Track 12: CT Passenger Stations, CL-CR
See TCS Home Page links for notes, abbreviations, and sources.
Use link for CTTRAXMAP on Track 11 to locate stations, rail and trolley lines, and POIs.
See TCS Home Page links for notes, abbreviations, and sources.
Use link for CTTRAXMAP on Track 11 to locate stations, rail and trolley lines, and POIs.
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CLARKS CORNER1 [BH&E, 1872; opened as GOSHEN]
This stop was about eight miles east of Willimantic, between the NORTH WINDHAM and HAMPTON. A 1/8/1887 NY&NE station list, found in the road's correspondence with the railroad commissioners, corroborates Karr's claim that this stop was first called GOSHEN and it seems also to have been known alternately as CHAPLIN for most of its existence. The 1895 photo on the right shows stationmaster Elmer Claslin Jewett, who would later purchase this station and move it to his property when CLARKS CORNER2 was built in 1901. Al Weaver sent the two lower photos. The one on the left shows the depot next to Jewett's home seen in the photo on the right. As seen on a 1928 employee timetable in a Shoreliner article, the NYNH&H last called it CLARKS CORNER, the village name which alternated with the others throughout the station's existence. The attractive little structure is now owned by the Connecticut Eastern Railroad Museum [click here]. [REFS: K:110; SL28.2.12]
This stop was about eight miles east of Willimantic, between the NORTH WINDHAM and HAMPTON. A 1/8/1887 NY&NE station list, found in the road's correspondence with the railroad commissioners, corroborates Karr's claim that this stop was first called GOSHEN and it seems also to have been known alternately as CHAPLIN for most of its existence. The 1895 photo on the right shows stationmaster Elmer Claslin Jewett, who would later purchase this station and move it to his property when CLARKS CORNER2 was built in 1901. Al Weaver sent the two lower photos. The one on the left shows the depot next to Jewett's home seen in the photo on the right. As seen on a 1928 employee timetable in a Shoreliner article, the NYNH&H last called it CLARKS CORNER, the village name which alternated with the others throughout the station's existence. The attractive little structure is now owned by the Connecticut Eastern Railroad Museum [click here]. [REFS: K:110; SL28.2.12]
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Dave Peters Collection
CLARKS CORNER2 [NYNH&H, 1901]
The upper left image shows the the old and the new stations. The captioned dates reveal that the new combination depot was built in May, 1901 and that the old station was not yet moved in June. Stationmaster Jewett stands to the right. The middle items are the front and reverse sides of a post card to Irving Drake of the Benton and Drake team that took photographs of railroad stations all over New England. The card is not postmarked. It says that the view is ca. 1916 but the station looks as if new in 1901. The val photo is also dated 1916. [REFS: CRC47.1899.30: CHAPLIN; CRC48.1900.21 and 1/23/1928ETT (SL28.2.12): CLARKS CORNER]
The upper left image shows the the old and the new stations. The captioned dates reveal that the new combination depot was built in May, 1901 and that the old station was not yet moved in June. Stationmaster Jewett stands to the right. The middle items are the front and reverse sides of a post card to Irving Drake of the Benton and Drake team that took photographs of railroad stations all over New England. The card is not postmarked. It says that the view is ca. 1916 but the station looks as if new in 1901. The val photo is also dated 1916. [REFS: CRC47.1899.30: CHAPLIN; CRC48.1900.21 and 1/23/1928ETT (SL28.2.12): CLARKS CORNER]
CLARKVILLE1 [CNE, 1903]
This began as a flag stop in 1903 at the request of the International Tobacco Co. for a new processing plant it was establishing 3/4 of a mile east of NORTH BLOOMFIELD. Lord calls it CLARKSVILLE but the signboard and all other references leave out the S. It seems unlikely that there was no structure here at the start but we have not found any photos as of yet.
This began as a flag stop in 1903 at the request of the International Tobacco Co. for a new processing plant it was establishing 3/4 of a mile east of NORTH BLOOMFIELD. Lord calls it CLARKSVILLE but the signboard and all other references leave out the S. It seems unlikely that there was no structure here at the start but we have not found any photos as of yet.
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CLARKVILLE2 [CNE, 1913]
This station would be renamed GRIFFINS around 1915. A picture in Nimke shows this structure still standing in 1937. A textbox that looks like it is referencing official railroad valuation records in Nimke says the station seen here was built in 1913. [REFS: HC/06/20/1903/13; HC/11/04/1915/17; D17; N3.10]
This station would be renamed GRIFFINS around 1915. A picture in Nimke shows this structure still standing in 1937. A textbox that looks like it is referencing official railroad valuation records in Nimke says the station seen here was built in 1913. [REFS: HC/06/20/1903/13; HC/11/04/1915/17; D17; N3.10]
CLARKSVILLE [NYP&B, c1840?]
This stop was reportedly established early on by the NYP&B which opened through the town of Stonington in 1837. We finally found the station on this 1893 map a half century later but have never seen it on any timetable. While it is often the case that depots that we know of do not show up on maps, this is an example of the reverse. We need to check further. [NHER/05/19/1900/01: wreck here one mile south of Westerly]
This stop was reportedly established early on by the NYP&B which opened through the town of Stonington in 1837. We finally found the station on this 1893 map a half century later but have never seen it on any timetable. While it is often the case that depots that we know of do not show up on maps, this is an example of the reverse. We need to check further. [NHER/05/19/1900/01: wreck here one mile south of Westerly]
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CLAYTONS [HP&F, c1872]
According to timetables, this flag stop made its debut around 1872. The two upper images are from an 1886 NY&NE property map revised to 1889. The map shows what appears to be an 8x16-ft structure standing in the southwest quadrant of the Wethersfield Rd. crossing, today's Rte. 175 going from New Britain to Newington. The adjacent brickyards made this a freight as well as a passenger stop and the siding here was long enough for some train meets. In lieu of photographic evidence, these early right of way maps at least give a footprint for the stations. Not much, but better than nothing at all! Understandably, this heavily trafficked grade crossing was the site of numerous accidents, both with steam trains and third-rail electric cars while they were in use from Hartford to Bristol. The brickyard sheds were said to have made visibility bad for both the trains and the public. The 1893 map at left shows the proximity to the junction at NEWINGTON, but puts the tick mark, incorrectly, north of the grade crossing. Interestingly, this otherwise obscure point was where the Hartford & Harlem line was to intersect with the NY&NE. That incarnation of the parallel scheme to challenge the Consolidated was never built but the railroad commissioners collection [RG 041] at CSL has numerous, detailed maps of the projected right of way from Greenwich to New Haven and northward from there. The shot at lower right is the 1915 val map showing the siding and the sheds, then owned by the Murray Bros., but there is no station structure here by that time. [REFS: PTH107.1858.10: no; PTH380.1871.10: no; HPF ETT 9/18/1872: yes; HDC/11/20/1882/02; HDC/03/02/1883/02; HDC/07/03/1883/02; NHER/07/09/1883/02; NHER/01/19/1891/04; HC/08/08/1898/03; HC/09/20/1898/03; HC/08/07/1900/03; HC/02/06/1990/??; SL28.1.9 NYNE 1889; RAM08]
According to timetables, this flag stop made its debut around 1872. The two upper images are from an 1886 NY&NE property map revised to 1889. The map shows what appears to be an 8x16-ft structure standing in the southwest quadrant of the Wethersfield Rd. crossing, today's Rte. 175 going from New Britain to Newington. The adjacent brickyards made this a freight as well as a passenger stop and the siding here was long enough for some train meets. In lieu of photographic evidence, these early right of way maps at least give a footprint for the stations. Not much, but better than nothing at all! Understandably, this heavily trafficked grade crossing was the site of numerous accidents, both with steam trains and third-rail electric cars while they were in use from Hartford to Bristol. The brickyard sheds were said to have made visibility bad for both the trains and the public. The 1893 map at left shows the proximity to the junction at NEWINGTON, but puts the tick mark, incorrectly, north of the grade crossing. Interestingly, this otherwise obscure point was where the Hartford & Harlem line was to intersect with the NY&NE. That incarnation of the parallel scheme to challenge the Consolidated was never built but the railroad commissioners collection [RG 041] at CSL has numerous, detailed maps of the projected right of way from Greenwich to New Haven and northward from there. The shot at lower right is the 1915 val map showing the siding and the sheds, then owned by the Murray Bros., but there is no station structure here by that time. [REFS: PTH107.1858.10: no; PTH380.1871.10: no; HPF ETT 9/18/1872: yes; HDC/11/20/1882/02; HDC/03/02/1883/02; HDC/07/03/1883/02; NHER/07/09/1883/02; NHER/01/19/1891/04; HC/08/08/1898/03; HC/09/20/1898/03; HC/08/07/1900/03; HC/02/06/1990/??; SL28.1.9 NYNE 1889; RAM08]
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CLINTON1 [NH&NL, 1852]
The station image on the upper left is from the 1876 O.H. Bailey bird's-eye map of Clinton. Click here to access the full map. The item to the right is from the 1859MC map. John Roy says this depot was used as the freight house after CLINTON2 was built and the Shore Line was realigned in the 1890s. CLINTON1 still stands on the original ROW, though no longer in railroad service. The photo at lower left was taken in the 1980s. We snapped the one at lower right on 2/15/2012 and it shows the 160-year-old stucture still looking pretty spiffy!
The station image on the upper left is from the 1876 O.H. Bailey bird's-eye map of Clinton. Click here to access the full map. The item to the right is from the 1859MC map. John Roy says this depot was used as the freight house after CLINTON2 was built and the Shore Line was realigned in the 1890s. CLINTON1 still stands on the original ROW, though no longer in railroad service. The photo at lower left was taken in the 1980s. We snapped the one at lower right on 2/15/2012 and it shows the 160-year-old stucture still looking pretty spiffy!
Richard A. Fleischer Collection
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CLINTON2 [NYNH&H, c1900]
The item at upper right is interesting because it is dated, although the month before '19, 1902' is not seen, and because it also contains the informed comment that this station was of a pattern also used at some nearby locations. A look at LEETES ISLAND2, MADISON2, and FAIR HAVEN2 proves that this is true in this area ca. the 1890s and, as we know from examining many station photos, that this style structure was often built in other places as well. The photo at lower left shows the Ponds factory, Chesebrough-Ponds since 1955, in the distance beyond the station and still there today. This station is no longer standing. [REFS: HC/03/27/1973/13: PC to raze shelters and abandon service; R41]
The item at upper right is interesting because it is dated, although the month before '19, 1902' is not seen, and because it also contains the informed comment that this station was of a pattern also used at some nearby locations. A look at LEETES ISLAND2, MADISON2, and FAIR HAVEN2 proves that this is true in this area ca. the 1890s and, as we know from examining many station photos, that this style structure was often built in other places as well. The photo at lower left shows the Ponds factory, Chesebrough-Ponds since 1955, in the distance beyond the station and still there today. This station is no longer standing. [REFS: HC/03/27/1973/13: PC to raze shelters and abandon service; R41]
CLINTON3 [SLE, c1990]
Small plexiglass station erected ca. 1990 at the start of Shore Line East service.
Small plexiglass station erected ca. 1990 at the start of Shore Line East service.
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CLINTON4 [SLE, 2005]
CLINTONVILLE [> NORTHFORD]
CLUB HOUSE [NY&NE, c1880]
The switch shanty marked the start of single track from here eastward to STEELES. In later NYNH&H days, a nearby recreational cottage was used by railroad officials, hence the name of this location. The precise origins of this point are something we would like to find more about. This was not a regular passenger stop that we know of but we have yet to check all our timetables.
The switch shanty marked the start of single track from here eastward to STEELES. In later NYNH&H days, a nearby recreational cottage was used by railroad officials, hence the name of this location. The precise origins of this point are something we would like to find more about. This was not a regular passenger stop that we know of but we have yet to check all our timetables.
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COBALT AND MIDDLE HADDAM [NHM&W, 1873]
This stop in the town of East Hampton was established by the NHM&W in 1873. The train is headed east in the photo on the right. [REFS: HC/10/12/1903/15: new depot planned at Portland/Paconset at Colchester Tpke and Marlborough St.]
This stop in the town of East Hampton was established by the NHM&W in 1873. The train is headed east in the photo on the right. [REFS: HC/10/12/1903/15: new depot planned at Portland/Paconset at Colchester Tpke and Marlborough St.]
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COLCHESTER [CRR, 1877; NYNH&H depot, 1894?]
[REFS: R42; LR: built 1894?? sold 11/20/39]
[REFS: R42; LR: built 1894?? sold 11/20/39]
COLEBROOK1 [CW, 1872]
This stop was not on the opening day list in the Courant but by April, 1872 the Winsted Herald said that the new CW milk train had created new stops at BROOKS, as this one was known locally for the nearby family of that name, and SUMMIT, later known as NORFOLK SUMMIT. As such, BROOKS appears on ETT#6 (6/5/1872). The 1880 NY&NE appraisal of CW properties said the small station here was in fair condition and worth $225, which we assume makes it proportionately smaller than the 20x32-ft depot at GRANTS valued at $350. We have found no picture of COLEBROOK1 yet. [REFS: HDC/12/21/1871/02; WH/04/05/1872/02; HC/06/10/1874/03]
This stop was not on the opening day list in the Courant but by April, 1872 the Winsted Herald said that the new CW milk train had created new stops at BROOKS, as this one was known locally for the nearby family of that name, and SUMMIT, later known as NORFOLK SUMMIT. As such, BROOKS appears on ETT#6 (6/5/1872). The 1880 NY&NE appraisal of CW properties said the small station here was in fair condition and worth $225, which we assume makes it proportionately smaller than the 20x32-ft depot at GRANTS valued at $350. We have found no picture of COLEBROOK1 yet. [REFS: HDC/12/21/1871/02; WH/04/05/1872/02; HC/06/10/1874/03]
COLEBROOK2 [CNE, 1899]
In 1899, the Courant said superintendent Martin had removed the old depot that had been built by local residents, presumably in the early 1870s and had replaced it as he promised with a new one, many claiming that the new one was better than the old building. The one seen in all the photos we have in the 1900s must be the replacement. This station would be named per the ICC safety order in 1915 as LAWRENCE for the farm and ice-harvesting operation run in the vicinity by a gentleman of that name. [REFS: HC/10/11/1899/08; D32; N3.55]
In 1899, the Courant said superintendent Martin had removed the old depot that had been built by local residents, presumably in the early 1870s and had replaced it as he promised with a new one, many claiming that the new one was better than the old building. The one seen in all the photos we have in the 1900s must be the replacement. This station would be named per the ICC safety order in 1915 as LAWRENCE for the farm and ice-harvesting operation run in the vicinity by a gentleman of that name. [REFS: HC/10/11/1899/08; D32; N3.55]
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COLLINSVILLE/N [NH&N, 1850]
This station was designed in a somewhat whimsical style by Henry Austin, noted New Haven architect who is known for the city hall building we still have in the Elm City today as well as many other landmark structures in the state. This depot was one of the trio of Canal road stations that he designed. The others were the much larger and more ornate Elm City 1848 Union Station, NEW HAVEN3, and the simple PLAINVILLE1 for the other Canal road terminus in 1850. According to the annual report for 1850, trains were running to this station by February of that year and it would be the terminus of this NH&N branch until it was extended to PINE MEADOW in 1870. The upper left image shows the layout here in 1868, with the station at the red arrow. The extensive buildings of the Collins Co., the well-known maker of cutting tools and the village's namesake, are to the south. The image at upper middle is from the 1878 Bailey map [click here]. The station's actual appearance agrees with the architect's rendering at middle right. The cupola, still seen on the roof in 1878, is gone in later photographs. By 1889, the "unsightly, inconvenient and unclean" conditions here prompted a petition to the railroad commissioners for a new depot, which they recommended but were not empowered by statute to order. A Courant article said repairs were underway here in 1904 and that a "bay window will also be added on the side facing the track." It is seen on the 1926 val photo at lower middle. The 1924 val photo [lower left] apparently shows the street side of the station. When service on the CNE was being curtailed, trains from Hartford to Winsted began using an NY&NE/Canal line routing via Plainville to Pine Meadow, where they regained CNE trackage. The 12/7/1925 schedule at lower right shows this arrangement, which made COLLINSVILLE1 the first and last station to serve passengers in this community. This depot, like COLLINSVILLE4, stood for over a century until carried away by the floods of 1955. [REFS: NHNAR14.1850.5; RRC24.155 (11/11/1889); HDC/06/28/1904/15; D18]
This station was designed in a somewhat whimsical style by Henry Austin, noted New Haven architect who is known for the city hall building we still have in the Elm City today as well as many other landmark structures in the state. This depot was one of the trio of Canal road stations that he designed. The others were the much larger and more ornate Elm City 1848 Union Station, NEW HAVEN3, and the simple PLAINVILLE1 for the other Canal road terminus in 1850. According to the annual report for 1850, trains were running to this station by February of that year and it would be the terminus of this NH&N branch until it was extended to PINE MEADOW in 1870. The upper left image shows the layout here in 1868, with the station at the red arrow. The extensive buildings of the Collins Co., the well-known maker of cutting tools and the village's namesake, are to the south. The image at upper middle is from the 1878 Bailey map [click here]. The station's actual appearance agrees with the architect's rendering at middle right. The cupola, still seen on the roof in 1878, is gone in later photographs. By 1889, the "unsightly, inconvenient and unclean" conditions here prompted a petition to the railroad commissioners for a new depot, which they recommended but were not empowered by statute to order. A Courant article said repairs were underway here in 1904 and that a "bay window will also be added on the side facing the track." It is seen on the 1926 val photo at lower middle. The 1924 val photo [lower left] apparently shows the street side of the station. When service on the CNE was being curtailed, trains from Hartford to Winsted began using an NY&NE/Canal line routing via Plainville to Pine Meadow, where they regained CNE trackage. The 12/7/1925 schedule at lower right shows this arrangement, which made COLLINSVILLE1 the first and last station to serve passengers in this community. This depot, like COLLINSVILLE4, stood for over a century until carried away by the floods of 1955. [REFS: NHNAR14.1850.5; RRC24.155 (11/11/1889); HDC/06/28/1904/15; D18]
Canton Historical Society
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COLLINSVILLE/J1 [CW, 1872]
This station was the first of two at the junction created soon after the CW opened in 1871. The '/J' is our designation for the stations here. The RRM at upper middle shows two dots for this village. The one to the left is for COLLINSVILLE/N on the Canal line where the actual village was and the one at the red arrow shows where the CW line passed, about a half mile above the village center. Articles containing much of the following information were found in the Winsted Herald microfilm at the Beardsley and Memorial Library in Winsted [click here] as part of their fabulous local history collection. On the opening of the CW late in 1871, the paper said that, in spite of the small inconvenience of having to go the half mile north to take the train, there was rejoicing now that "we can go direct to Hartford without the detentions as heretofore by the south route [via Plainville on the Canal line]." It continued by saying that "The completion of the short branch road to our village will be a great accommodation to our citizens, and add much to the business of the road." That branch, as we will see, did not come for two years and to ameliorate the situation the Herald reported a few days later in January, 1872 that "The Conn. Western has engaged Joseph B. Dewey [as station agent] to convey passengers from our village to their road at the Y, half a mile, without additional cost. Jenison Grow carries the express to and from the above road." In addition, it said that "The Conn. Western R. R. Co. have purchased of S.V. Woodbridge, the building for many years occupied as a shoemaker's shop on North street, and have removed it to the Y half-a-mile mile above our village, where it is to be used this winter as a waiting room for passengers. This building is about 14x20 and was originally used as a whip and cigar shop, [a Westfield, Mass. venture] and has since been used alternately as a lawyer's office, shoemaker's shop, and more recently as a market." The "winter" proved to be a decade of discontent! The 1880 NY&NE appraisal of CW property said there was a station here to serve both passengers and freight valued at $100, the same value as the small structure at CHERRY BROOK. The old shop was still in use as the depot in 1882, when the newspaper said "that they couldn't add any more panes [make any more repairs?] to the old wreck" and later that "It's a shame for any road to have on its line even a flag station so mean in appearance as the little coop called a depot by the H. and Conn. western railroad company." We had discounted the image of the station on the 1878 Bailey bird's-eye map [upper right] many years ago because it did not jibe with the photos newly understood to be COLLINSVILLE4 that we once thought were of the first station here. And now we know why. Mr. Bailey sketched the shoemaker-shop-turned-depot seen at locator number 109! His representation seems to match the shape and even the orientation to the track of the building. It is seen with signboard and trackside platform in the photo at upper left, which we found purely by chance at the Canton Historical Society and immediately brought to their attention. The paper made a comment prior to the opening of this station's replacement, COLLINSVILLE4, that "the new passenger depot of the Hartford & Conn. Western will be entered from the south end, and not a broadside on passengers as heretofore." Apparently the door that we see was the only one and the building was positioned this way for access to the track, the closeness of which created some danger. When the "beautiful upper and lower depots" were newly completed in 1886, the CWN said that "old upper depot was bought by Wm. L. Shook and torn down," presumably, as was often done, for the lumber and other salvageable materials. [REFS: HDC/12/21/1871/02; WH/12/29/1871/02; WH/01/05/1872/02; CW/NYNE1880; WH/07/06/1882/00; WH/08/17/1882/00; WH/10/26/1882/00; WH/11/23/1882/00][WH/03/26/1886/02; CWN/07/14/1886/02][rev100301]
This station was the first of two at the junction created soon after the CW opened in 1871. The '/J' is our designation for the stations here. The RRM at upper middle shows two dots for this village. The one to the left is for COLLINSVILLE/N on the Canal line where the actual village was and the one at the red arrow shows where the CW line passed, about a half mile above the village center. Articles containing much of the following information were found in the Winsted Herald microfilm at the Beardsley and Memorial Library in Winsted [click here] as part of their fabulous local history collection. On the opening of the CW late in 1871, the paper said that, in spite of the small inconvenience of having to go the half mile north to take the train, there was rejoicing now that "we can go direct to Hartford without the detentions as heretofore by the south route [via Plainville on the Canal line]." It continued by saying that "The completion of the short branch road to our village will be a great accommodation to our citizens, and add much to the business of the road." That branch, as we will see, did not come for two years and to ameliorate the situation the Herald reported a few days later in January, 1872 that "The Conn. Western has engaged Joseph B. Dewey [as station agent] to convey passengers from our village to their road at the Y, half a mile, without additional cost. Jenison Grow carries the express to and from the above road." In addition, it said that "The Conn. Western R. R. Co. have purchased of S.V. Woodbridge, the building for many years occupied as a shoemaker's shop on North street, and have removed it to the Y half-a-mile mile above our village, where it is to be used this winter as a waiting room for passengers. This building is about 14x20 and was originally used as a whip and cigar shop, [a Westfield, Mass. venture] and has since been used alternately as a lawyer's office, shoemaker's shop, and more recently as a market." The "winter" proved to be a decade of discontent! The 1880 NY&NE appraisal of CW property said there was a station here to serve both passengers and freight valued at $100, the same value as the small structure at CHERRY BROOK. The old shop was still in use as the depot in 1882, when the newspaper said "that they couldn't add any more panes [make any more repairs?] to the old wreck" and later that "It's a shame for any road to have on its line even a flag station so mean in appearance as the little coop called a depot by the H. and Conn. western railroad company." We had discounted the image of the station on the 1878 Bailey bird's-eye map [upper right] many years ago because it did not jibe with the photos newly understood to be COLLINSVILLE4 that we once thought were of the first station here. And now we know why. Mr. Bailey sketched the shoemaker-shop-turned-depot seen at locator number 109! His representation seems to match the shape and even the orientation to the track of the building. It is seen with signboard and trackside platform in the photo at upper left, which we found purely by chance at the Canton Historical Society and immediately brought to their attention. The paper made a comment prior to the opening of this station's replacement, COLLINSVILLE4, that "the new passenger depot of the Hartford & Conn. Western will be entered from the south end, and not a broadside on passengers as heretofore." Apparently the door that we see was the only one and the building was positioned this way for access to the track, the closeness of which created some danger. When the "beautiful upper and lower depots" were newly completed in 1886, the CWN said that "old upper depot was bought by Wm. L. Shook and torn down," presumably, as was often done, for the lumber and other salvageable materials. [REFS: HDC/12/21/1871/02; WH/12/29/1871/02; WH/01/05/1872/02; CW/NYNE1880; WH/07/06/1882/00; WH/08/17/1882/00; WH/10/26/1882/00; WH/11/23/1882/00][WH/03/26/1886/02; CWN/07/14/1886/02][rev100301]
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COLLINSVILLE/J2 [H&CW, 1886]
After over a decade of continual public complaint about the condition of all the village railroad stations, the Herald said in March, 1886 that "It is now confidently expected that there will be a new upper and lower passenger depot on the Hartford & Connecticut Western railroad" and a week later the newspaper reported that "several workmen are rapidly pushing forward the work." By the end of April, the news was that "the most noticeable improvements hereabouts are the new lower and upper depots of the Hartford and C.W.R.R. which our citizens and the traveling public will appreciate." The profile of this new 'upper depot' structure is similar to the Austin station, COLLINSVILLE1, and may have been deliberately designed to mirror it, especially since this was the timetable stop and the town's official railroad depot where people took the 'real' train, not the horse car. The photo at upper left shows the junction looking west, the single line curving south into Collinsville and the mainline and passing siding curving north to follow the Farmington River up to Satan's Kingdom and Pine Meadow. The val map at lower left shows the arrangement in 1916. Called HIGH STREET JUNCTION as of 1915, the depot is highlighted in yellow and the red arrow points to the original line of the wye track to the village center. The realignment, probably resulting from 1902 town efforts to improve crossing safety and to better connect Dyer Ave. and High St., may have resulted in a minor relocation of the station. In 1964, the building became a municipal garage and was perhaps moved slightly a second time. The undated photo at lower middle looks northwest, with the Collinsville wye stretched out along the river. The red arrow points to what seems to be the roof of this station behind the tree, a visual detail only made possible by Al Weaver's patient colorization of this valuable panoramic photo. Although forlorn, COLLINSVILLE4 still stands in 2012 after 125 years [upper right] and word is at the historical society that there is interest in a restoration project like the one Bernie Rudberg is spearheading at Hopewell Junction. The red arrows on the 1893 map at lower right show the three locations: COLLINSVILLE2/4 [top], COLLINSVILLE3/5 [middle], and COLLINSVILLE1 [bottom]. [REFS: HDC/12/21/1871/02; HDC/05/19/1873/01; HDC/06/04/1873/03; HDC/07/29/1873/04; HDC/05/20/1874/04; WH/03/12/1886/02; WH/03/19/1886/02; WH/04/30/1886/02; CWN/07/14/1886/02; HDC/09/16/1896/08; SR/10/08/1902/12; HDC/04/23/1910/11; RRCMap228; D22; R60][rev100212]
After over a decade of continual public complaint about the condition of all the village railroad stations, the Herald said in March, 1886 that "It is now confidently expected that there will be a new upper and lower passenger depot on the Hartford & Connecticut Western railroad" and a week later the newspaper reported that "several workmen are rapidly pushing forward the work." By the end of April, the news was that "the most noticeable improvements hereabouts are the new lower and upper depots of the Hartford and C.W.R.R. which our citizens and the traveling public will appreciate." The profile of this new 'upper depot' structure is similar to the Austin station, COLLINSVILLE1, and may have been deliberately designed to mirror it, especially since this was the timetable stop and the town's official railroad depot where people took the 'real' train, not the horse car. The photo at upper left shows the junction looking west, the single line curving south into Collinsville and the mainline and passing siding curving north to follow the Farmington River up to Satan's Kingdom and Pine Meadow. The val map at lower left shows the arrangement in 1916. Called HIGH STREET JUNCTION as of 1915, the depot is highlighted in yellow and the red arrow points to the original line of the wye track to the village center. The realignment, probably resulting from 1902 town efforts to improve crossing safety and to better connect Dyer Ave. and High St., may have resulted in a minor relocation of the station. In 1964, the building became a municipal garage and was perhaps moved slightly a second time. The undated photo at lower middle looks northwest, with the Collinsville wye stretched out along the river. The red arrow points to what seems to be the roof of this station behind the tree, a visual detail only made possible by Al Weaver's patient colorization of this valuable panoramic photo. Although forlorn, COLLINSVILLE4 still stands in 2012 after 125 years [upper right] and word is at the historical society that there is interest in a restoration project like the one Bernie Rudberg is spearheading at Hopewell Junction. The red arrows on the 1893 map at lower right show the three locations: COLLINSVILLE2/4 [top], COLLINSVILLE3/5 [middle], and COLLINSVILLE1 [bottom]. [REFS: HDC/12/21/1871/02; HDC/05/19/1873/01; HDC/06/04/1873/03; HDC/07/29/1873/04; HDC/05/20/1874/04; WH/03/12/1886/02; WH/03/19/1886/02; WH/04/30/1886/02; CWN/07/14/1886/02; HDC/09/16/1896/08; SR/10/08/1902/12; HDC/04/23/1910/11; RRCMap228; D22; R60][rev100212]
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COLLINSVILLE/C1 [CW, 1874]
The stations designated '/C' are the ones that stood in the village center. The fact that the wye is mentioned in reports about the opening of the road shows that the railroad intended from the start to build a spur via the junction wye. The Courant said in November, 1873 that the extension of the railroad "progresses slowly by reason of the lack of iron and the inclemency of the weather" [11/11] but reported a few days later [11/19] that rails will be "laid down to the old hotel... next week." On 11/15/1873, the Connecticut Courant quoted a Winsted paper saying that the 'Y' into Collinsville would be completed in two weeks, all trains thereafter would run down to the village, and passenger trains would back down and come out head first. As it turned out, this apparently was only true for freight trains because in the middle of 1874 people were still complaining about having to take the open carriage up to the junction. By December, 1874, the paper said "the road is now ready and the new depot built." The rare photos at top left and top middle are parts of a composite, the one at left showing this station at the River St. location with a horse car standing beside it, and the middle photo an interior shot of the depot. The hand-written captioning says, in part, that the station was "Made over from stable at Old Hotel... It was later used for freight only." The photo at lower left shows this station as the freight depot in 1934. The image at upper right is from the 1878 Bailey map. Like COLLINSVILLE2 above, we had thought the artist erred because the image did not match the east-west orientation and roof line of the station we have now listed as COLLINSVILLE5. And the photo again proves why: Bailey was sketching COLLINSVILLE3 and caught the horse car in action to boot! And, interestingly, there is no locator number and no listing in the map key for this structure. Why? The only reason we can offer is because it was not thought of as a real town depot like the one at the junction. The spur that we see dead-ending here would later be lengthened to connect with the Canal line. Nimke says this was done some time between 1905 and 1910 but the 1915 val map [lower right] shows the spur still dead-ending here. An April, 1926 article we dug out of the Farmington Valley Herald finally answered this nagging question when it reported that "Work is underway connecting the tracks of the [Northampton] Branch railroad and the Central New England in Collinsville. That is something that should have been done long ago as by doing this at least six miles of tracks can be discontinued and for the last mile and a half into New Hartford the tracks have always been side by side." The newspaper's point is well taken, especially in light of the fact that a 1925 article said that Canton customers were being served by a freight from Winsted that went in reverse all the way back to Pine Meadow to then switch over to the Canal line and serve customers down to Plainville! Canton, of course, was still a money-maker for the railroad, especially with the Gra-Rock Co. there being the third-largest beverage producer in the nation. In 1927, it reportedly turned out 21,000,000 bottles of products like spring water, said in 1914 to be "the purest water that nature has ever produced," plus soft drinks and flavorings. Application to abandon the CNE on all but the Collinsville-Canton section and the 1926 link was made in 1932 and rail was gone by 1938. The Canton Historical Museum [click here] has a great local history collection that was very helpful in this research and is well worth a visit. [REFS: WH/02/07/1873/03; HDC/11/11/1873/04; CC/11/15/1873/04; HDC/11/19/1873/04; CWN/07/17/1874/02; CWN/11/06/1874/02; HDC/11/25/1874/04; CWN/12/11/1874/02; CWN/01/08/1875/02; WH/01/08/1875/02; WH/01/15/1875/02; WH/01/22/1875/02; CWN/01/29/1875/02; HDC/09/16/1896/08; HC/08/02/1914/13; FVH/06/18/1925/07; FVH /04/22/1926/03; HC/06/24/1928/B7; HC/06/30/1932/07; N3.27; Canton, Connecticut, 1806-2006, p58]
The stations designated '/C' are the ones that stood in the village center. The fact that the wye is mentioned in reports about the opening of the road shows that the railroad intended from the start to build a spur via the junction wye. The Courant said in November, 1873 that the extension of the railroad "progresses slowly by reason of the lack of iron and the inclemency of the weather" [11/11] but reported a few days later [11/19] that rails will be "laid down to the old hotel... next week." On 11/15/1873, the Connecticut Courant quoted a Winsted paper saying that the 'Y' into Collinsville would be completed in two weeks, all trains thereafter would run down to the village, and passenger trains would back down and come out head first. As it turned out, this apparently was only true for freight trains because in the middle of 1874 people were still complaining about having to take the open carriage up to the junction. By December, 1874, the paper said "the road is now ready and the new depot built." The rare photos at top left and top middle are parts of a composite, the one at left showing this station at the River St. location with a horse car standing beside it, and the middle photo an interior shot of the depot. The hand-written captioning says, in part, that the station was "Made over from stable at Old Hotel... It was later used for freight only." The photo at lower left shows this station as the freight depot in 1934. The image at upper right is from the 1878 Bailey map. Like COLLINSVILLE2 above, we had thought the artist erred because the image did not match the east-west orientation and roof line of the station we have now listed as COLLINSVILLE5. And the photo again proves why: Bailey was sketching COLLINSVILLE3 and caught the horse car in action to boot! And, interestingly, there is no locator number and no listing in the map key for this structure. Why? The only reason we can offer is because it was not thought of as a real town depot like the one at the junction. The spur that we see dead-ending here would later be lengthened to connect with the Canal line. Nimke says this was done some time between 1905 and 1910 but the 1915 val map [lower right] shows the spur still dead-ending here. An April, 1926 article we dug out of the Farmington Valley Herald finally answered this nagging question when it reported that "Work is underway connecting the tracks of the [Northampton] Branch railroad and the Central New England in Collinsville. That is something that should have been done long ago as by doing this at least six miles of tracks can be discontinued and for the last mile and a half into New Hartford the tracks have always been side by side." The newspaper's point is well taken, especially in light of the fact that a 1925 article said that Canton customers were being served by a freight from Winsted that went in reverse all the way back to Pine Meadow to then switch over to the Canal line and serve customers down to Plainville! Canton, of course, was still a money-maker for the railroad, especially with the Gra-Rock Co. there being the third-largest beverage producer in the nation. In 1927, it reportedly turned out 21,000,000 bottles of products like spring water, said in 1914 to be "the purest water that nature has ever produced," plus soft drinks and flavorings. Application to abandon the CNE on all but the Collinsville-Canton section and the 1926 link was made in 1932 and rail was gone by 1938. The Canton Historical Museum [click here] has a great local history collection that was very helpful in this research and is well worth a visit. [REFS: WH/02/07/1873/03; HDC/11/11/1873/04; CC/11/15/1873/04; HDC/11/19/1873/04; CWN/07/17/1874/02; CWN/11/06/1874/02; HDC/11/25/1874/04; CWN/12/11/1874/02; CWN/01/08/1875/02; WH/01/08/1875/02; WH/01/15/1875/02; WH/01/22/1875/02; CWN/01/29/1875/02; HDC/09/16/1896/08; HC/08/02/1914/13; FVH/06/18/1925/07; FVH /04/22/1926/03; HC/06/24/1928/B7; HC/06/30/1932/07; N3.27; Canton, Connecticut, 1806-2006, p58]
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Canton Historical Society
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Archives & Special Collections, UConn
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Robert Lingane Collection
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COLLINSVILLE/C2 [H&CW, 1886]
This station was built in 1886 at the same time as its cousin to the north in our previous entry. The card at upper left is postmarked 1906 and is the earliest close-up view we have been able to date with certainty. The photo at upper middle is a wonderful aerial view of this station, again showing the horse car. The image at upper right, another fortunate find, has a caption date (not shown here) of 1871. That date is not must apply to the opening of the CW because but is not correct for the scene because, as shown above, the spur that the horse car is sitting on was not completed until late 1874 and this station was built in 1886. Immediately after this station's predecessor, COLLINSVILLE3, was fashioned from the old hotel stable, the "long-expected horse car" to replace the open carriage arrived in January, 1875 and the Mills Brothers "put a large horse on the track to draw the horse car." Dewey had been succeeded as station agent in March, 1873 by Franklin M. Mills, who died in 1910 after nearly forty years with the railroad. Like his predecessor, Mills did the driving at first. When the shuttling back and forth and the hectic pace of tending to two stations became too much, the CW permitted Mills to hire his brother, Washburn G. (Will) Mills, to take the reins. The horse car service was always well-patronized, even by locals not intending to take the train, and why not? No fares were ever charged and kids just hung on for the ride, the latter often scolded by Will for their unruly behavior! The uniquely colorful horse car arrangement lasted until the then-PR&NE laid heavier rail and began backing passenger trains down to 'the lower depot.' This appears to have started in December, 1893, when the Winsted Herald said that "the P.R. & N.E. run trains into Collinsville and this pleases the people of that place more than the through passengers." This debut of steam banished the venerable horse car, reportedly to the West Winsted engine house, and timetables thereafter show two stops here: this station as COLLINSVILLE, plus the one at the wye now called COLLINSVILLE JUNCTION now mostly listed as a flag stop. Once the village got steam passenger service to the lower depot, any attempts to cut it back were met with objection from the public. The photo at lower right shows steam service on the spur and dates after 1907 when the 223 was renumbered as such by the CNE. The 4/12/1934 val photo at lower left looks westward, showing COLLINSVILLE3 as the freight house behind COLLINSVILLE5. These buildings were all destroyed in the 1955 floods, thus erasing much of the structural evidence of this village's fascinating railroad history. [REFS: HDC/05/20/1874/04; HDC/06/13/1874/04; WH/12/29/1893/03; HDC/09/16/1896/08; CNE ETT16 (11/17/1898); HDC/08/25/1905/14; HDC/09/29/1905/14; HDC/09/11/1907/13; HDC/06/14/1907/15; HDC/06/25/1907/18; Fisher, SL128; N3.27][rev120212]
This station was built in 1886 at the same time as its cousin to the north in our previous entry. The card at upper left is postmarked 1906 and is the earliest close-up view we have been able to date with certainty. The photo at upper middle is a wonderful aerial view of this station, again showing the horse car. The image at upper right, another fortunate find, has a caption date (not shown here) of 1871. That date is not must apply to the opening of the CW because but is not correct for the scene because, as shown above, the spur that the horse car is sitting on was not completed until late 1874 and this station was built in 1886. Immediately after this station's predecessor, COLLINSVILLE3, was fashioned from the old hotel stable, the "long-expected horse car" to replace the open carriage arrived in January, 1875 and the Mills Brothers "put a large horse on the track to draw the horse car." Dewey had been succeeded as station agent in March, 1873 by Franklin M. Mills, who died in 1910 after nearly forty years with the railroad. Like his predecessor, Mills did the driving at first. When the shuttling back and forth and the hectic pace of tending to two stations became too much, the CW permitted Mills to hire his brother, Washburn G. (Will) Mills, to take the reins. The horse car service was always well-patronized, even by locals not intending to take the train, and why not? No fares were ever charged and kids just hung on for the ride, the latter often scolded by Will for their unruly behavior! The uniquely colorful horse car arrangement lasted until the then-PR&NE laid heavier rail and began backing passenger trains down to 'the lower depot.' This appears to have started in December, 1893, when the Winsted Herald said that "the P.R. & N.E. run trains into Collinsville and this pleases the people of that place more than the through passengers." This debut of steam banished the venerable horse car, reportedly to the West Winsted engine house, and timetables thereafter show two stops here: this station as COLLINSVILLE, plus the one at the wye now called COLLINSVILLE JUNCTION now mostly listed as a flag stop. Once the village got steam passenger service to the lower depot, any attempts to cut it back were met with objection from the public. The photo at lower right shows steam service on the spur and dates after 1907 when the 223 was renumbered as such by the CNE. The 4/12/1934 val photo at lower left looks westward, showing COLLINSVILLE3 as the freight house behind COLLINSVILLE5. These buildings were all destroyed in the 1955 floods, thus erasing much of the structural evidence of this village's fascinating railroad history. [REFS: HDC/05/20/1874/04; HDC/06/13/1874/04; WH/12/29/1893/03; HDC/09/16/1896/08; CNE ETT16 (11/17/1898); HDC/08/25/1905/14; HDC/09/29/1905/14; HDC/09/11/1907/13; HDC/06/14/1907/15; HDC/06/25/1907/18; Fisher, SL128; N3.27][rev120212]
COLLINSVILLE JUNCTION [> COLLINSVILLE/J1,2]
COLTS DYKE [> HARTFORD3]
COLUMBIA JUNCTION [> AIR LINE JUNCTION]
COLTS DYKE [> HARTFORD3]
COLUMBIA JUNCTION [> AIR LINE JUNCTION]
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CONNECTICUT RIVER1 [NH&NL, 1852]
As seen on the 1859MC map at upper left and the real estate atlas at middle, this was an original station on the NH&NL, whose first train ran to here on 6/30/1852. The depot was located on the river's western bank at the ferry terminus where boats carried trains to Old Lyme until a bridge was built in 1870. The first train passed over the completed structure on 6/4/1870. Estimates were that the bridge would save 15 to 20 minutes over the crossing by boat. The Shaumpishuh, pictured at right, carried passengers and railroad cars to locomotives waiting on the opposite shore and was put out of business when the bridge opened. According to the newspaper, a large party went out on a special train from New Haven on 6/11/1870 "and fired a cork salute in celebration of the event." The article went on to say, perhaps pointedly, that "Nobody from Hartford was invited." Perhaps the reason was the controversy that surrounded the construction of this bridge which was not built to the highest standards. The railroad commissioners rather lamely reported that they had issued no certificate of suitability to operate trains over the new structure since "no application was made to them on the part of the company before opening the bridge to public travel." In light of the Norwalk drawbridge disaster of 1853, which was the direct cause for the creation of the Board of Railroad Commissioners, this would seem to amount to negligence on their part, though they were limited by statute as to what they could order. A scant two years later, the newspaper said important changes were being made to the right of way between here and the LYME station on the opposite bank. The length of the curved approach on both sides of the river was being shortened and "a new pier is being built on the Lyme side of the river." Lingering concerns about the bridge finally caused an investigation by the railroad commissioners. This included the hiring, seemingly extraordinary for the times, of a "submarine engineer and diver," George W. Fuller, whose reported was dated 9/27/1875. It said that the east abutment was in "a very unsafe condition" and the west abutment was "never properly constructed" and "in a very dangerous condition." The commissioners communicated this information and some corrective steps were taken by the railroad which did not think things were as bad as Fuller said. [REFS: NLDC/07/03/1852/02; PTH107.1858.13; HDC/07/31/1863/02; HDC/04/21/1870/04; HDC/05/20/1870/04; HDC/06/06/1870/03; NLD/06/11/1870/01; HDC/06/13/1870/02; PEP/06/13/1870/03; MC/08/28/1872/02; MC/10/23/1872/02; DC/05/05/1876/02; CRC23.1876. 21,40+][pixadd, rev022413]
As seen on the 1859MC map at upper left and the real estate atlas at middle, this was an original station on the NH&NL, whose first train ran to here on 6/30/1852. The depot was located on the river's western bank at the ferry terminus where boats carried trains to Old Lyme until a bridge was built in 1870. The first train passed over the completed structure on 6/4/1870. Estimates were that the bridge would save 15 to 20 minutes over the crossing by boat. The Shaumpishuh, pictured at right, carried passengers and railroad cars to locomotives waiting on the opposite shore and was put out of business when the bridge opened. According to the newspaper, a large party went out on a special train from New Haven on 6/11/1870 "and fired a cork salute in celebration of the event." The article went on to say, perhaps pointedly, that "Nobody from Hartford was invited." Perhaps the reason was the controversy that surrounded the construction of this bridge which was not built to the highest standards. The railroad commissioners rather lamely reported that they had issued no certificate of suitability to operate trains over the new structure since "no application was made to them on the part of the company before opening the bridge to public travel." In light of the Norwalk drawbridge disaster of 1853, which was the direct cause for the creation of the Board of Railroad Commissioners, this would seem to amount to negligence on their part, though they were limited by statute as to what they could order. A scant two years later, the newspaper said important changes were being made to the right of way between here and the LYME station on the opposite bank. The length of the curved approach on both sides of the river was being shortened and "a new pier is being built on the Lyme side of the river." Lingering concerns about the bridge finally caused an investigation by the railroad commissioners. This included the hiring, seemingly extraordinary for the times, of a "submarine engineer and diver," George W. Fuller, whose reported was dated 9/27/1875. It said that the east abutment was in "a very unsafe condition" and the west abutment was "never properly constructed" and "in a very dangerous condition." The commissioners communicated this information and some corrective steps were taken by the railroad which did not think things were as bad as Fuller said. [REFS: NLDC/07/03/1852/02; PTH107.1858.13; HDC/07/31/1863/02; HDC/04/21/1870/04; HDC/05/20/1870/04; HDC/06/06/1870/03; NLD/06/11/1870/01; HDC/06/13/1870/02; PEP/06/13/1870/03; MC/08/28/1872/02; MC/10/23/1872/02; DC/05/05/1876/02; CRC23.1876. 21,40+][pixadd, rev022413]
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ICC Collection / National Archives
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CONNECTICUT RIVER2 [NYNH&H, 1887]
The 9/6/1916 val photo station at upper left is presumably the one built in 1887, as reported by the railroad commissioners. The shot at middle is a Benton and Drake from the 1930s with the signature handwritten captioning. Its location is seen in the 1915 val map at lower left where it sits north of the the new ROW to the 1907 bridge. In their report for that year, the commissioners say that "on May 6, 1907, the New York, New Haven & Hartford Railroad Company, having established a new station on the changed location of the Shore Line Division of its railroad at Connecticut River, in the town of Old Saybrook, we authorized the abandonment of the station on the old location." Since this language has been proven in the past to mean abandoning the location and not the building, we infer a slight move of the 1887 structure and not the building of a new depot. The 1934 aerial map at lower right shows a train, with a smoke plume drifting northward, approaching this station. We are not sure whether it is stopping as our 12/2/1923PTT already does not list CONNECTICUT RIVER and neither do any subsequent timetables we have seen. The shot at upper right looks east shows the 1889 bridge north of the larger 1907 structure, still in use in 2013.[REFS: CRC35.1887.17; RRC38.26 (5/6/1907)][rev022413]
The 9/6/1916 val photo station at upper left is presumably the one built in 1887, as reported by the railroad commissioners. The shot at middle is a Benton and Drake from the 1930s with the signature handwritten captioning. Its location is seen in the 1915 val map at lower left where it sits north of the the new ROW to the 1907 bridge. In their report for that year, the commissioners say that "on May 6, 1907, the New York, New Haven & Hartford Railroad Company, having established a new station on the changed location of the Shore Line Division of its railroad at Connecticut River, in the town of Old Saybrook, we authorized the abandonment of the station on the old location." Since this language has been proven in the past to mean abandoning the location and not the building, we infer a slight move of the 1887 structure and not the building of a new depot. The 1934 aerial map at lower right shows a train, with a smoke plume drifting northward, approaching this station. We are not sure whether it is stopping as our 12/2/1923PTT already does not list CONNECTICUT RIVER and neither do any subsequent timetables we have seen. The shot at upper right looks east shows the 1889 bridge north of the larger 1907 structure, still in use in 2013.[REFS: CRC35.1887.17; RRC38.26 (5/6/1907)][rev022413]
COOKS. [HP&F, c1872?]
This was a stop on the west side of New Britain on the HP&F. [REFS: C306; 9/18/72TT: no but CRC or newspaper mention in 1872]
This was a stop on the west side of New Britain on the HP&F. [REFS: C306; 9/18/72TT: no but CRC or newspaper mention in 1872]
Dave Peters Collection
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COOPER [D&N/HRR, c1885]
Cornwall says that this was a flag stop for all trains but does not say when it was established. The first mention we find is in the 1885 GHD. It is unclear whether it preexisted as a non-timetable stop or it was a late addition by the D&N or an early one by the HRR on whose 1889 timetable it does appear. It, like FLORIDA, is never shown on the RRMs. Train service was discontinued on this branch in 1925 and replaced with New England Transportation buses that may have stopped here. [REFS: 1885GHD; HRR 1889TT; 1907, 1911, 1923TT; SL17.4.28]
Cornwall says that this was a flag stop for all trains but does not say when it was established. The first mention we find is in the 1885 GHD. It is unclear whether it preexisted as a non-timetable stop or it was a late addition by the D&N or an early one by the HRR on whose 1889 timetable it does appear. It, like FLORIDA, is never shown on the RRMs. Train service was discontinued on this branch in 1925 and replaced with New England Transportation buses that may have stopped here. [REFS: 1885GHD; HRR 1889TT; 1907, 1911, 1923TT; SL17.4.28]
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COPPER HILL [NH&N, c1858]
This was an obscure stop in the town of Granby on the Canal line that opened through here about 1850. We first noticed it being listed as a railroad station in the 1858GED snippet at right, but we have yet to see it on a timetable. A post office was established here in 1872 and fortunes in the area were expected to improve with the reopening of the local mines that had been worked intermittently since 1706. The 1888RAM map at left indicates the location, although it is not shown as a railroad station. The ad in the 1895 inaugural issue of Connecticut Magazine [middle] says Canal line trains will be stopping here in season and touts the tourism potential for visitors coming to Old Newgate Prison. [REFS: HDC/01/29/1872/02; HC/02/12/1981/C3A]
This was an obscure stop in the town of Granby on the Canal line that opened through here about 1850. We first noticed it being listed as a railroad station in the 1858GED snippet at right, but we have yet to see it on a timetable. A post office was established here in 1872 and fortunes in the area were expected to improve with the reopening of the local mines that had been worked intermittently since 1706. The 1888RAM map at left indicates the location, although it is not shown as a railroad station. The ad in the 1895 inaugural issue of Connecticut Magazine [middle] says Canal line trains will be stopping here in season and touts the tourism potential for visitors coming to Old Newgate Prison. [REFS: HDC/01/29/1872/02; HC/02/12/1981/C3A]
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CORNWALL BRIDGE1 [HRR, c1842]
The location is seen on the 1854LC map and the listing is found on the 1851 broadside. There is an 1847 newspaper reference to a first depot when it was said that a branch to Litchfield was being considered from this station at that time. Based on this, we assume that there was a CORNWALL BRIDGE1 from when the HRR completed its track to the Massachusetts state line in 1842. [REFS: RF/05/18/1847/01]
The location is seen on the 1854LC map and the listing is found on the 1851 broadside. There is an 1847 newspaper reference to a first depot when it was said that a branch to Litchfield was being considered from this station at that time. Based on this, we assume that there was a CORNWALL BRIDGE1 from when the HRR completed its track to the Massachusetts state line in 1842. [REFS: RF/05/18/1847/01]
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CORNWALL BRIDGE2 [HRR, 1884]
The Connecticut Western News said in April, 1873 that the HRR would "soon erect a new depot" here and that they had bought a large tract of land near the first station to put in new side tracks and "make other improvements to keep pace with the increasing business of the station." The Courant also concurred at the time that a new structure was in the offing, but it was not until 1884 that the News said a new depot, under contractor Charles Beers of Bridgeport, was "progressing finely and what an ornament and convenience it will be to the many passengers who patronize the road from this station." The March, 1990 NHRHTA newsletter included a real estate ad that said "A circa 1883 Railroad Station tastefully renovated into a fine 3 bedroom residence. This unique property has been unspoiled by time and features mellowed antique moldings and woodwork throughout. Scenic Housatonic River views. This rare Cornwall offering is perfect for those who want the charm of bygone days when quality was not an option." The price at the time was $224,000. [REFS: CWN/04/11/1873/02; HDC/04/15/1873/04; CWN/05/14/1884/02; NL18.2.4; R43]
The Connecticut Western News said in April, 1873 that the HRR would "soon erect a new depot" here and that they had bought a large tract of land near the first station to put in new side tracks and "make other improvements to keep pace with the increasing business of the station." The Courant also concurred at the time that a new structure was in the offing, but it was not until 1884 that the News said a new depot, under contractor Charles Beers of Bridgeport, was "progressing finely and what an ornament and convenience it will be to the many passengers who patronize the road from this station." The March, 1990 NHRHTA newsletter included a real estate ad that said "A circa 1883 Railroad Station tastefully renovated into a fine 3 bedroom residence. This unique property has been unspoiled by time and features mellowed antique moldings and woodwork throughout. Scenic Housatonic River views. This rare Cornwall offering is perfect for those who want the charm of bygone days when quality was not an option." The price at the time was $224,000. [REFS: CWN/04/11/1873/02; HDC/04/15/1873/04; CWN/05/14/1884/02; NL18.2.4; R43]
Copyright NHRHTA
COS COB1 [NY&NH, c1852]
This station was also called COS COB BRIDGE for its location west of the span over its namesake harbor. This stop is not on the 1849TT or the 1851TT, but it is listed in an 1852 newspaper ad showing commutation rates on the NY&NH and Canal lines. The 1868 Beers map [add011713] shows the location on the south side of the track. We do not have a photo of this first depot, which may have looked like GREENWICH1, NORWALK1, and other early NY&NH cross-gabled structures. [REFS: HDC/07/08/1852/01; CR/07/10/1858/04; GHD1858][rev011713]
This station was also called COS COB BRIDGE for its location west of the span over its namesake harbor. This stop is not on the 1849TT or the 1851TT, but it is listed in an 1852 newspaper ad showing commutation rates on the NY&NH and Canal lines. The 1868 Beers map [add011713] shows the location on the south side of the track. We do not have a photo of this first depot, which may have looked like GREENWICH1, NORWALK1, and other early NY&NH cross-gabled structures. [REFS: HDC/07/08/1852/01; CR/07/10/1858/04; GHD1858][rev011713]
Copyright NHRHTA
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Connecticut Historical Society
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COS COB2 [NY&NH, 1871]
The Danbury News said in 1871 that the NYNH&H was building a new depot here, this one on the north side of the main line, double-tracked since 1859. What happened to the first structure is not mentioned, but fire caused by sparks from a passing locomotive is the usual suspect. The design and ornate bracketwork of COS COB2 makes it look identical to GREENWICH2 built in 1873. The structure, as seen here this westward view, is in use as the freight station and would be torn down in 1955 with the construction of the Connecticut Turnpike that would cross overhead. COS COB3, its replacement, is out of sight behind and to the photographer's right. [REFS: DN/11/15/1871/02; NHER/04/01/1880/01][rev011713]
The Danbury News said in 1871 that the NYNH&H was building a new depot here, this one on the north side of the main line, double-tracked since 1859. What happened to the first structure is not mentioned, but fire caused by sparks from a passing locomotive is the usual suspect. The design and ornate bracketwork of COS COB2 makes it look identical to GREENWICH2 built in 1873. The structure, as seen here this westward view, is in use as the freight station and would be torn down in 1955 with the construction of the Connecticut Turnpike that would cross overhead. COS COB3, its replacement, is out of sight behind and to the photographer's right. [REFS: DN/11/15/1871/02; NHER/04/01/1880/01][rev011713]
Archives & Special Colls., UConn
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COS COB3 [NYNH&H, 1894]
The August, 1954 photo of the westbound station at left is attributed to Charlie Gunn. COS COB2, now the freight house, is in the distance. The 1913 map shows the location of this station on the north side of the tracks. We know from the picture below that COS COB4 was on the other side of the tracks but the map omits it. The Cos Cob power plant is marked on the map by the circle to the right on the edge of the harbor. This saltbox style station was built with the four-tracking of 1894 and received an NRHP designation in 1989. The val photo at right is dated 10/30/1916.
The August, 1954 photo of the westbound station at left is attributed to Charlie Gunn. COS COB2, now the freight house, is in the distance. The 1913 map shows the location of this station on the north side of the tracks. We know from the picture below that COS COB4 was on the other side of the tracks but the map omits it. The Cos Cob power plant is marked on the map by the circle to the right on the edge of the harbor. This saltbox style station was built with the four-tracking of 1894 and received an NRHP designation in 1989. The val photo at right is dated 10/30/1916.
Archives & Special Collections, UConn
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COS COB4 [NYNH&H, 1894]
This was the eastbound station, probably also built ca. 1894 with the four-tracking project. The dimunitive structure is seen at the blue arrow on the 1915 val map [add011713] at right, with COS COB3 at the red arrow. Smaller facilities on the New Haven-bound side were typical, harking back to the NY&NH that was built primarily to bring people to the Empire State. Most of the early stations were on the north or westbound side of the track from the beginning. In the photo at left dated April 7, 1946, everybody is looking west for the train that will soon take them to points east. [REFS: R44][rev011713]
This was the eastbound station, probably also built ca. 1894 with the four-tracking project. The dimunitive structure is seen at the blue arrow on the 1915 val map [add011713] at right, with COS COB3 at the red arrow. Smaller facilities on the New Haven-bound side were typical, harking back to the NY&NH that was built primarily to bring people to the Empire State. Most of the early stations were on the north or westbound side of the track from the beginning. In the photo at left dated April 7, 1946, everybody is looking west for the train that will soon take them to points east. [REFS: R44][rev011713]
www.iridetheharlemline.com
COS COB5 [MN, 2000?]
Newer eastbound platform.
Newer eastbound platform.
COTTAGE GROVE1 [CW, 1873]
This was not an original stop on the CW. The newspaper said in 1873 that this was to be a new station and that the frame was being put up on that very day by the Cottage Grove Co. This investment group hoped to develop the location, four miles from Hartford, as a new residential and manufacturing center and an important suburb of the capital city, akin in many ways to Tyler City, our website namesake covered on Track 1. In addition, the CW did a large excursion business for those wishing to visit the grove for which the area was named. Excluding the cost of repairs needed, the frame structure was in 'good' condition and valued at $450 in the NY&NE's 1880 lease appraisal. Compared to the substantial BLOOMFIELD passenger depot valued at $1500 and the smaller SCOTLAND/NORTH BLOOMFIELD at $250, COTTAGE GROVE1 must have been a medium-sized structure and more than just a small shelter. The blue arrow on the real-estate atlas map shows to location to be east of the track and north of the site of the second station. We have no photo of COTTAGE GROVE1 and we do not know what necessitated its replacement in 1903. [REFS: HDC/06/03/1873/04; HDC/09/17/1873/04][map, rev022413]
This was not an original stop on the CW. The newspaper said in 1873 that this was to be a new station and that the frame was being put up on that very day by the Cottage Grove Co. This investment group hoped to develop the location, four miles from Hartford, as a new residential and manufacturing center and an important suburb of the capital city, akin in many ways to Tyler City, our website namesake covered on Track 1. In addition, the CW did a large excursion business for those wishing to visit the grove for which the area was named. Excluding the cost of repairs needed, the frame structure was in 'good' condition and valued at $450 in the NY&NE's 1880 lease appraisal. Compared to the substantial BLOOMFIELD passenger depot valued at $1500 and the smaller SCOTLAND/NORTH BLOOMFIELD at $250, COTTAGE GROVE1 must have been a medium-sized structure and more than just a small shelter. The blue arrow on the real-estate atlas map shows to location to be east of the track and north of the site of the second station. We have no photo of COTTAGE GROVE1 and we do not know what necessitated its replacement in 1903. [REFS: HDC/06/03/1873/04; HDC/09/17/1873/04][map, rev022413]
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ICC Collection / National Archives
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COTTAGE GROVE2 [CNE, 1903]
We do not have a picture of this station. Built in 1903 together with one at NORTH BLOOMFIELD, later called BARNARDS and seen at left, we might infer that they looked the same. Both, in fact, are described as "waiting rooms" in the ICC field notes and have a similar footprint on the val maps, this one shown at right with 'Flag Stop' marked. The structure stands in the southwest quadrant of the farm-road grade crossing. The middle photo is from Nimke, who says it was taken on 10/23/1925, and looks south (railroad east) toward the Tobey Rd. grade crossing. COTTAGE GROVE2 would have stood in the left foreground, perhaps just behind the photographer. [REFS: CRC51.1903.22; HC/11/14/1903/05; SL23.4.7: CNE 1912TT][rev022413]
We do not have a picture of this station. Built in 1903 together with one at NORTH BLOOMFIELD, later called BARNARDS and seen at left, we might infer that they looked the same. Both, in fact, are described as "waiting rooms" in the ICC field notes and have a similar footprint on the val maps, this one shown at right with 'Flag Stop' marked. The structure stands in the southwest quadrant of the farm-road grade crossing. The middle photo is from Nimke, who says it was taken on 10/23/1925, and looks south (railroad east) toward the Tobey Rd. grade crossing. COTTAGE GROVE2 would have stood in the left foreground, perhaps just behind the photographer. [REFS: CRC51.1903.22; HC/11/14/1903/05; SL23.4.7: CNE 1912TT][rev022413]
COUCHS [D&N, c1875]
This was a stop in Ridgefield, according to Cornwall, at MP 14, about a mile above BRANCHVILLE and a mile below SANFORDS. [REFS: SL17.4.25]
This was a stop in Ridgefield, according to Cornwall, at MP 14, about a mile above BRANCHVILLE and a mile below SANFORDS. [REFS: SL17.4.25]
CRESCENT BEACH1 [NYNH&H, 1873; depot, 1887]
The first reference to this stop is found in the Palladium in March, 1873 which said that "a new depot is to be erected by the Shore Line railroad company on the land of H. Cruttenden, Crescent Beach, Niantic. Middletown's Constitution newspaper in July, 1873, had a slightly different slant when it reported that "a new station [read stop] has been established on the Shore Line road, called Crescent Beach. It is about a mile west of Niantic (East Lyme)." Though shown in the GHD gazetteers which started in 1879 and seen on the RRMs as of 1884, this stop is found on no timetable prior to the 1890s, in spite of the fact that a July, 1883 article said that eight daily trains were stopping here at that time. The promotion of this place from an unlisted, seasonal stop to one having a station structure seems to have come about when a Register article in June, 1886 said that "a new station has been promised by the Consolidated road at Black Point, Niantic, in view of the growth of the place as a summer resort." This growth was due mostly to the efforts to create a Baptist meeting grounds and there are numerous newspaper articles about the religious community's investment in land sold by Cruttenden, "one of the sharpest and by no means the most liberal of men you will meet." To their dismay, the faithful found that Mr. C. had sold beach rights to others as well and that the "exclusive right to an exclusive baptistery," i.e. Long Island Sound(!), which was "large enough to baptize all the Baptists in the state, if necessary," was not to be had. In spite of grumblings and rumors of malaria and mosquitos in the "swamp land at Crescent Beach," the deal stuck and a tabernacle for religious worship was built. That building, reportedly looking "more like a big skating rink than anything else," was expected to be dedicated by a mass Sunday school meeting on 7/8/1884. Said to have a capacity of 1,500 people, it subsequently became a venue for religious services, temperance conventions, and other gatherings. The railroad commissioners announced in their 1888 annual report covering the previous year that a shelter had been built for a new flag stop. CRESCENT BEACH1, shown here in later days when it was out of service, is similar to other structures of the period. such as SACHEMS HEAD1. While appreciated at first, a Courant article in 1891 already had complaints that "something that we have long needed here is a desirable depot. The building at present is but a poor apology for one. There is certainly enough travel to warrant the railroad people to put up a building that will so much cover one from the sun and the rain and nothing more. A meeting of those interested has been held and a committee appointed to confer with the railroad officials." While the reporter's wording is a little convoluted, the residents clearly wanted a more substantial depot for their burgeoning cottage community than the 1887 structure. [REFS: NHDP/03/17/1873/04; MC/07/30/1873/02; HDC/06/08/1883/02 NHER/07/16/1883/04; NHER/07/31/1883/04; NHER/06/23/1884/01; NHER/06/14/1886/04; NHER/07/23/1886/02; HC/04/16/1888/06; CRC36.1888.19; HC/07/21/1891/05; 1871, 1875, 1886, 1894TT]
The first reference to this stop is found in the Palladium in March, 1873 which said that "a new depot is to be erected by the Shore Line railroad company on the land of H. Cruttenden, Crescent Beach, Niantic. Middletown's Constitution newspaper in July, 1873, had a slightly different slant when it reported that "a new station [read stop] has been established on the Shore Line road, called Crescent Beach. It is about a mile west of Niantic (East Lyme)." Though shown in the GHD gazetteers which started in 1879 and seen on the RRMs as of 1884, this stop is found on no timetable prior to the 1890s, in spite of the fact that a July, 1883 article said that eight daily trains were stopping here at that time. The promotion of this place from an unlisted, seasonal stop to one having a station structure seems to have come about when a Register article in June, 1886 said that "a new station has been promised by the Consolidated road at Black Point, Niantic, in view of the growth of the place as a summer resort." This growth was due mostly to the efforts to create a Baptist meeting grounds and there are numerous newspaper articles about the religious community's investment in land sold by Cruttenden, "one of the sharpest and by no means the most liberal of men you will meet." To their dismay, the faithful found that Mr. C. had sold beach rights to others as well and that the "exclusive right to an exclusive baptistery," i.e. Long Island Sound(!), which was "large enough to baptize all the Baptists in the state, if necessary," was not to be had. In spite of grumblings and rumors of malaria and mosquitos in the "swamp land at Crescent Beach," the deal stuck and a tabernacle for religious worship was built. That building, reportedly looking "more like a big skating rink than anything else," was expected to be dedicated by a mass Sunday school meeting on 7/8/1884. Said to have a capacity of 1,500 people, it subsequently became a venue for religious services, temperance conventions, and other gatherings. The railroad commissioners announced in their 1888 annual report covering the previous year that a shelter had been built for a new flag stop. CRESCENT BEACH1, shown here in later days when it was out of service, is similar to other structures of the period. such as SACHEMS HEAD1. While appreciated at first, a Courant article in 1891 already had complaints that "something that we have long needed here is a desirable depot. The building at present is but a poor apology for one. There is certainly enough travel to warrant the railroad people to put up a building that will so much cover one from the sun and the rain and nothing more. A meeting of those interested has been held and a committee appointed to confer with the railroad officials." While the reporter's wording is a little convoluted, the residents clearly wanted a more substantial depot for their burgeoning cottage community than the 1887 structure. [REFS: NHDP/03/17/1873/04; MC/07/30/1873/02; HDC/06/08/1883/02 NHER/07/16/1883/04; NHER/07/31/1883/04; NHER/06/23/1884/01; NHER/06/14/1886/04; NHER/07/23/1886/02; HC/04/16/1888/06; CRC36.1888.19; HC/07/21/1891/05; 1871, 1875, 1886, 1894TT]
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Joe Taylor Collection
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CRESCENT BEACH2 [NYNH&H, 1892]
The structure seen here opened on 8/6/1892. The newspaper reported this as "a red letter day in the history of Crescent Beach" with a large and enthusiastic audience celebrating "the completion of the beautiful and roomy new railroad station." The real estate map at lower left concurs with that date and shows the land formerly owned by our old friend, H. Crittenden (sic). The Louis H. Benton photo [#2390] at upper left reportedly dates to 6/23/29 [Dodd/RHA] and appears to show the depot boarded up, possibly just prior to the seasonal opening. Irving N. Drake, the young 'chauffeur,' is seen in the near distance, along with the signature touring car that made its way into most of the shots the duo has left for us. This depot was sometimes known as CRESCENT BEACH AND BLACK POINT, as labeled on the photo, since it served both the beach community west of Niantic as well as the one nearer to the tip of the peninsula. According to the info on the back of one photo, CRESCENT BEACH2 was torn down in 1938, probably already out of service by then and ravaged by the hurricane of that year. The 1892 station upgrade undoubtedly helped the the colony to flourish and the entire area became a hugely popular vacation spot for religious and lay visitors alike, some coming by trolley when the line was extended from Niantic in 1912. As far back as the 1880s, steamers from the Thames and the Connecticut Rivers were docking here and bringing day-trippers as well as summer residents. The games of the Crescent Beach baseball nine, concerts and dancing at the Casino where the Crescent Park Orchestra played, and regattas sponsored by the Crescent Beach Yacht Club were big draws and a steel pier was even in the offing in 1906 but apparently never built. Although the 150-ft wooden pier also came down in the 1938 storm, the association of property owners is still in existence today, owing their origins to the good railroad service of the last two centuries. The only religious relic of Crescent Beach currently found seems to be in the street aptly named as Tabernacle Ave. [REFS: HC/07/23/1892/03; HC/08/09/1892/03; NHER/05/13/1899/01; NHER/07/17/1900/01; HC/08/29/1906/14]
The structure seen here opened on 8/6/1892. The newspaper reported this as "a red letter day in the history of Crescent Beach" with a large and enthusiastic audience celebrating "the completion of the beautiful and roomy new railroad station." The real estate map at lower left concurs with that date and shows the land formerly owned by our old friend, H. Crittenden (sic). The Louis H. Benton photo [#2390] at upper left reportedly dates to 6/23/29 [Dodd/RHA] and appears to show the depot boarded up, possibly just prior to the seasonal opening. Irving N. Drake, the young 'chauffeur,' is seen in the near distance, along with the signature touring car that made its way into most of the shots the duo has left for us. This depot was sometimes known as CRESCENT BEACH AND BLACK POINT, as labeled on the photo, since it served both the beach community west of Niantic as well as the one nearer to the tip of the peninsula. According to the info on the back of one photo, CRESCENT BEACH2 was torn down in 1938, probably already out of service by then and ravaged by the hurricane of that year. The 1892 station upgrade undoubtedly helped the the colony to flourish and the entire area became a hugely popular vacation spot for religious and lay visitors alike, some coming by trolley when the line was extended from Niantic in 1912. As far back as the 1880s, steamers from the Thames and the Connecticut Rivers were docking here and bringing day-trippers as well as summer residents. The games of the Crescent Beach baseball nine, concerts and dancing at the Casino where the Crescent Park Orchestra played, and regattas sponsored by the Crescent Beach Yacht Club were big draws and a steel pier was even in the offing in 1906 but apparently never built. Although the 150-ft wooden pier also came down in the 1938 storm, the association of property owners is still in existence today, owing their origins to the good railroad service of the last two centuries. The only religious relic of Crescent Beach currently found seems to be in the street aptly named as Tabernacle Ave. [REFS: HC/07/23/1892/03; HC/08/09/1892/03; NHER/05/13/1899/01; NHER/07/17/1900/01; HC/08/29/1906/14]
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CROMWELL1 [CV, 1871]
The railroad commissioners reported in 1890 that this station was abandoned, meaning in this case that the location was surrendered and the station was moved. Other sources corroborate that the it was relocated 600 feet to the south, away from what is Rte. 99 today. The 1874 Beers map at upper right shows, if not the station itself, its original location. The commissioners also noted the "erection of a new depot building," which must have been the freight structure seen in the distance. This was a common practice when business grew to a point where convenience and safety dictated separate facilities for passengers. We have highlighted CROMWELL1 in yellow on the 1915 val map at lower left. Conn. Co. interurban trolleys to Hartford switched to their own track here, shown as the heavy dashed line, after using CV rails from Middletown. This depot, with the 'flat-W' style roof seen on many CV stations, was torn down ca. 1937 and the farmer who purchased the wood reportedly used it to build a chicken coop. [REFS: CRC38.1890.39; RRC14.118 (5/20/1890)]
The railroad commissioners reported in 1890 that this station was abandoned, meaning in this case that the location was surrendered and the station was moved. Other sources corroborate that the it was relocated 600 feet to the south, away from what is Rte. 99 today. The 1874 Beers map at upper right shows, if not the station itself, its original location. The commissioners also noted the "erection of a new depot building," which must have been the freight structure seen in the distance. This was a common practice when business grew to a point where convenience and safety dictated separate facilities for passengers. We have highlighted CROMWELL1 in yellow on the 1915 val map at lower left. Conn. Co. interurban trolleys to Hartford switched to their own track here, shown as the heavy dashed line, after using CV rails from Middletown. This depot, with the 'flat-W' style roof seen on many CV stations, was torn down ca. 1937 and the farmer who purchased the wood reportedly used it to build a chicken coop. [REFS: CRC38.1890.39; RRC14.118 (5/20/1890)]
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CROMWELL2 [M&C, 1885]
This was the 1885 station on the Meriden and Cromwell RR at the Connecticut River terminus. The Westfield-Cromwell portion of the line was out of service as of 1899 and the track removed in 1903. We do not know the fate of this depot.
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This was the 1885 station on the Meriden and Cromwell RR at the Connecticut River terminus. The Westfield-Cromwell portion of the line was out of service as of 1899 and the track removed in 1903. We do not know the fate of this depot.
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