Track 12: CT Passenger Stations, D
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.
Danbury Museum & Historical Society
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Danbury Museum & Historical Society
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DANBURY1 [D&N, 1852]
This station stood where the post office is today at 265 Main St., with the rear end of the property reaching all the way to Ives St. The location is shown on the 1856FC map. See Track 10, MP 10.1.3 for more. The railroad commissioners reported in 1884 that the station had been remodeled and improved and it served until 1903 when DANBURY5 opened. The floor plan at lower left shows what the new arrangement was to look like with a new separate waiting room for ladies made possible by moving the Adams Express office elsewhere on the station property. DANBURY1 was razed in 1915: see Track 10, MP 10.7.1. [REFS: DN/03/28/1883/??; CRC31.1884.14]
This station stood where the post office is today at 265 Main St., with the rear end of the property reaching all the way to Ives St. The location is shown on the 1856FC map. See Track 10, MP 10.1.3 for more. The railroad commissioners reported in 1884 that the station had been remodeled and improved and it served until 1903 when DANBURY5 opened. The floor plan at lower left shows what the new arrangement was to look like with a new separate waiting room for ladies made possible by moving the Adams Express office elsewhere on the station property. DANBURY1 was razed in 1915: see Track 10, MP 10.7.1. [REFS: DN/03/28/1883/??; CRC31.1884.14]
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DANBURY2 [NYH&N, 1869]
This depot is a bit of an enigma. No photos have been found. The snippet on the left is from the 1883 bird's-eye map and the smaller structure in front of DANBURY3 and DANBURY4 [locator nos. 22 and 23] may be the elusive station, though it appears larger than we thought. The representation on the 1875 map at the right may be better and may show the NYH&N station at the red arrow. It would be later moved to where the yellow arrow points.
This depot is a bit of an enigma. No photos have been found. The snippet on the left is from the 1883 bird's-eye map and the smaller structure in front of DANBURY3 and DANBURY4 [locator nos. 22 and 23] may be the elusive station, though it appears larger than we thought. The representation on the 1875 map at the right may be better and may show the NYH&N station at the red arrow. It would be later moved to where the yellow arrow points.
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DANBURY3 [NY&NE, 1881]
This was among the stations designed and built for the NY&NE by Leman Oatman of Hartford and completed by June of 1881 [HDC/06/21/1881/02]. It is atypical in every way when compared to both the larger stations like SOUTHFORD and the smaller structures like MILL PLAIN. The wings, in particular, are unseen anywhere else. Perhaps the narrowness of the parcel here argued for a more lateral, trackside structure. The only comparable station might be the addition to the 1855 HP&F depot in the Brass City that created WATERBURY4. DANBURY3 would be moved to make room for the 1907 double-tracking of the Maybrook line and would later be sold to Leahy Fuel on whose property it still stands today across from DANBURY5. [REFS: NL23.1.7; NL23.2.10]
This was among the stations designed and built for the NY&NE by Leman Oatman of Hartford and completed by June of 1881 [HDC/06/21/1881/02]. It is atypical in every way when compared to both the larger stations like SOUTHFORD and the smaller structures like MILL PLAIN. The wings, in particular, are unseen anywhere else. Perhaps the narrowness of the parcel here argued for a more lateral, trackside structure. The only comparable station might be the addition to the 1855 HP&F depot in the Brass City that created WATERBURY4. DANBURY3 would be moved to make room for the 1907 double-tracking of the Maybrook line and would later be sold to Leahy Fuel on whose property it still stands today across from DANBURY5. [REFS: NL23.1.7; NL23.2.10]
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DANBURY4 [HRR, 1882]
This station took the place of DANBURY2 which had been inherited from the NYH&N at its White St. terminus and characterized by the railroad commissioners as "old and inconvenient" in their 1883 annual report. As seen here at left, it is BROOKFIELD JUNCTION2 after the HRR moved it there in 1889. See B stations and Track 10, MP 10.4.6 for more. No photos have been yet found of this station in its original location, though the shot at middle of DANBURY3, which sat across the track, shows the corner of the DANBURY4 in the extreme left. The Burleigh bird's-eye map of 1884 shows HRR's Danbury4 at the red arrow and the NY&NE's Danbury at the blue arrow. [REFS: CRC30.1883.19][rev021613]
This station took the place of DANBURY2 which had been inherited from the NYH&N at its White St. terminus and characterized by the railroad commissioners as "old and inconvenient" in their 1883 annual report. As seen here at left, it is BROOKFIELD JUNCTION2 after the HRR moved it there in 1889. See B stations and Track 10, MP 10.4.6 for more. No photos have been yet found of this station in its original location, though the shot at middle of DANBURY3, which sat across the track, shows the corner of the DANBURY4 in the extreme left. The Burleigh bird's-eye map of 1884 shows HRR's Danbury4 at the red arrow and the NY&NE's Danbury at the blue arrow. [REFS: CRC30.1883.19][rev021613]
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DANBURY5 [NYNH&H, 1903]
This 'union station' was opened on 7/13/1903 by the NYNH&H to bring all its passenger train operations into one location, thereby eliminating DANBURY1 and DANBURY3. After DANBURY5 closed and was taken out of railroad service, it reopened in 1995 as the Danbury Railway Museum [click here] and is a popular railfan destination today in 2010. [REFS: CRC51.1903.19]
This 'union station' was opened on 7/13/1903 by the NYNH&H to bring all its passenger train operations into one location, thereby eliminating DANBURY1 and DANBURY3. After DANBURY5 closed and was taken out of railroad service, it reopened in 1995 as the Danbury Railway Museum [click here] and is a popular railfan destination today in 2010. [REFS: CRC51.1903.19]
DANBURY6 [MN, 1996]
DANIELSON1 [N&W, 1840]
This station was first called DANIELSONVILLE, and located as shown on the 1856WC map. The stop was established by the N&W in 1840. This station burned on 3/8/1876, according to the Norwich Aurora. We have no photographs as of yet. [REFS: NA/03/10/1876/02; Q145]
This station was first called DANIELSONVILLE, and located as shown on the 1856WC map. The stop was established by the N&W in 1840. This station burned on 3/8/1876, according to the Norwich Aurora. We have no photographs as of yet. [REFS: NA/03/10/1876/02; Q145]
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DANIELSON2 [N&W, 1877]
After the fire that took the first station, the railroad commissioners reported that the N&W was rebuilding here and that the lessee NY&NE was providing no assistance. [REFS: CRC24.1877.26; B389]
After the fire that took the first station, the railroad commissioners reported that the N&W was rebuilding here and that the lessee NY&NE was providing no assistance. [REFS: CRC24.1877.26; B389]
DARIEN1 [NY&NH, 1848, EB]
The stop was established in 1848 by the NY&NH. The location, on what would become the eastbound side of the double-tracked line in 1859, is seen on the 1874 map. The depot was likely a cross-gabled Gothic structure like GREENWICH1 and MILFORD1. According to John Roy, the station destroyed in an April, 1885 fire was a saltbox-style depot. If he is correct, there was an intervening structure after DARIEN1 which, until verified, we have not included in our roster. [REFS: R46]
The stop was established in 1848 by the NY&NH. The location, on what would become the eastbound side of the double-tracked line in 1859, is seen on the 1874 map. The depot was likely a cross-gabled Gothic structure like GREENWICH1 and MILFORD1. According to John Roy, the station destroyed in an April, 1885 fire was a saltbox-style depot. If he is correct, there was an intervening structure after DARIEN1 which, until verified, we have not included in our roster. [REFS: R46]
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C. Dunn Collection
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Dave Peters Collection
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DARIEN2 [NYNH&H, 1885, EB]
The new depot is seen at left in a 1907 post card and in the 11/2/1916 val photo at right, as well as a side view in the middle shot. The Register reported in June, 1885 that a replacement depot was being built for the burned-out DARIEN1. With the exception of the dormers added here, the new brick station was similar to others of the period, FAIRFIELD2 and MILFORD2, and cost $6,800. As reported in the Stamford Advocate in a "Fifty Years Ago" item, DARIEN2 also burned in a 3/6/1935 fire that did $20,000 worth of damage and caused the railroad to shut down power to the tracks. The station was torn down and replaced by a small brick building that is seen below as DARIEN4. [REFS: NHER/06/03/1885/01; NHAR14.1886.11; NL17.8.10; R46][rev100312]
The new depot is seen at left in a 1907 post card and in the 11/2/1916 val photo at right, as well as a side view in the middle shot. The Register reported in June, 1885 that a replacement depot was being built for the burned-out DARIEN1. With the exception of the dormers added here, the new brick station was similar to others of the period, FAIRFIELD2 and MILFORD2, and cost $6,800. As reported in the Stamford Advocate in a "Fifty Years Ago" item, DARIEN2 also burned in a 3/6/1935 fire that did $20,000 worth of damage and caused the railroad to shut down power to the tracks. The station was torn down and replaced by a small brick building that is seen below as DARIEN4. [REFS: NHER/06/03/1885/01; NHAR14.1886.11; NL17.8.10; R46][rev100312]
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iridetheharlemline.com
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DARIEN3 [NYNH&H, c1896, WB]
This the saltbox structure, refurbished in 2002, that is still standing on the westbound side of the tracks. We are inclined to think that DARIEN3 was built ca. 1896. John Roy puts the build date between 1870 and 1885 and he says there was a somewhat larger saltbox on the eastbound side. We are unaware of any other locations on the New York line that had depots on both sides of the tracks before the four-tracking of the 1890s. [REFS: R46]
This the saltbox structure, refurbished in 2002, that is still standing on the westbound side of the tracks. We are inclined to think that DARIEN3 was built ca. 1896. John Roy puts the build date between 1870 and 1885 and he says there was a somewhat larger saltbox on the eastbound side. We are unaware of any other locations on the New York line that had depots on both sides of the tracks before the four-tracking of the 1890s. [REFS: R46]
DARIEN4 [NYNH&H, 1935, EB]
This small brick station replaced DARIEN2 on the eastbound side in 1935 and was razed in 2002 with the station renovation project here. [REFS: R46]
This small brick station replaced DARIEN2 on the eastbound side in 1935 and was razed in 2002 with the station renovation project here. [REFS: R46]
DARIEN5 [MN, 2002, EB]
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Dave Peters Collection
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DAYVILLE [N&W, 1840]
This station, also called DAYSVILLE is seen on the 1857WC map and in several photos. The stop was established in the town of Killingly by the N&W in 1840. This is the only station we have found pictured at this location, though it is possible that there was an earlier one here. [REFS: Q530-l]
This station, also called DAYSVILLE is seen on the 1857WC map and in several photos. The stop was established in the town of Killingly by the N&W in 1840. This is the only station we have found pictured at this location, though it is possible that there was an earlier one here. [REFS: Q530-l]
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DEEP RIVER [CV, 1871]
The map is from the 1874 Middlesex County atlas, when this village was within the township of Saybrook, not to be confused with Old Saybrook to the south. Deep River was created in 1947 as an independent town. This classic CV passenger station was up for the opening of the CV in 1871, a replacement planned in 1905 was never built, and it was taken down in 1937, according to Max Miller. The freight house here still stands in 2012. [REFS: R47; HDC/08/25/1871/02; HC/08/17/1905/12]
The map is from the 1874 Middlesex County atlas, when this village was within the township of Saybrook, not to be confused with Old Saybrook to the south. Deep River was created in 1947 as an independent town. This classic CV passenger station was up for the opening of the CV in 1871, a replacement planned in 1905 was never built, and it was taken down in 1937, according to Max Miller. The freight house here still stands in 2012. [REFS: R47; HDC/08/25/1871/02; HC/08/17/1905/12]
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DERBY1 [NRR, 1849]
This station was located east of Naugatuck River at the end of the causeway and bridge that led to Birmingham, today's downtown Derby. Renamed EAST DERBY by the NYNH&H in 1896, this depot was abandoned in 1904 shortly after DERBY3 opened late in 1903. [REFS: HC/06/26/1896/11; RRC20.311 (8/12/1904)]
This station was located east of Naugatuck River at the end of the causeway and bridge that led to Birmingham, today's downtown Derby. Renamed EAST DERBY by the NYNH&H in 1896, this depot was abandoned in 1904 shortly after DERBY3 opened late in 1903. [REFS: HC/06/26/1896/11; RRC20.311 (8/12/1904)]
DERBY2 [> BIRMINGHAM1]
DERBY3 [> BIRMINGHAM2]
DERBY3 [> BIRMINGHAM2]
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DERBY4 [NYNH&H, 1903]
This station opened on 10/18/1903 to replace DERBY3. See Track 4C, MP 4.63.3+ for much more. [REFS: CRC51.1903.20]
This station opened on 10/18/1903 to replace DERBY3. See Track 4C, MP 4.63.3+ for much more. [REFS: CRC51.1903.20]
DERBY JUNCTION1 [NH&D, 1871]
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DERBY JUNCTION2 [NH&D, 1880]
This station was built in 1880 to replace the small structure that had served as DERBY JUNCTION1 from 1871 when the NH&D opened. This location was at the diamond where the NH&D crossed the NRR on the east bank of the Housatonic River just below its confluence with the Naugatuck River.
This station was built in 1880 to replace the small structure that had served as DERBY JUNCTION1 from 1871 when the NH&D opened. This location was at the diamond where the NH&D crossed the NRR on the east bank of the Housatonic River just below its confluence with the Naugatuck River.
DEVON [> NAUGATUCK JUNCTION]
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Max Miller Collection
DIVIDEND [NYNH&H, c1900]
This station was not established until ca. 1900 and is found on the 1907 and 1911TTs. The layout on the 1915 valuation map [upper left] shows a small station structure. We have no photo yet of whatever stood here. The stop was renamed BELAMOSE in the 1920s. It is listed in a NYNH&H station index of 8/1/1925 and is seen on the 1930RAM map at upper right. The stop was renamed, according to the Hartford Times, for the company that built extensive factory facilities in Rocky Hill in 1924 for the production of artificial silk. The new station is seen in the photo that looks south from Old Forge Rd./Dividend La., seen at the yellow mark on the present-day map at lower left. The old wooden combine passenger coach doing the honors was built in 1892 by the Wason Car Co. Having served as NYNH&H #1725 and then as #2501, it was condemned on 2/16/1925 and moved here to serve the Belamose employees. The PUC photographer took the shot on 10/22/1925 when the commissioners were examining the Valley branch grade crossings, this one 36.58 miles from Fenwick. The coach was retired under Authorization For Expenditure (AFE) #24595 on 3/25/1929, moved down the track by a wrecker, and later burned. The Belamose company was Rocky Hill's largest taxpayer for many years and in 1932 had 400 employees. The factory property passed to Bigelow-Sanford, later to American Enka, and finally was donated to the town on 1/1/1966 when the latter company shut down operations. We do not know if anything replaced the coach for workers commuting here after 1929. Our thanks to the Rocky Hill Historical Society [click here] for their hospitality and assistance! [REFS: HC/08/30/1923/17; HC/06/19/1924/10; HT/03/16/1925(?); HC/09/22/1932/18; HC/12/30/1965/26A]
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This station was not established until ca. 1900 and is found on the 1907 and 1911TTs. The layout on the 1915 valuation map [upper left] shows a small station structure. We have no photo yet of whatever stood here. The stop was renamed BELAMOSE in the 1920s. It is listed in a NYNH&H station index of 8/1/1925 and is seen on the 1930RAM map at upper right. The stop was renamed, according to the Hartford Times, for the company that built extensive factory facilities in Rocky Hill in 1924 for the production of artificial silk. The new station is seen in the photo that looks south from Old Forge Rd./Dividend La., seen at the yellow mark on the present-day map at lower left. The old wooden combine passenger coach doing the honors was built in 1892 by the Wason Car Co. Having served as NYNH&H #1725 and then as #2501, it was condemned on 2/16/1925 and moved here to serve the Belamose employees. The PUC photographer took the shot on 10/22/1925 when the commissioners were examining the Valley branch grade crossings, this one 36.58 miles from Fenwick. The coach was retired under Authorization For Expenditure (AFE) #24595 on 3/25/1929, moved down the track by a wrecker, and later burned. The Belamose company was Rocky Hill's largest taxpayer for many years and in 1932 had 400 employees. The factory property passed to Bigelow-Sanford, later to American Enka, and finally was donated to the town on 1/1/1966 when the latter company shut down operations. We do not know if anything replaced the coach for workers commuting here after 1929. Our thanks to the Rocky Hill Historical Society [click here] for their hospitality and assistance! [REFS: HC/08/30/1923/17; HC/06/19/1924/10; HT/03/16/1925(?); HC/09/22/1932/18; HC/12/30/1965/26A]
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