ca 1881] | ORANGE | NHD | 1871 | | | | | | TURNERVILLE1 [crc27.1880.28: no depot yet;
nhar14.1886.11: burns 9/85; cheap temp sta in use] | HEBRON | NHMW | 188182 | | | | | | TURNERVILLE2 [nhar15.1886.10: new sta, $4G;
>AMSTON] | HEBRON | NYNHH | 1886 |
TWIN LAKES1
[HDC/12/21/1871/02: flag stop on opening;
when
bldg up?; a36; d44: fi 1901] | SALISBURY | CW | 187180 |
|
| Dave Peters Collection |
TWIN LAKES1. Station in town of Salisbury. Click here for an
interesting article published on 11/19/2009 in the Lakeville Journal.
| TWIN LAKES2 [crc49.1901.23;
d45: enlgd f p.o. in 1911] | SALISBURY | CNE | 1901 |
TYLERVILLE [=GOODSPEEDS: see]
| UNION CITY1 [nhar37.1908.8: new or
improved here] | NAUGATUCK | N | 1849 |
|
| Library of Congress |
UNION CITY1. This station served the village of this name within the
township of Naugatuck. The 'city' was north of the central borough and, by the late 1800s, encompassed some of the
area east of the Naugatuck River as well. The depot is seen in this snip from the 1906 Hughes & Bailey map [click
here] but, interestingly, it is not on the 1877 Bailey map. The name of the locale derives from reverence for
the U. S. federal union of states. There was no railroad stop here when the NRR opened in 1849 [see Connecticut
Railroads, p92] but there was a station here on the 1859 timetable. This manufacturing district is first noted in
the Courant in 1856 [HDC/01/26/1856/02]. B.B. Tuttle and John H. Whittemore founded a malleable iron works factory
in the 1850s [click here] that would eventually employ much of the local workforce. The operation was undoubtedly aided by the coming of
the railroad and the on-site UNION CITY1 station. Whittemore would become a NYNH&H director and the wealthiest benefactor
of Naugatuck, where the public library is named for him. It was through his influence that the celebrated NAUGATUCK4
station [ see N stations] and its beautiful grounds were designed as a gateway to the borough.
| UNION CITY2 [c306; ram08: not a stop on Highland Div] | WATERBURY | NYNE | 1881 |
UNION CITY2. Click here to see the 1892 topo map and look
down on the lower right for the broader tick mark above the first 'N' in Union City for the depot location. On the
'today' map here, that point is marked by the red arrow and Charlie Dunn's scan of the 1934 aerial
survey shows it, and surrounding reference points, as well. This structure looks similar enough to the Leman Oatman stations
elsewhere along the NY&NE's 1881 extension to the Hudson River, but there are some interesting differences. This one appears
somewhat larger than the smaller ones like TOWANTIC and yet it does not match the combination depots like at SOUTHFORD.
There appears to be a separate freight house here, perpendicular to the tracks, and the eyelet roof feature is also unseen
elsewhere.
This depot
was also known as HOP BROOK and there was almost an immediate call for it to be moved to Bradleyville Rd., today's
Rte. 63, on the west side of the ravine. A newspaper article said that the move would have made the station more
accessible to Naugatuck and surrounding towns and would have made the building of a road up from Union City unnecessary [NHER/05/14/1881/01]. At
the elevation of the stone arch over over Rte. 63, as seen below, one wonders how a station would have been possible
there at all, which was perhaps the reason that the railroad commissioners denied the request [CRC30.1883.35]. The area
north and east of this station would later be the home of the large Bristol Co. industrial complex [click here]. That extensive property stretched to the river and the NRR line, which served it from the PLATTS MILL
station [see P stations]. Curiously and coincidentally, another potential union was in the offing here at Union
City. An 1887 Register article said that a projected extension of the New Haven & Derby RR was going
to meet the NY&NE here to provide a parallel freight route for the Naugatuck Valley and competing passenger service to
Boston [NHER/12/31/1887/01]. That connection, of course, was never realized but the substantial size of this station, off
the beaten path, may reflect the grander intentions never realized here. As seen on the 1915 val map [right], only the foundation
remained at that time and our 1907 timetable has it already delisted then. We might speculate that it was eliminated some time after the 1898 takeover of
NY&NE by the NYNH&H which decided to just keep UNION CITY1 open.
The engineering
feat known as the Hop Brook trestle stood just west of the UNION CITY2 station on the NY&NE. About 90 feet in height
and 300 feet in length, it was completed in 1881 for the opening of the road. The
massive stone culvert for the brook was reportedly built by the BH&E in 1868-1869 "at an enormous expense"
and was said to be 30 feet high [DN/07/27/1881/01]. This claim appears to be corroborated by a Courant
item that says "The embankment now building at Hop Brook, near Waterbury, is the highest of any on the line
of the Boston, Hartford and Erie railroad, and the whole work on the line between Waterbury and Southford is the hardest on
the road" [HDC/08/12/1869/04]. It seems likely that the beautiful stone arch [at left] over Middlebury Rd.,
today's Rte. 63, was built at the same time as the culvert. The trestlework was sturdy enough to last until
1897 when it was filled in, reportedly at the somewhat trifling cost of $9,000 [CRC45.1897.23]. The arch over the
roadway was reportedly taken down in 1940, shortly after the NY&NE line from ALLERTON FARMS to SOUTHBURY was abandoned
in 1937 [Karr, p84]. The culvert over the brook is, thankfully, still intact today and is visitable just south of the
Hop Brook Dam. The view below to the left looks north through the culvert, the other looks south.
| UNION VILLAGE [>MANCHESTER] | MANCHESTER | HPF | 1849 |
UNION VILLAGE is seen on this 1855HC map and was reportedly the first name of this stop.
The 1851TT, however, already lists it as MANCHESTER.
| UNIONVILLE1 | FARMINGTON | NHN | 1850 |
UNIONVILLE1, as seen on the 1855HC map.
| UNIONVILLE2
[r100: nrhp1997; d114+; crc22.1875.34] | FARMINGTON | NHN | 1874 |
VALLEY STATION [d156: just
a platform for the Holiday
House camp; Roebling designed the
suspension bridge] | WASHINGTON | S | 1893 |
VERNON1. Though the community here is called
Centreville on the 1857TC map, Tancanhoosen (sic) Lake identifies this location as the stop on the HP&F
that was known as Vernon from the opening of the railroad. [REFS: 1851TT
VERNON2
| VERNON
| NYNHH | 19000 |
| VERNON CENTER | VERNON | R | 1863 | | | | | | | VERNON (JCT) [WESTWAY;
WEST ST JCT; c175] | VERNON | R | 1863 | | | | | | | VERSAILLES1 [<LOVETTS;
c157] | SPRAGUE | HPF | 1854 | | | | | | | VERSAILLES2 [crc47.1899.31] | VERSAILLES | NYNHH | 1899 |
|
