Track 12: CT Passenger Stations, E
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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EAGLEVILLE1 [NLW&P, 1850]
This stop was established in 1850 when the NLW&P opened through the town of Mansfield. There may have been an earlier station than this. [REFS: CRC48.1900.27: being renovated (or new?)]
This stop was established in 1850 when the NLW&P opened through the town of Mansfield. There may have been an earlier station than this. [REFS: CRC48.1900.27: being renovated (or new?)]
EAGLEVILLE2 [CVT, 1916?]
[REFS: HC/02/08/1916/04 or new MANSFIELD?]
[REFS: HC/02/08/1916/04 or new MANSFIELD?]
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Dave Peters Collection
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EAST BERLIN [MRR, 1850]
This station was established when the line from Middletown to Berlin was built in 1850. There was probably an earlier depot than the one pictured here, which looks be ca. 1900. The val photo at middle is dated 8/11/1916. This structure is still standing in 2013, as far as we know and pictured at lower left [add050113]. This station was the shipping and receiving point for the output of the renowned Berlin Iron Bridge Co. [click here], whose products blanketed the Northeast around the turn of the century. [REFS: HC/02/20/1873/02; R48]
This station was established when the line from Middletown to Berlin was built in 1850. There was probably an earlier depot than the one pictured here, which looks be ca. 1900. The val photo at middle is dated 8/11/1916. This structure is still standing in 2013, as far as we know and pictured at lower left [add050113]. This station was the shipping and receiving point for the output of the renowned Berlin Iron Bridge Co. [click here], whose products blanketed the Northeast around the turn of the century. [REFS: HC/02/20/1873/02; R48]
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EAST BRIDGEPORT [NY&NH, 1868]
The railroad commissioners said in 1868 that a station had been established 1,800 feet east of the Pequonnock River drawbridge but we have never seen it on a timetable. The 1868 Beers map [left] shows it at Pembroke St. and Crescent Ave., about the correct distance from the river. By 1875, the bird's-eye map [right] shows only a triangular park here under the word 'Crescent.' While flag stops were often not on timetables, the size of the footprint on the 1868 map makes it look like a fairly substantial structure. The large factory complex to the north is the Wheeler and Wilson Manufacturing Co., which produced sewing machines and was one of Bridgeport's largest employers. Their band was a staple at festivals, patriotic celebrations, and special occasions like the gold and silver spike ceremony at Zoar Bridge in 1888 that heralded the opening of the Extension: see Track 6, MP 6.5.2 and elsewhere. The various factories here on this side of town were probably the reason for the original establishment of an EAST BRIDGEPORT stop, whatever its fate might have been. [REFS: RRC5.301 (3/2/1868)]
The railroad commissioners said in 1868 that a station had been established 1,800 feet east of the Pequonnock River drawbridge but we have never seen it on a timetable. The 1868 Beers map [left] shows it at Pembroke St. and Crescent Ave., about the correct distance from the river. By 1875, the bird's-eye map [right] shows only a triangular park here under the word 'Crescent.' While flag stops were often not on timetables, the size of the footprint on the 1868 map makes it look like a fairly substantial structure. The large factory complex to the north is the Wheeler and Wilson Manufacturing Co., which produced sewing machines and was one of Bridgeport's largest employers. Their band was a staple at festivals, patriotic celebrations, and special occasions like the gold and silver spike ceremony at Zoar Bridge in 1888 that heralded the opening of the Extension: see Track 6, MP 6.5.2 and elsewhere. The various factories here on this side of town were probably the reason for the original establishment of an EAST BRIDGEPORT stop, whatever its fate might have been. [REFS: RRC5.301 (3/2/1868)]
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EAST CANAAN [CW, 1873]
This stop in the town of North Canaan debuted with the CW in 1871. The image at upper left looks to be from the 1920s with some activity at the station and the one in the middle, a Benton and Drake, is reportedly from 1928. The image at lower right is from our CTTRAXMAP and we have put red arrows on the 1874 map above it to highlight the corresponding points of interest. An opening-day article in the Courant lists this station as a flag stop. According to both Roy and Nimke, this structure was built in 1873 and the Connecticut Western News corroborates that by saying in October, 1872 "the depot for the East Canaan station is being raised this week." It is interesting to see the word 'station' being used in its technical sense as the place where the train stops and the word 'depot' used for the actual structure. The coming of the depot was not awaited patiently here, with the locals said humorously to be considering at one point to move their village to the line of the HRR, which was said to provide good station facilities for their towns! The News wrote in May, 1872 that "the good people plead in the tearful eloquence of injured innocence, for a depot. If nothing better can be afforded for a station that sells so many passenger tickets, won't the company coax a friendly barn up by the side of the track, to be used for depot? If occasionally an old brown clapboard flaps about to the tune of Old Boreas, not a word of complaint will be lisped from the lips of an East Canaanite." Finally completed in January, 1873, what the community got may not have been all that first-class. We recently found a important document in the Turner Collection at the Connecticut Historical Society wherein the NY&NE, who apparently was thinking of leasing the CW, did an appraisal of all the structures along the line. EAST CANAAN was said to be in fair condition, needing $125 in repairs, and worth $600 at the time. Interestingly, LAKEVILLE1 and NORFOLK1 were valued at $1500 and $1700 respectively, leading us to wonder if the station pictured here was the second rather than the first and built after 1880. The depot location was in the southwest quadrant of the diagonal grade crossing at Albany Tpke, today's U.S. Rte. 44. This stop would be a lucrative one for the railroad over the years, with the nearby Barnum Richardson operations plus the marble quarries to the northeast on the Erastus P. Allyn farm. The whitened excavations, evident today on the CTTRAXMAP snippet, are the quarry sites where special diamond and spindle drills were once used to cut stone blocks to be finished at the steam-powered saw mill. Some of the fine quality stone would be used for the building of the present state capitol. Recognizing the local association, the CNE would choose ALLYNDALE in 1916 as the final station name here for more clarity in train orders. The depot would be moved a half mile west in April, 1938 where it still serves as a residence today in 2012. The move is seen in progress at lower left. [REFS: HDC/12/21/1871/02; CWN/02/23/1872/02; CWN/03/08/1872/02; CWN/04/19/1872/02; CWN/05/24/1872/02; CWN/10/18/1872/02; CWN/11/01/1872/02; CWN/01/03/1873/02; CWN/10/31/1873/02; HDC/05/30/1874/02; CWN/11/13/1874/02; CW/NYNE1880; D37; N3.63; R49][rev100312]
This stop in the town of North Canaan debuted with the CW in 1871. The image at upper left looks to be from the 1920s with some activity at the station and the one in the middle, a Benton and Drake, is reportedly from 1928. The image at lower right is from our CTTRAXMAP and we have put red arrows on the 1874 map above it to highlight the corresponding points of interest. An opening-day article in the Courant lists this station as a flag stop. According to both Roy and Nimke, this structure was built in 1873 and the Connecticut Western News corroborates that by saying in October, 1872 "the depot for the East Canaan station is being raised this week." It is interesting to see the word 'station' being used in its technical sense as the place where the train stops and the word 'depot' used for the actual structure. The coming of the depot was not awaited patiently here, with the locals said humorously to be considering at one point to move their village to the line of the HRR, which was said to provide good station facilities for their towns! The News wrote in May, 1872 that "the good people plead in the tearful eloquence of injured innocence, for a depot. If nothing better can be afforded for a station that sells so many passenger tickets, won't the company coax a friendly barn up by the side of the track, to be used for depot? If occasionally an old brown clapboard flaps about to the tune of Old Boreas, not a word of complaint will be lisped from the lips of an East Canaanite." Finally completed in January, 1873, what the community got may not have been all that first-class. We recently found a important document in the Turner Collection at the Connecticut Historical Society wherein the NY&NE, who apparently was thinking of leasing the CW, did an appraisal of all the structures along the line. EAST CANAAN was said to be in fair condition, needing $125 in repairs, and worth $600 at the time. Interestingly, LAKEVILLE1 and NORFOLK1 were valued at $1500 and $1700 respectively, leading us to wonder if the station pictured here was the second rather than the first and built after 1880. The depot location was in the southwest quadrant of the diagonal grade crossing at Albany Tpke, today's U.S. Rte. 44. This stop would be a lucrative one for the railroad over the years, with the nearby Barnum Richardson operations plus the marble quarries to the northeast on the Erastus P. Allyn farm. The whitened excavations, evident today on the CTTRAXMAP snippet, are the quarry sites where special diamond and spindle drills were once used to cut stone blocks to be finished at the steam-powered saw mill. Some of the fine quality stone would be used for the building of the present state capitol. Recognizing the local association, the CNE would choose ALLYNDALE in 1916 as the final station name here for more clarity in train orders. The depot would be moved a half mile west in April, 1938 where it still serves as a residence today in 2012. The move is seen in progress at lower left. [REFS: HDC/12/21/1871/02; CWN/02/23/1872/02; CWN/03/08/1872/02; CWN/04/19/1872/02; CWN/05/24/1872/02; CWN/10/18/1872/02; CWN/11/01/1872/02; CWN/01/03/1873/02; CWN/10/31/1873/02; HDC/05/30/1874/02; CWN/11/13/1874/02; CW/NYNE1880; D37; N3.63; R49][rev100312]
Max Miller Collection
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EAST DANBURY [HRR, 1887]
A newspaper article late in 1887 said that all HRR D&N division trains, except New York expresses, would begin stopping on flag signal at this station "at the crossing just south of Green's new hat shop" as of October 3. Tickets were to be sold from both Danbury and Bethel at five cents each, ten cents if purchased on the train. The John W. Green factory on Shelter Rock Rd. burned on 12/7/1898 and was rebuilt, as seen in the photograph. We do not know if there was any depot structure here initially but there was only a platform in later days. This location is reportedly synonymous with Cannon's Crossing, as identified in old photographs. The different captioning at the bottom seems to suggest that the PUC itself made more than one copy of this official inspection photograph of 11/20/1924. [REFS: DEN/10/01/1887/03]
A newspaper article late in 1887 said that all HRR D&N division trains, except New York expresses, would begin stopping on flag signal at this station "at the crossing just south of Green's new hat shop" as of October 3. Tickets were to be sold from both Danbury and Bethel at five cents each, ten cents if purchased on the train. The John W. Green factory on Shelter Rock Rd. burned on 12/7/1898 and was rebuilt, as seen in the photograph. We do not know if there was any depot structure here initially but there was only a platform in later days. This location is reportedly synonymous with Cannon's Crossing, as identified in old photographs. The different captioning at the bottom seems to suggest that the PUC itself made more than one copy of this official inspection photograph of 11/20/1924. [REFS: DEN/10/01/1887/03]
EAST DERBY [> DERBY1]
Dave Peters Collection
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EAST FARMS [M&W, 1888]
This stop was established by the M&W when it linked its namesake municipalities of Meriden and Waterbury in 1888. The val photo at upper left is dated 8/30/1916 and the 1915 val map at middle shows the arrangement of the grounds at that time. Situated on the north side of the track was a platform as well as a home just up the hill that was bought by the railroad and used as a depot. It is interesting that the railroad went to the trouble and expense of doing this here when most all the other stations along this line were small but substantial enclosed shelters like EAST SUMMIT and SOUTHINGTON ROAD. The real estate card at lower left indicates that the station and the property was sold prior to the 1925 abandonment of the line from here to West Main St., Meriden. Passenger service had already ended in 1917. As best we can figure, this location is the intersection of Pierpont Rd. and Captain Neville Drive today, with the actual station site as well as the ROW in this area obliterated by I-84. This is seen at upper right on the snippet from our CTTRAXMAP. The east-west highway north of the station on the val map is the old Plank Road built between Cheshire and Waterbury in 1852 [click here]. The Cheshire Street Rwy interurban trolley line that opened in 1905 would parallel the M&W and both lines would criss-cross this historic artery several times from The Notch at WEST CHESHIRE all the way to the Brass City. Many segments of Plank Road, still so-named, are in use today. [rev031213]
This stop was established by the M&W when it linked its namesake municipalities of Meriden and Waterbury in 1888. The val photo at upper left is dated 8/30/1916 and the 1915 val map at middle shows the arrangement of the grounds at that time. Situated on the north side of the track was a platform as well as a home just up the hill that was bought by the railroad and used as a depot. It is interesting that the railroad went to the trouble and expense of doing this here when most all the other stations along this line were small but substantial enclosed shelters like EAST SUMMIT and SOUTHINGTON ROAD. The real estate card at lower left indicates that the station and the property was sold prior to the 1925 abandonment of the line from here to West Main St., Meriden. Passenger service had already ended in 1917. As best we can figure, this location is the intersection of Pierpont Rd. and Captain Neville Drive today, with the actual station site as well as the ROW in this area obliterated by I-84. This is seen at upper right on the snippet from our CTTRAXMAP. The east-west highway north of the station on the val map is the old Plank Road built between Cheshire and Waterbury in 1852 [click here]. The Cheshire Street Rwy interurban trolley line that opened in 1905 would parallel the M&W and both lines would criss-cross this historic artery several times from The Notch at WEST CHESHIRE all the way to the Brass City. Many segments of Plank Road, still so-named, are in use today. [rev031213]
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EAST GRANBY1 [CNE, 1901]
This station was established by 12/17/1901, at which time the Courant announced that the Central New England road began yesterday to run trains on the Springfield branch between Tariffville and East Granby. A mixed train is used and returns at night. A regular agent is in charge of the East Granby station and agents will receive freight and sell tickets to and from East Granby. The branch is now completed as far as the famous Montague farm. About 100 men are at work near East Granby and it is quite a railroad center at present. The work on the loop to connect with the Springfield end of the branch has been in progress a few weeks. It will require about three months to finish the loop and make the connections. It is believed that trains will be running to Springfield when it is warm weather. From this article, it seems reasonable to assume that some structure had been put up at this CNE terminus, but we have no photo yet and do not know exactly where it was. The image at left is from the newspaper and the map at middle is from Bob Adams's "The Battle of Springfield" article. Both illustrate the Montague, later Wagner, farm location and the surrounding area but offer nothing about EAST GRANBY1. Clues do come in other sources, however, one of which says in August, 1902 that James H. Alderman has sold to the Central New England railroad, a strip of land in East Granby center, 45 feet in width, upon which a depot will be built before winter. It is the intention of the railway company to abandon at that time the present temporary depot on Turkey Hill, which is difficult of access. As 'depot' usually meant an actual building, the reference seems to be to EAST GARNBY1 and a recent local history also says that the loop "left the main track beyond the temporary station on the Mountain." The range that includes Hatchet Hill and Peak Mountain includes Turkey Hill, which is probably where we have the red arrow on Adams's map at middle. So the best evidence indicates a location south of Turkey Hill Rd. as the site for this depot. A fly in the ointment, however, might be a reporter who rode an inaugural inspection train over the branch in August, 1902, and said that "no station has been built at East Granby as yet, for it was to have been placed upon the farm which caused so much trouble..." Did he not see EAST GRANBY1, was there no structure ever there or any longer by then, or was it farther north on the main line that stub-ended at the Montague farm and out of his line of sight? For the time being we have put both possible locations on the Google Earth map on Track 11 and we will pursue answers to these burning questions with the East Granby Historical Society. Stay tuned! [REFS: HC/12/17/1901/03; SR/08/03/1902/05; WEC/10/13/1902/02; E252][add112112]
This station was established by 12/17/1901, at which time the Courant announced that the Central New England road began yesterday to run trains on the Springfield branch between Tariffville and East Granby. A mixed train is used and returns at night. A regular agent is in charge of the East Granby station and agents will receive freight and sell tickets to and from East Granby. The branch is now completed as far as the famous Montague farm. About 100 men are at work near East Granby and it is quite a railroad center at present. The work on the loop to connect with the Springfield end of the branch has been in progress a few weeks. It will require about three months to finish the loop and make the connections. It is believed that trains will be running to Springfield when it is warm weather. From this article, it seems reasonable to assume that some structure had been put up at this CNE terminus, but we have no photo yet and do not know exactly where it was. The image at left is from the newspaper and the map at middle is from Bob Adams's "The Battle of Springfield" article. Both illustrate the Montague, later Wagner, farm location and the surrounding area but offer nothing about EAST GRANBY1. Clues do come in other sources, however, one of which says in August, 1902 that James H. Alderman has sold to the Central New England railroad, a strip of land in East Granby center, 45 feet in width, upon which a depot will be built before winter. It is the intention of the railway company to abandon at that time the present temporary depot on Turkey Hill, which is difficult of access. As 'depot' usually meant an actual building, the reference seems to be to EAST GARNBY1 and a recent local history also says that the loop "left the main track beyond the temporary station on the Mountain." The range that includes Hatchet Hill and Peak Mountain includes Turkey Hill, which is probably where we have the red arrow on Adams's map at middle. So the best evidence indicates a location south of Turkey Hill Rd. as the site for this depot. A fly in the ointment, however, might be a reporter who rode an inaugural inspection train over the branch in August, 1902, and said that "no station has been built at East Granby as yet, for it was to have been placed upon the farm which caused so much trouble..." Did he not see EAST GRANBY1, was there no structure ever there or any longer by then, or was it farther north on the main line that stub-ended at the Montague farm and out of his line of sight? For the time being we have put both possible locations on the Google Earth map on Track 11 and we will pursue answers to these burning questions with the East Granby Historical Society. Stay tuned! [REFS: HC/12/17/1901/03; SR/08/03/1902/05; WEC/10/13/1902/02; E252][add112112]
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ICC Collection, National Archives
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ICC Collection, National Archives
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EAST GRANBY2 [CNE, 1903]
Note the milepost for Agawam Jct. in the upper left photo. While Nimke's textbox incorrectly gives 1905 as the build date for this station, the railroad commissioners put it in their 1903 annual report. Winsted Evening Citizen and the Springfield Republican articles in June, 1903 echo each other in reporting that "the Central New England railroad have laid the foundation(s) for a new depot building in East Granby at the junction of the Springfield line with the proposed branch to Windsor Locks." R&LHS notes confirm that the project was commenced in April and concluded in October, 1903. The solid green line on the RAM map at upper right is the EG&S loop around Montague farm and the Windsor Locks RR is the dotted green line. This latter railroad, surveyed but never built, had arisen from the farm controversy, either as part of an alternate route to Springfield or to increase CNE traffic by draining it from the obstructionist NYNH&H. The map also shows the line through the Montague property, which was completed in early 1903 after the land suddenly became available for a pittance. The val map snippet [lower left] shows the footprint of EAST GRANBY2 which is seen on the full map [lower middle] at the left-of-center junction point at the top. The junction further to the left was where the loop originally was to have cut off the main line, a plan the CNE abandoned in favor the shorter, less expensive, route that diverged a little farther north. The valuable panorama at lower right appeared in Bob Adams's "The Battle for Springfield" article. The roof of EAST GRANBY2 is seen at the far left on the track that ended just beyond at the Montague farm property. Trestle work for the EG&S loop is in the center of the photo, with final work in progress probably late in 1903. A photo in Nimke shows this depot still standing in 1936 and official railroad real estate records indicate that it was removed on 10/1/1938 per AFE 31793. [REFS: HC/11/01/1901/04; HC/12/17/1901/03; HC/12/16/1902/03: Short Line RR; CRC51.1903.22; HC/03/07/1903/20; SR/06/23/1903/10; WEC/06/23/1903/08; HC/11/14/1903/05; B559; Adams, NMRA Bulletin 454 (vol. 44.3, 11/1978); D52; E253; N3.15][rev022013]
Note the milepost for Agawam Jct. in the upper left photo. While Nimke's textbox incorrectly gives 1905 as the build date for this station, the railroad commissioners put it in their 1903 annual report. Winsted Evening Citizen and the Springfield Republican articles in June, 1903 echo each other in reporting that "the Central New England railroad have laid the foundation(s) for a new depot building in East Granby at the junction of the Springfield line with the proposed branch to Windsor Locks." R&LHS notes confirm that the project was commenced in April and concluded in October, 1903. The solid green line on the RAM map at upper right is the EG&S loop around Montague farm and the Windsor Locks RR is the dotted green line. This latter railroad, surveyed but never built, had arisen from the farm controversy, either as part of an alternate route to Springfield or to increase CNE traffic by draining it from the obstructionist NYNH&H. The map also shows the line through the Montague property, which was completed in early 1903 after the land suddenly became available for a pittance. The val map snippet [lower left] shows the footprint of EAST GRANBY2 which is seen on the full map [lower middle] at the left-of-center junction point at the top. The junction further to the left was where the loop originally was to have cut off the main line, a plan the CNE abandoned in favor the shorter, less expensive, route that diverged a little farther north. The valuable panorama at lower right appeared in Bob Adams's "The Battle for Springfield" article. The roof of EAST GRANBY2 is seen at the far left on the track that ended just beyond at the Montague farm property. Trestle work for the EG&S loop is in the center of the photo, with final work in progress probably late in 1903. A photo in Nimke shows this depot still standing in 1936 and official railroad real estate records indicate that it was removed on 10/1/1938 per AFE 31793. [REFS: HC/11/01/1901/04; HC/12/17/1901/03; HC/12/16/1902/03: Short Line RR; CRC51.1903.22; HC/03/07/1903/20; SR/06/23/1903/10; WEC/06/23/1903/08; HC/11/14/1903/05; B559; Adams, NMRA Bulletin 454 (vol. 44.3, 11/1978); D52; E253; N3.15][rev022013]
EAST HADDAM1 [CV, 1871; depot 1872?]
According to the newspaper, this station was up for opening day but other reports say tickets were first sold at a house across the street. The first depot, a two-story structure like MAROMAS, burned in 1897 in a fire that started when burglars used explosives to blow open the safe. [REFS: HDC/08/25/1871/02]
According to the newspaper, this station was up for opening day but other reports say tickets were first sold at a house across the street. The first depot, a two-story structure like MAROMAS, burned in 1897 in a fire that started when burglars used explosives to blow open the safe. [REFS: HDC/08/25/1871/02]
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EAST HADDAM2 [NYNH&H, 1897]
This stop was known over the years by a number of names, including GOODSPEEDS AND MOODUS, EAST HADDAM, and EAST HADDAM AND MOODUS. The latter communities were east of the Connecticut River but this was their closest rail access point, albeit by ferry until the present swing bridge was built in 1913.
This stop was known over the years by a number of names, including GOODSPEEDS AND MOODUS, EAST HADDAM, and EAST HADDAM AND MOODUS. The latter communities were east of the Connecticut River but this was their closest rail access point, albeit by ferry until the present swing bridge was built in 1913.
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EAST HAMPTON1 [NHM&W, 1873]
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EAST HAMPTON2 [NYNH&H, 1910/11]
The new station is to the left, north of the track, and EAST HAMPTON1, now being used as the freight depot, is on the right on the card at left that is postmarked 12/5/1916. The view is reversed in the photo at middle. The new station was completed between 1910 and 1911, according to the annual report for the latter year. The photo at right is the Rapallo Viaduct in East Hampton, about two miles east of the station. At 1,300 feet in length and 60 feet in height, it was not as impressive as the Lyman Viaduct, at 1,100 feet long and 137 feet high, a mile farther on. Nonetheless, the structure, named for NHM&W director Charles A. Rapallo, was another significant engineering accomplishment and made the Air Line even more celebrated for the twin viaducts. [REFS: NHAR37.1908.8; CRC57.1909.45; HC/10/02/1909/15; NHAR40.1911.11; R49]
The new station is to the left, north of the track, and EAST HAMPTON1, now being used as the freight depot, is on the right on the card at left that is postmarked 12/5/1916. The view is reversed in the photo at middle. The new station was completed between 1910 and 1911, according to the annual report for the latter year. The photo at right is the Rapallo Viaduct in East Hampton, about two miles east of the station. At 1,300 feet in length and 60 feet in height, it was not as impressive as the Lyman Viaduct, at 1,100 feet long and 137 feet high, a mile farther on. Nonetheless, the structure, named for NHM&W director Charles A. Rapallo, was another significant engineering accomplishment and made the Air Line even more celebrated for the twin viaducts. [REFS: NHAR37.1908.8; CRC57.1909.45; HC/10/02/1909/15; NHAR40.1911.11; R49]
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EAST HARTFORD1 [HP&F, 1849]
The location is seen on the 1855HC map at middle and the 1869 map at right. The latter, with its greater attention to detail, puts the depot south of track, which we would be inclined to think is the more accurate placement. The Courant reporter who rode the inaugural HP&F train to Willimantic on 11/10/1849 described the new depots along the line as "neat Gothic erections, in very good taste; this imitation of the Antique does very well in Railway Architecture, and, at the same expense, gives us picturesque buildings, to ornament the country prospects." While we do not know exactly he meant by that style, the reporter implies a similarity of design along the line and his 'Gothic' may well have been a cross-gabled structure like the HP&F's 1855 BRISTOL1 depot, seen at left, one of the few photos we have of any first-generation HP&F station. No actual images have yet been found of EAST HARTFORD1 and we do not know its fate. [REFS: HDC/11/13/1849/02; HDC/06/21/1881/02; CRC29.1882.34; NHER/09/09/1882/01; NHER/11/02/1882/04; NHER/02/07/1883/04; TVH/03/15/1883/04; HDC/06/09/1883/04]
The location is seen on the 1855HC map at middle and the 1869 map at right. The latter, with its greater attention to detail, puts the depot south of track, which we would be inclined to think is the more accurate placement. The Courant reporter who rode the inaugural HP&F train to Willimantic on 11/10/1849 described the new depots along the line as "neat Gothic erections, in very good taste; this imitation of the Antique does very well in Railway Architecture, and, at the same expense, gives us picturesque buildings, to ornament the country prospects." While we do not know exactly he meant by that style, the reporter implies a similarity of design along the line and his 'Gothic' may well have been a cross-gabled structure like the HP&F's 1855 BRISTOL1 depot, seen at left, one of the few photos we have of any first-generation HP&F station. No actual images have yet been found of EAST HARTFORD1 and we do not know its fate. [REFS: HDC/11/13/1849/02; HDC/06/21/1881/02; CRC29.1882.34; NHER/09/09/1882/01; NHER/11/02/1882/04; NHER/02/07/1883/04; TVH/03/15/1883/04; HDC/06/09/1883/04]
EAST HARTFORD2 [NY&NE, 1883]
As if this location has not already had its share of mystery, we think we have uncovered another station! Beckwith's Almanac, the venerable New Haven publication covering statewide events in its annual chronology, says that on 3/1/1883 "the passenger depot of the N. Y. & N. E. R. R. at East Hartford burned. It was recently finished and contained telegraph apparatus, tickets, express packages and some freight; loss $2,000." Recently finished, indeed! We think a brief 'Ah Ha' is in order because it seems more likely than ever that a station matching the 1881 FORESTVILLE2 was built here prior to EAST HARTFORD4 in 1888. It may be recalled that by 1881, the newspaper reported that a replacement was in the offing when it said that the NY&NE had "included in its estimates for this year, a sum for a new passenger station at East Hartford, but it will hardly be reached until next season." Perhaps this is why the 1883 annual report says nothing about a new station. It burned! And it was apparently replaced by the "shed" in our next entry. This borrowed image of the later station is what we think EAST HARTFORD2 looked like. [REFS: HDC/06/21/1881/02; BA.37.1884.00 (3/1/1883); NYNEAR8.1883.17]
As if this location has not already had its share of mystery, we think we have uncovered another station! Beckwith's Almanac, the venerable New Haven publication covering statewide events in its annual chronology, says that on 3/1/1883 "the passenger depot of the N. Y. & N. E. R. R. at East Hartford burned. It was recently finished and contained telegraph apparatus, tickets, express packages and some freight; loss $2,000." Recently finished, indeed! We think a brief 'Ah Ha' is in order because it seems more likely than ever that a station matching the 1881 FORESTVILLE2 was built here prior to EAST HARTFORD4 in 1888. It may be recalled that by 1881, the newspaper reported that a replacement was in the offing when it said that the NY&NE had "included in its estimates for this year, a sum for a new passenger station at East Hartford, but it will hardly be reached until next season." Perhaps this is why the 1883 annual report says nothing about a new station. It burned! And it was apparently replaced by the "shed" in our next entry. This borrowed image of the later station is what we think EAST HARTFORD2 looked like. [REFS: HDC/06/21/1881/02; BA.37.1884.00 (3/1/1883); NYNEAR8.1883.17]
EAST HARTFORD3 [NY&NE, 1883]
A Courant article in June, 1883 reported that "the shed which the railroad company built after the [earlier 1883] depot burnt, has been newly shingled this week, which looks as if it was designed for a permanent fixture. Some think it's good enough for East Hartford." While the sources say that new side tracks, turntable, and coaling and watering stations were installed here in 1883 as part of a new NY&NE operations center, they say nothing about any fire or a new passenger depot, even while remarking that one had been built at Willimantic. Apparently, the "shed" that replaced the just-burned EAST HARTFORD2 lay under the official radar and was not deserving of mention. In November, 1884, the paper reported the railroad commissioners saying in their fall inspection of state rail lines that "a new depot at East Hartford should be begun at once," again indicating that the 1883 structure was minimal and inadequate. In any case, whatever was built as EAST HARTFORD3 would be used until it was replaced in 1888, a five-year stint that justifies its being included in our listings. We continue to look for additional newspaper articles to further clarify these events and also, of course, for a photo of all these 'lost' depots. [REFS: RRC26.282 (11/16/1882); HDC/06/09/1883/04; NYNEAR8.1883.17; HDC/11/12/1884/02; CRC31.1884.19][rev121012]
A Courant article in June, 1883 reported that "the shed which the railroad company built after the [earlier 1883] depot burnt, has been newly shingled this week, which looks as if it was designed for a permanent fixture. Some think it's good enough for East Hartford." While the sources say that new side tracks, turntable, and coaling and watering stations were installed here in 1883 as part of a new NY&NE operations center, they say nothing about any fire or a new passenger depot, even while remarking that one had been built at Willimantic. Apparently, the "shed" that replaced the just-burned EAST HARTFORD2 lay under the official radar and was not deserving of mention. In November, 1884, the paper reported the railroad commissioners saying in their fall inspection of state rail lines that "a new depot at East Hartford should be begun at once," again indicating that the 1883 structure was minimal and inadequate. In any case, whatever was built as EAST HARTFORD3 would be used until it was replaced in 1888, a five-year stint that justifies its being included in our listings. We continue to look for additional newspaper articles to further clarify these events and also, of course, for a photo of all these 'lost' depots. [REFS: RRC26.282 (11/16/1882); HDC/06/09/1883/04; NYNEAR8.1883.17; HDC/11/12/1884/02; CRC31.1884.19][rev121012]
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George Ford Collection
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F. Donovan Collection, UConn
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EAST HARTFORD4 [NY&NE, 1888]
This station is virtually identical to FORESTVILLE2, which was constructed in 1881, and this supports the observation that railroads often put up multiple depots from master architectural plans they kept on file. In spite of earlier intentions and events, the railroad commissioners did not report until 1888 that a new depot had been built, a fact corroborated by the NY&NE annual report. The val photo at bottom left is dated 8/3/1916. The image at upper left is from a ca. 1890 NY&NE real estate atlas and shows the footprint of this station, with the distinctive tower outcrop in the northeast corner. The 1927 aerial view at upper right shows this station at the blue arrow and the freight depot at the red arrow. This structure stood for 31 years, the Courant reporting that "the old-style village depot" burned on 8/19/1929. The article goes on to say that the station "was erected in East Hartford as an accomodation to railroad commuters about 45 years ago" and was closed when passenger service ceased, some time after the 1923TT we have that still shows it. The old station was subsequently resurrected as the freight depot after the Chamber of Commerce complained about the need for a location more convenient than the old freight house, which was itself reopened after the fire to serve again until a 'modern' freight depot could be built. The shot at lower left appeared in a Shoreliner article and is said to date to 8/21/1929, which would put it two days after the fire. While this may not be the "blackened shell" the newspaper described, the windows and the tower entrance are boarded up, some scorching is seen, the roof is littered with debris, a freight truck is in the rear, and a policeman is on the scene. If not after the fire, the shot was certainly within the time frame of a year earlier. We have saved the lower middle and right photos to discuss last. They are are identical Benton and Drakes, except for the captions in different handwritings. In recent discussions about the shots taken by Louis H. Benton who was chauffeured by the younger Irving N. Drake and sometimes accompanied by Carlton Parker, another rail photographer, it was ascertained that Benton is thought to have made three original sets of prints. The first one is the rarity with the stylized handwriting and the inclusion of the date the shot was taken, June 24, 1928, coincidentally just before the fire. The absence of dates on most of the copies in circulation has always seemed like a surprising and unfortunate omission but these differing styles seem to indicate that each of the three men may have captioned their own set as they pleased, at least one including the dates. All the sets seem to use Benton's consecutive numbering, here 2150, ahead of the station name. It has been observed that the numbers are in geographic sequence along the rail line the party was covering. Needless to say, we are indebted to these gentlemen for preserving as many station images as they did, a full accounting of which probably has yet to be made. [REFS: CRC36.1888.16; NYNEAR13.1888.23; HC/08/21/1929/05; HC/03/19/1930/08; SL31.3.12][rev031213]
This station is virtually identical to FORESTVILLE2, which was constructed in 1881, and this supports the observation that railroads often put up multiple depots from master architectural plans they kept on file. In spite of earlier intentions and events, the railroad commissioners did not report until 1888 that a new depot had been built, a fact corroborated by the NY&NE annual report. The val photo at bottom left is dated 8/3/1916. The image at upper left is from a ca. 1890 NY&NE real estate atlas and shows the footprint of this station, with the distinctive tower outcrop in the northeast corner. The 1927 aerial view at upper right shows this station at the blue arrow and the freight depot at the red arrow. This structure stood for 31 years, the Courant reporting that "the old-style village depot" burned on 8/19/1929. The article goes on to say that the station "was erected in East Hartford as an accomodation to railroad commuters about 45 years ago" and was closed when passenger service ceased, some time after the 1923TT we have that still shows it. The old station was subsequently resurrected as the freight depot after the Chamber of Commerce complained about the need for a location more convenient than the old freight house, which was itself reopened after the fire to serve again until a 'modern' freight depot could be built. The shot at lower left appeared in a Shoreliner article and is said to date to 8/21/1929, which would put it two days after the fire. While this may not be the "blackened shell" the newspaper described, the windows and the tower entrance are boarded up, some scorching is seen, the roof is littered with debris, a freight truck is in the rear, and a policeman is on the scene. If not after the fire, the shot was certainly within the time frame of a year earlier. We have saved the lower middle and right photos to discuss last. They are are identical Benton and Drakes, except for the captions in different handwritings. In recent discussions about the shots taken by Louis H. Benton who was chauffeured by the younger Irving N. Drake and sometimes accompanied by Carlton Parker, another rail photographer, it was ascertained that Benton is thought to have made three original sets of prints. The first one is the rarity with the stylized handwriting and the inclusion of the date the shot was taken, June 24, 1928, coincidentally just before the fire. The absence of dates on most of the copies in circulation has always seemed like a surprising and unfortunate omission but these differing styles seem to indicate that each of the three men may have captioned their own set as they pleased, at least one including the dates. All the sets seem to use Benton's consecutive numbering, here 2150, ahead of the station name. It has been observed that the numbers are in geographic sequence along the rail line the party was covering. Needless to say, we are indebted to these gentlemen for preserving as many station images as they did, a full accounting of which probably has yet to be made. [REFS: CRC36.1888.16; NYNEAR13.1888.23; HC/08/21/1929/05; HC/03/19/1930/08; SL31.3.12][rev031213]
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EAST HAVEN1 [NH&NL, 1852]
The location is seen on the 1856NH map [middle] and 1868 Beers New Haven County atlas [right]. On the latter it is marked as a flag station, which apparently it was for the first two decades of railroad service. The stop was established in 1852 by the NH&NL and may prove what Rockey's assertion that the fledgling road was "inclined not to give much accommodation to East Haven." [REFS: R1.237]
The location is seen on the 1856NH map [middle] and 1868 Beers New Haven County atlas [right]. On the latter it is marked as a flag station, which apparently it was for the first two decades of railroad service. The stop was established in 1852 by the NH&NL and may prove what Rockey's assertion that the fledgling road was "inclined not to give much accommodation to East Haven." [REFS: R1.237]
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EAST HAVEN2 [NYNH&H, 1874]
This is the 1874 station that was built on the slightly relocated line. The older station is also shown in the panoramic photo to the right. The val photo at right is, we think, EAST HAVEN2 as the freight station in 1917. A more significant relocation and double-tracking of the Shore Line Division here would come in the early 1890s. The 1893 map at lower left shows this depot as well as LAKE SALTONSTALL, just to the east. [REFS: CRC21.1874.19][rev110312]
This is the 1874 station that was built on the slightly relocated line. The older station is also shown in the panoramic photo to the right. The val photo at right is, we think, EAST HAVEN2 as the freight station in 1917. A more significant relocation and double-tracking of the Shore Line Division here would come in the early 1890s. The 1893 map at lower left shows this depot as well as LAKE SALTONSTALL, just to the east. [REFS: CRC21.1874.19][rev110312]
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EAST HAVEN3 [NYNH&H, 1898]
[REFS: RR real estate records: 1898, removed 11/1938]
EAST LITCHFIELD [> LITCHFIELD/N]
[REFS: RR real estate records: 1898, removed 11/1938]
EAST LITCHFIELD [> LITCHFIELD/N]
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EAST LYME1 [NH&NL, 1852]
This stop was established in the town of the same name when the NH&NL opened in 1852 and the first structure here was probably among the "Eight small Depots" that the 1849 Engineer's Report of the Preliminary Survey for the New Haven and New London Rail Road mentions at total price of $9,600. We do not know how much depot $1,200 would buy in the 1850s, but this 1893 view is the earliest we have of any station here. It does not look like MADISON1 or WESTBROOK1, which were probably built by the NYP&B when it controlled the NH&NL from 1858 to 1862, so this may have been an original NH&NL depot from 1852. Located in the village of Niantic, it was is sometimes referred to as such or later with the combined EAST LYME AND NIANTIC designation. The snippet at upper right is from the 1855NL map and, though the clarity is not good, our arrow shows the probable location of the depot. The closer look at lower left is from 1868 and shows the station similarly located at the foot of Pennsylvania Ave. The Shore Line real estate atlas at lower right shows the footprint at a later date, probably ca. 1890. The station in the 1893 photo burned on 9/23/1898, when the Pawtucket Times reported... "The Railroad Station at Niantic Destroyed by Fire. Yesterday about 2 a.m. the citizens of Niantic were awakened by the cry of fire, and it was soon learned that the railway station on the line of the New York, New Haven and Hartford road was a mass of flames. The citizens and George W. Berry, the station agent, were quickly on hand, but the structure was too far consumed when the blaze was discovered to be saved, and was totally destroyed. The freight house, however, was saved and it is reported that Mr. Berry succeeded in saving some of his books and papers.... The burning of the station, which was an old affair, is supposed to have resulted from sparks from a passing locomotive, as the roof appeared to have first been ignited. The loss is estimated at about $800." That amount was likely a depreciated value for a station that looks as though it would have cost much more to replace at the time. [REFS: PT/09/24/1898/07][rev031213]
This stop was established in the town of the same name when the NH&NL opened in 1852 and the first structure here was probably among the "Eight small Depots" that the 1849 Engineer's Report of the Preliminary Survey for the New Haven and New London Rail Road mentions at total price of $9,600. We do not know how much depot $1,200 would buy in the 1850s, but this 1893 view is the earliest we have of any station here. It does not look like MADISON1 or WESTBROOK1, which were probably built by the NYP&B when it controlled the NH&NL from 1858 to 1862, so this may have been an original NH&NL depot from 1852. Located in the village of Niantic, it was is sometimes referred to as such or later with the combined EAST LYME AND NIANTIC designation. The snippet at upper right is from the 1855NL map and, though the clarity is not good, our arrow shows the probable location of the depot. The closer look at lower left is from 1868 and shows the station similarly located at the foot of Pennsylvania Ave. The Shore Line real estate atlas at lower right shows the footprint at a later date, probably ca. 1890. The station in the 1893 photo burned on 9/23/1898, when the Pawtucket Times reported... "The Railroad Station at Niantic Destroyed by Fire. Yesterday about 2 a.m. the citizens of Niantic were awakened by the cry of fire, and it was soon learned that the railway station on the line of the New York, New Haven and Hartford road was a mass of flames. The citizens and George W. Berry, the station agent, were quickly on hand, but the structure was too far consumed when the blaze was discovered to be saved, and was totally destroyed. The freight house, however, was saved and it is reported that Mr. Berry succeeded in saving some of his books and papers.... The burning of the station, which was an old affair, is supposed to have resulted from sparks from a passing locomotive, as the roof appeared to have first been ignited. The loss is estimated at about $800." That amount was likely a depreciated value for a station that looks as though it would have cost much more to replace at the time. [REFS: PT/09/24/1898/07][rev031213]
Edward J. Ozog Collection
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Dave Peters Collection
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EAST LYME2 [NYNH&H, 1899]
The Register ran the following article in December, 1898: "The foundation for the new railway station of the New York, New Haven and Hartford Railroad at Niantic has completed (sic). The floor timbers have been laid and a portion of the frame raised. The building is to be sixty feet long and will require but a short time for its construction, as timbers have been cut and fitted at the Consolidated shops in Middletown, following the custom of the road." We have no actual opening date but assume it was early in 1899. The val photo at upper right is dated 4/8/1916. The image at lower right shows the depot still standing amidst the wreckage of the 1938 hurricane and it served until it was sold in 1954 and was used thereafter as a gas station. The history of this stop would not be complete without the mention of the military encampments that began to take place in Niantic when free use of a 30-acre field for militia maneuvers caused the state to move them from rented land at New London. With the camp name changing to honor the current chief executive as commander of the state military, starting here with Governor Ingersoll in 1873, these annual events consisted of drills and marches, mock battles, and parade reviews that drew soldiers as well as thousands of civilian spectators, all coming by train. The sham encounters actually had the depot as the target in 1928, when the byline read "Doughty Foot Guard Column 'Saves' Railroad Station and Barber Shop From 'Wreckage,'" after town authorities had summoned the troops to quell the feigned rioting. So important to these events was rail service that a special legislative act was passed in 1889 giving the Consolidated permission to lay a spur track to the grounds which were about to become state property "for the accommodation of public travel during camp week," undoubtedly as well as military materiel. A 1916 article estimated that 150 passenger, baggage, horse and flat cars would be needed to move the troops, ambulances, guns, signal equipment, and field wagons for that year under orders from Washington. Camp Niantic, the home of the Connecticut National Guard, is still an active military training campus today and the spur track still comes off the NEC in this quiet shore village. It now just serves a local lumberyard. [REFS: MDC/08/05/1873/02; HDC/09/01/1873/02; RRC37.266 (8/17/1889); NHER/12/27/1898/10; HC/06/20/1916/03; HC/06/30/1928/07; HC/07/08/1939/04][rev031212]
The Register ran the following article in December, 1898: "The foundation for the new railway station of the New York, New Haven and Hartford Railroad at Niantic has completed (sic). The floor timbers have been laid and a portion of the frame raised. The building is to be sixty feet long and will require but a short time for its construction, as timbers have been cut and fitted at the Consolidated shops in Middletown, following the custom of the road." We have no actual opening date but assume it was early in 1899. The val photo at upper right is dated 4/8/1916. The image at lower right shows the depot still standing amidst the wreckage of the 1938 hurricane and it served until it was sold in 1954 and was used thereafter as a gas station. The history of this stop would not be complete without the mention of the military encampments that began to take place in Niantic when free use of a 30-acre field for militia maneuvers caused the state to move them from rented land at New London. With the camp name changing to honor the current chief executive as commander of the state military, starting here with Governor Ingersoll in 1873, these annual events consisted of drills and marches, mock battles, and parade reviews that drew soldiers as well as thousands of civilian spectators, all coming by train. The sham encounters actually had the depot as the target in 1928, when the byline read "Doughty Foot Guard Column 'Saves' Railroad Station and Barber Shop From 'Wreckage,'" after town authorities had summoned the troops to quell the feigned rioting. So important to these events was rail service that a special legislative act was passed in 1889 giving the Consolidated permission to lay a spur track to the grounds which were about to become state property "for the accommodation of public travel during camp week," undoubtedly as well as military materiel. A 1916 article estimated that 150 passenger, baggage, horse and flat cars would be needed to move the troops, ambulances, guns, signal equipment, and field wagons for that year under orders from Washington. Camp Niantic, the home of the Connecticut National Guard, is still an active military training campus today and the spur track still comes off the NEC in this quiet shore village. It now just serves a local lumberyard. [REFS: MDC/08/05/1873/02; HDC/09/01/1873/02; RRC37.266 (8/17/1889); NHER/12/27/1898/10; HC/06/20/1916/03; HC/06/30/1928/07; HC/07/08/1939/04][rev031212]
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EAST LYME3 [NYNH&H, 1954]
We came across the July, 1954 draft drawing on the right somewhere in our travels. It shows a three-sided shelter proposed for this stop, even while EAST LYME2 was still standing. Coupled with a 1973 article that said Penn Central planned to sell or raze shelters and platforms in Stonington, East Lyme, Madison, Clinton and Branford, we think that, when EAST LYME2 was sold to be used later as a gas station, it was replaced by a shelter, like BRANFORD4 that we have copied here. This stood until 1978 when, described as a "badly dilapidated waiting shed," it was torn down as part of a town beautification project. Coincidentally, Amtrak was just reinstituting service here five years after Penn Central cancelled it and was intending to stop even without a station of any kind. First Selectman George Seebeck was quoted as saying that "the train will slow to five miles per hour as it passes through town so as not to miss any passengers" ... who "must flag the train down"(!) Was that any way to run a national passenger railroad? The article went on to say that EAST LYME2, abandoned 25 years ago, was not available any longer because it was in use as the Lehigh Gas Station. The quarter-century interval adds up to the 1954 sale of EAST LYME2. [REFS: HC/03/27/1973/13; HC/04/28/1978/21D]
We came across the July, 1954 draft drawing on the right somewhere in our travels. It shows a three-sided shelter proposed for this stop, even while EAST LYME2 was still standing. Coupled with a 1973 article that said Penn Central planned to sell or raze shelters and platforms in Stonington, East Lyme, Madison, Clinton and Branford, we think that, when EAST LYME2 was sold to be used later as a gas station, it was replaced by a shelter, like BRANFORD4 that we have copied here. This stood until 1978 when, described as a "badly dilapidated waiting shed," it was torn down as part of a town beautification project. Coincidentally, Amtrak was just reinstituting service here five years after Penn Central cancelled it and was intending to stop even without a station of any kind. First Selectman George Seebeck was quoted as saying that "the train will slow to five miles per hour as it passes through town so as not to miss any passengers" ... who "must flag the train down"(!) Was that any way to run a national passenger railroad? The article went on to say that EAST LYME2, abandoned 25 years ago, was not available any longer because it was in use as the Lehigh Gas Station. The quarter-century interval adds up to the 1954 sale of EAST LYME2. [REFS: HC/03/27/1973/13; HC/04/28/1978/21D]
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EAST MERIDEN1 [M&W, c1904]
This did not become a station stop until between the 1900 timetable in Snow, which does not list it, and the 1904 timetable at upper left. This was the point in Meriden, seen on the 1893 map [middle], where the 1888 M&W line branched off the old M&C and headed to Waterbury. There reportedly was never a depot here, only a platform, and that probably is indicated by our red arrow on the 1915 val map [right]. Financial difficulties would see the successor MW&CR cease operations on 5/30/1896 and be reconstituted as the Middletown, Meriden and Waterbury RR controlled by the NYNH&H. Operations resumed on 12/5/1898 the Hartford Division's Meriden Branch, with trains running first between Waterbury and Meriden and continuing on to the more populous and profitable Middletown on 1/2/1899. The Consolidated abandoned the track from Westfield to Cromwell, much to the displeasure and legal challenges mounted by that town, and Snow says that the rails were torn out in 1903. Enthusiasm for electric power led this to become became the termination point for steam trains from Waterbury and the starting point in 1906 for trolley wires strung along the old M&C to Westfield. There they met those of the Berlin branch which was also being electrified to Middletown. The 1907 timetable at lower left shows EAST MERIDEN JUNCTION as two minutes east of EAST MERIDEN but with no difference in mileage, which seems to mean that the latter time was for transfer to the Connecticut Co. cars. By 1908, steam service was cut back further to West Main St. when wires were strung the rest of the way from here on the M&C to a connection with city streetcar tracks coming off Pratt St. Thereafter, riders had to change cars downtown to reach the West Main St. station and continue the trip by steam train to Waterbury. With the 1908 changes, the M&W trackage between east and west Meriden was used only for freight purposes. [REFS: HC/01/01/1898/13; HC/11/07/1898/08; HC/12/08/1898/11; HC/12/31/1898/04; HC/01/18/1899/11; HC/01/20/1899/10; HC/04/17/1901/03; NDN/02/21/1913/02; S14,20,24-29]
This did not become a station stop until between the 1900 timetable in Snow, which does not list it, and the 1904 timetable at upper left. This was the point in Meriden, seen on the 1893 map [middle], where the 1888 M&W line branched off the old M&C and headed to Waterbury. There reportedly was never a depot here, only a platform, and that probably is indicated by our red arrow on the 1915 val map [right]. Financial difficulties would see the successor MW&CR cease operations on 5/30/1896 and be reconstituted as the Middletown, Meriden and Waterbury RR controlled by the NYNH&H. Operations resumed on 12/5/1898 the Hartford Division's Meriden Branch, with trains running first between Waterbury and Meriden and continuing on to the more populous and profitable Middletown on 1/2/1899. The Consolidated abandoned the track from Westfield to Cromwell, much to the displeasure and legal challenges mounted by that town, and Snow says that the rails were torn out in 1903. Enthusiasm for electric power led this to become became the termination point for steam trains from Waterbury and the starting point in 1906 for trolley wires strung along the old M&C to Westfield. There they met those of the Berlin branch which was also being electrified to Middletown. The 1907 timetable at lower left shows EAST MERIDEN JUNCTION as two minutes east of EAST MERIDEN but with no difference in mileage, which seems to mean that the latter time was for transfer to the Connecticut Co. cars. By 1908, steam service was cut back further to West Main St. when wires were strung the rest of the way from here on the M&C to a connection with city streetcar tracks coming off Pratt St. Thereafter, riders had to change cars downtown to reach the West Main St. station and continue the trip by steam train to Waterbury. With the 1908 changes, the M&W trackage between east and west Meriden was used only for freight purposes. [REFS: HC/01/01/1898/13; HC/11/07/1898/08; HC/12/08/1898/11; HC/12/31/1898/04; HC/01/18/1899/11; HC/01/20/1899/10; HC/04/17/1901/03; NDN/02/21/1913/02; S14,20,24-29]
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Max Miller Collection
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Max Miller Collection
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EAST MERIDEN2 [Conn. Co., 1906]
Also known as BEE STREET, this station is in the gray category of being on a steam line but only established after service had been converted to trolley between MERIDEN and MIDDLETOWN via WESTFIELD. This was the first stop east of EAST MERIDEN1. Snow says this operation by high-speed electric cars began in 1906 and lasted until 1932 when all Meriden trolley service was replaced by buses which operated along Rte. 6A, today's Rte. 66, to connect the two population centers. [REFS: S26]
Also known as BEE STREET, this station is in the gray category of being on a steam line but only established after service had been converted to trolley between MERIDEN and MIDDLETOWN via WESTFIELD. This was the first stop east of EAST MERIDEN1. Snow says this operation by high-speed electric cars began in 1906 and lasted until 1932 when all Meriden trolley service was replaced by buses which operated along Rte. 6A, today's Rte. 66, to connect the two population centers. [REFS: S26]
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EAST NEW LONDON [CVT, c1900]
At least one CVT timetable [6/24/1900] we have seen mentions a stop here one mile above Union Station. The arrows on the 1911 aero view map on the left show a possible structure and the current day map on the right shows the plausible location. The NLN historically had extensive facilities here and just below along Winthrop Cove, even more so by this time and was a major employer in this part of the city as well.
At least one CVT timetable [6/24/1900] we have seen mentions a stop here one mile above Union Station. The arrows on the 1911 aero view map on the left show a possible structure and the current day map on the right shows the plausible location. The NLN historically had extensive facilities here and just below along Winthrop Cove, even more so by this time and was a major employer in this part of the city as well.
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EAST NORWALK1 [NYNH&H, 1885, EB]
This station was built in 1885, as reported by the railroad commissioners and also by the Register, which said that construction was underway in June. The railroad's annual report said that the station here cost $4,000 and that this stop was established for the convenience of residents in the rapidly growing area east of the river. This uniquely attractive station was likely jockeyed a bit during the four-tracking of the 1890s and is seen looking crisp in the 8/20/1916 val photo at left. It looks virtually unchanged in the murky 1939 newspaper photo at middle, with the article accompanying it telling how John Malone, "last of the old time lamp lighters," was still making his rounds in the evenings while 11,000 volts of electricity passed by the station's front door untapped. The aerial photo at right is of the Hat Corporation of America building, with the iconic, roof-top water tower that dominated the scene for years. Also in a 1939 publication, the shot shows the station located on the eastbound side of the tracks, west of the East Ave bridge. [REFS: CRC33.1886.17; NHER/06/03/1885/01; NHAR14.1886.11; BEP/03/19/1939; R50]
This station was built in 1885, as reported by the railroad commissioners and also by the Register, which said that construction was underway in June. The railroad's annual report said that the station here cost $4,000 and that this stop was established for the convenience of residents in the rapidly growing area east of the river. This uniquely attractive station was likely jockeyed a bit during the four-tracking of the 1890s and is seen looking crisp in the 8/20/1916 val photo at left. It looks virtually unchanged in the murky 1939 newspaper photo at middle, with the article accompanying it telling how John Malone, "last of the old time lamp lighters," was still making his rounds in the evenings while 11,000 volts of electricity passed by the station's front door untapped. The aerial photo at right is of the Hat Corporation of America building, with the iconic, roof-top water tower that dominated the scene for years. Also in a 1939 publication, the shot shows the station located on the eastbound side of the tracks, west of the East Ave bridge. [REFS: CRC33.1886.17; NHER/06/03/1885/01; NHAR14.1886.11; BEP/03/19/1939; R50]
Dave Peters Collection
EAST NORWALK2 [NYNH&H, c1897, WB]
The land that we know was acquired here on 11/2/1891 was for this station that was built as part of the four-tracking improvement program completed by 1897. This station on the westbound side is seen here in 1916, north of the mainline and east of the East Ave. bridge. [REFS: RRC NYNH docs]
The land that we know was acquired here on 11/2/1891 was for this station that was built as part of the four-tracking improvement program completed by 1897. This station on the westbound side is seen here in 1916, north of the mainline and east of the East Ave. bridge. [REFS: RRC NYNH docs]
Connecticut Historical Society
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EAST NORWALK3 [NYNH&H, c1930?, WB]
The photo at left looks toward the west with the Hat Corporation building in the background. The middle photo looks east at this new station that replaced EAST NORWALK2. The shot at right is a Charlie Gunn photo, taken on 6/3/1955. It also looks east and across the tracks to EAST NORWALK3 just past the East Ave. bridge.
The photo at left looks toward the west with the Hat Corporation building in the background. The middle photo looks east at this new station that replaced EAST NORWALK2. The shot at right is a Charlie Gunn photo, taken on 6/3/1955. It also looks east and across the tracks to EAST NORWALK3 just past the East Ave. bridge.
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EAST NORWALK4 [NYNH&H, c1950?, EB]
At some point after the 1939 photo of EAST NORWALK2 was taken, the station was removed and replaced by the small shelter seen in the distance on the eastbound side of the tracks, again in front of HCoA. Older folks will remember the Factory Store in Norwalk. As one of the early discount retailers, the Hat Corporation of America's outlet store here offered 50% off its popular headgear products in the days when everyone still wore hats. Broader ranges of merchandise followed and the tradition continues today with the Factory Outlets at Norwalk on the same property. The photo at right looks eastward.
At some point after the 1939 photo of EAST NORWALK2 was taken, the station was removed and replaced by the small shelter seen in the distance on the eastbound side of the tracks, again in front of HCoA. Older folks will remember the Factory Store in Norwalk. As one of the early discount retailers, the Hat Corporation of America's outlet store here offered 50% off its popular headgear products in the days when everyone still wore hats. Broader ranges of merchandise followed and the tradition continues today with the Factory Outlets at Norwalk on the same property. The photo at right looks eastward.
EAST NORWALK5 [MN, 1980s, WB]
This 1980s westbound structure stands where its EAST NORWALK3 predecessor stood. Renovations and cosmetic improvements, including the five-sided eave windows, were completed on 5/24/2005. [REFS: R50]
This 1980s westbound structure stands where its EAST NORWALK3 predecessor stood. Renovations and cosmetic improvements, including the five-sided eave windows, were completed on 5/24/2005. [REFS: R50]
EAST NORWALK6 [MN, 1980s, EB]
This is the platform and enclosure seen to the far left on the eastbound side.
This is the platform and enclosure seen to the far left on the eastbound side.
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EAST RIVER1 [NH&NL, c1858]
The NH&NL opened in 1852 and this station was located about half way between Guilford and Madison, just over the line in the latter town. An 1874 Columbian Register article says West Madison, aka East River, is the "most wide awake go-ahead section of this town and is "at present only a flag station on the Shore Line railway," in spite of requests to the railroad for better freight service and having all trains stop here. The 1858 timetable at upper left, in fact, lists this as an NHNL&S flag stop at least by that time and the 1870 edition at upper right shows three trains a day each way serving this station. Whatever the vacillations in service, the NYNH&H got the message as to the need for more facilities here and in 1875 the paper said that "the powers that be, of the consolidated road, are laying down a side track for freight and other railway accommodations at East River station, and contemplate the building of the new depot at the same place soon. Thanks, and glory be unto them."(!) The map image at lower left is from an official NYNH&H real estate atlas that recorded property acquisitions up into the 1900s and shows two depot footprints. The one the red arrow likely dates prior to 1876 and, in fact, corresponds to the post office location on the 1868 Beers map at lower right. We have no photos yet of whatever structure(s) served here prior to 1876. [REFS: CR/10/31/1874/03; HDC/02/08/1875/04; CR/10/23/1875/03][rev031613]
The NH&NL opened in 1852 and this station was located about half way between Guilford and Madison, just over the line in the latter town. An 1874 Columbian Register article says West Madison, aka East River, is the "most wide awake go-ahead section of this town and is "at present only a flag station on the Shore Line railway," in spite of requests to the railroad for better freight service and having all trains stop here. The 1858 timetable at upper left, in fact, lists this as an NHNL&S flag stop at least by that time and the 1870 edition at upper right shows three trains a day each way serving this station. Whatever the vacillations in service, the NYNH&H got the message as to the need for more facilities here and in 1875 the paper said that "the powers that be, of the consolidated road, are laying down a side track for freight and other railway accommodations at East River station, and contemplate the building of the new depot at the same place soon. Thanks, and glory be unto them."(!) The map image at lower left is from an official NYNH&H real estate atlas that recorded property acquisitions up into the 1900s and shows two depot footprints. The one the red arrow likely dates prior to 1876 and, in fact, corresponds to the post office location on the 1868 Beers map at lower right. We have no photos yet of whatever structure(s) served here prior to 1876. [REFS: CR/10/31/1874/03; HDC/02/08/1875/04; CR/10/23/1875/03][rev031613]
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Connecticut Historical Society
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EAST RIVER2 [NYNH&H, 1876]
Rockey, writing his History of New Haven County in 1892, says "a station was first located" here in 1871, but "for lack of patronage it was soon discontinued. In 1876 the present station was opened, and the place since that time grown to its present condition as a business point." While he seems to have been unaware of the earliest history of this stop, his 1876 date corresponds to the 1875 article cited in the preceding entry and to a brief note in the February, 1875 Courant saying "East River is the name of a new station between Madison and Guilford on the Shore Line." All these views show the station after the double-tracking that was completed by 1893 in this area. The larger size and new location does correspond to what is seen in the previous listing at the blue arrow on the real estate map and on the later val map we checked also. The color postcard at upper left carries a 1910 postmark date and the shot at upper right is thought to be from the 1920s. The val photo at middle is dated 4/11/1917. In the ca. 1930 Benton and Drake image at lower left, one can see the guard rails of the bridge that replaced the grade crossing east of the station in 1889. If we are correct that this depot dates to 1876, it was the one that stood in 1882 when a nearby train-wrecking attempt launched Station Agent Charles Ives Way on an ultimately tragic rise to fame: see STONY CREEK2 for more. SS 93 stood south of the tracks across from this station and, among other duties, guarded the eastern end of two additional tracks built from here to GUILFORD in 1905. [REFS: HDC/02/08/1875/04; NHER/05/24/1882/01; NHER/05/24/1882/04; NHER/12/06/1883/01; NHER/05/25/1893/03; RRC37.234 (10/4/1888); NHAR34.1905.5; R2.190]
Rockey, writing his History of New Haven County in 1892, says "a station was first located" here in 1871, but "for lack of patronage it was soon discontinued. In 1876 the present station was opened, and the place since that time grown to its present condition as a business point." While he seems to have been unaware of the earliest history of this stop, his 1876 date corresponds to the 1875 article cited in the preceding entry and to a brief note in the February, 1875 Courant saying "East River is the name of a new station between Madison and Guilford on the Shore Line." All these views show the station after the double-tracking that was completed by 1893 in this area. The larger size and new location does correspond to what is seen in the previous listing at the blue arrow on the real estate map and on the later val map we checked also. The color postcard at upper left carries a 1910 postmark date and the shot at upper right is thought to be from the 1920s. The val photo at middle is dated 4/11/1917. In the ca. 1930 Benton and Drake image at lower left, one can see the guard rails of the bridge that replaced the grade crossing east of the station in 1889. If we are correct that this depot dates to 1876, it was the one that stood in 1882 when a nearby train-wrecking attempt launched Station Agent Charles Ives Way on an ultimately tragic rise to fame: see STONY CREEK2 for more. SS 93 stood south of the tracks across from this station and, among other duties, guarded the eastern end of two additional tracks built from here to GUILFORD in 1905. [REFS: HDC/02/08/1875/04; NHER/05/24/1882/01; NHER/05/24/1882/04; NHER/12/06/1883/01; NHER/05/25/1893/03; RRC37.234 (10/4/1888); NHAR34.1905.5; R2.190]
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Phil Wooding Collection
EAST SUMMIT [M&W, 1888]
The arrows on the 1893 topo map at left show the locations of the WEST CHESHIRE (red), PROSPECT (blue), and SUMMIT (green) stations. The location for PROSPECT is incorrect: see P stations. The style of this shelter seems to duplicate the ones at CHESHIRE STREET, SOUTHINGTON ROAD, and WEST CHESHIRE. The renaming of this stop as EAST SUMMIT from the original SUMMIT, possibly due to the ICC order of 1915, is reflected in the signboard. The photo at right shows a consist by the water tank at this station. The trestle pictured at lower left was east of this station. The bridge is for Notch Rd. The curve in the distance take the line to cross Plank Rd. The embankment is still visible today to the east of Notch Rd. It slopes fairly abruptly before where it once met the road and used the steel bridge to go over it and access the trestle. [rev031613]
The arrows on the 1893 topo map at left show the locations of the WEST CHESHIRE (red), PROSPECT (blue), and SUMMIT (green) stations. The location for PROSPECT is incorrect: see P stations. The style of this shelter seems to duplicate the ones at CHESHIRE STREET, SOUTHINGTON ROAD, and WEST CHESHIRE. The renaming of this stop as EAST SUMMIT from the original SUMMIT, possibly due to the ICC order of 1915, is reflected in the signboard. The photo at right shows a consist by the water tank at this station. The trestle pictured at lower left was east of this station. The bridge is for Notch Rd. The curve in the distance take the line to cross Plank Rd. The embankment is still visible today to the east of Notch Rd. It slopes fairly abruptly before where it once met the road and used the steel bridge to go over it and access the trestle. [rev031613]
EAST THOMPSON1 [B&NYC, 1854]
The depot location in the town of Thompson is seen on the 1856WC map. The stop was established by the Boston & New York Central when they opened to a junction with the N&W at Mechanicsville in 1854. This presumably is the depot that burned late in 1899 when the Register reported: Railroad Station, Engine House and Signal Tower Burned Down. The railroad station at East Thompson, Conn., on the main line, Midland division of the Consolidated Road, together with the engine house, signal tower and contents of ticket and freight offices, were destroyed by fire yesterday morning. The loss was $1000, which was covered by insurance. The fire will cause a deal of inconvenience to the railroad people, as East Thompson is a junction point, the branch to Webster and Southbridge connecting with the main line there, and the destruction of the engine house, station, etc., will cramp the railroad in the handling of freight business and passenger traffic. S.H. Storms is station agent. When he left the station Sunday night everything was all right. The cause of the fire is unknown. The watchman at the engine house and the night telegraph operator knew nothing of the existence of the blaze until flames burst from all portions of the station. Interestingly, the signal station is mentioned as being in place at this time, although that is not too surprising since towers on the New York Division dated back to 1888. [REFS: NHER/11/07/1899/01][rev031613]
The depot location in the town of Thompson is seen on the 1856WC map. The stop was established by the Boston & New York Central when they opened to a junction with the N&W at Mechanicsville in 1854. This presumably is the depot that burned late in 1899 when the Register reported: Railroad Station, Engine House and Signal Tower Burned Down. The railroad station at East Thompson, Conn., on the main line, Midland division of the Consolidated Road, together with the engine house, signal tower and contents of ticket and freight offices, were destroyed by fire yesterday morning. The loss was $1000, which was covered by insurance. The fire will cause a deal of inconvenience to the railroad people, as East Thompson is a junction point, the branch to Webster and Southbridge connecting with the main line there, and the destruction of the engine house, station, etc., will cramp the railroad in the handling of freight business and passenger traffic. S.H. Storms is station agent. When he left the station Sunday night everything was all right. The cause of the fire is unknown. The watchman at the engine house and the night telegraph operator knew nothing of the existence of the blaze until flames burst from all portions of the station. Interestingly, the signal station is mentioned as being in place at this time, although that is not too surprising since towers on the New York Division dated back to 1888. [REFS: NHER/11/07/1899/01][rev031613]
EAST THOMPSON2 [NY&NE, 1900]
The second station is seen here in the center. Since we now know that all the original buildings here burned in 1899, our conjecture that the smaller structure in the foreground was the first depot is not possible. As indicated on the sign, this is the new quarters of SS 228, which controlled the junction with the Southbridge branch. We are assuming that the rebuilding was done quickly and probably was finished early in 1900. Interestingly, no newspaper coverage has been found and no mention, both of this activity and the fire that caused the destruction, appears in the railroad commissioners reports. [rev101912]
The second station is seen here in the center. Since we now know that all the original buildings here burned in 1899, our conjecture that the smaller structure in the foreground was the first depot is not possible. As indicated on the sign, this is the new quarters of SS 228, which controlled the junction with the Southbridge branch. We are assuming that the rebuilding was done quickly and probably was finished early in 1900. Interestingly, no newspaper coverage has been found and no mention, both of this activity and the fire that caused the destruction, appears in the railroad commissioners reports. [rev101912]
EAST WALLINGFORD1 [NHM&W, 1870]
This was established as the NHM&W's WALLINGFORD stop when the road opened in 1870. Track was constructed to this point in February, 1870 and there appears to have been a resident named Dwight Williams, likely the station agent, living in the depot by October, 1870, at which time the Courant said that the depot and siding were nearly complete. A newly discovered October, 1870 Register article adds considerably more detail as it says that "the Air Line depot building is being rapidly pushed forward by Mr. Coe, who has the job in hand. The roof is on and the floors will soon be laid so as to afford a shelter and standing place for passengers. Superintendent Waterbury has placed a gang of men at work making the side track complete, so that it can be used for a turn-out station.” The name of the stop was changed as of 11/1/1884 to EAST WALLINGFORD. This was after the 1882 NYNH&H lease of the then-B&NYAL and probably to distinguish it from the WALLINGFORD station on the Hartford line. We have no photo of EAST WALLINGFORD1 as of yet. A brief mention in Beckwith's Almanac tells us the fate of this first station, which it says burned on 6/5/1877 after it was "fired by lightning." Curiously, there is no mention otherwise in any newspaper or in the annual reports of the railroad commissioners or the NYNH&H. The multi-talented George Beckwith was a phonographer (early stenography), mathematics teacher, and surveyor whose maps of our namesake Tyler City are still used in the Orange town clerk's office today. He apparently digested newspapers from all over the state for his annual chronologies of New Haven and Connecticut events. Upon his death in 1880, the almanac was continued by his descendants until the 1930s and we will certainly be mining this useful source for other mentions of railroad stations. There is more about Beckwith on Track 1, MP 1.9 and 1.16. [REFS: CR/02/05/1870/03; CR/10/15/1870/04; HDC/10/28/1870/01; CR/10/29/1870/03; NHER/10/17/1884/04; BA32.1879.00][rev031613]
This was established as the NHM&W's WALLINGFORD stop when the road opened in 1870. Track was constructed to this point in February, 1870 and there appears to have been a resident named Dwight Williams, likely the station agent, living in the depot by October, 1870, at which time the Courant said that the depot and siding were nearly complete. A newly discovered October, 1870 Register article adds considerably more detail as it says that "the Air Line depot building is being rapidly pushed forward by Mr. Coe, who has the job in hand. The roof is on and the floors will soon be laid so as to afford a shelter and standing place for passengers. Superintendent Waterbury has placed a gang of men at work making the side track complete, so that it can be used for a turn-out station.” The name of the stop was changed as of 11/1/1884 to EAST WALLINGFORD. This was after the 1882 NYNH&H lease of the then-B&NYAL and probably to distinguish it from the WALLINGFORD station on the Hartford line. We have no photo of EAST WALLINGFORD1 as of yet. A brief mention in Beckwith's Almanac tells us the fate of this first station, which it says burned on 6/5/1877 after it was "fired by lightning." Curiously, there is no mention otherwise in any newspaper or in the annual reports of the railroad commissioners or the NYNH&H. The multi-talented George Beckwith was a phonographer (early stenography), mathematics teacher, and surveyor whose maps of our namesake Tyler City are still used in the Orange town clerk's office today. He apparently digested newspapers from all over the state for his annual chronologies of New Haven and Connecticut events. Upon his death in 1880, the almanac was continued by his descendants until the 1930s and we will certainly be mining this useful source for other mentions of railroad stations. There is more about Beckwith on Track 1, MP 1.9 and 1.16. [REFS: CR/02/05/1870/03; CR/10/15/1870/04; HDC/10/28/1870/01; CR/10/29/1870/03; NHER/10/17/1884/04; BA32.1879.00][rev031613]
EAST WALLINGFORD2 [B&NYAL, 1877]
Another singular mention in Beckwith's Almanac says this second station also burned, the 6/13/1901 fire causing a loss valued at $2,000. Curiously, there is no mention otherwise in any newspaper or in the annual reports of the railroad commissioners or the NYNH&H. This photo has a 1900 date on it and, if correct, it would show the second station. While very similar to the next one, we note differences in the freight door area, the width and depth of the agent's bay, the ground-level framing and possibly the signal mast and platform. [REFS: BA55.1902.72][rev031613]
Another singular mention in Beckwith's Almanac says this second station also burned, the 6/13/1901 fire causing a loss valued at $2,000. Curiously, there is no mention otherwise in any newspaper or in the annual reports of the railroad commissioners or the NYNH&H. This photo has a 1900 date on it and, if correct, it would show the second station. While very similar to the next one, we note differences in the freight door area, the width and depth of the agent's bay, the ground-level framing and possibly the signal mast and platform. [REFS: BA55.1902.72][rev031613]
ICC Collection / National Archives
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Courtesy of The Williams Family
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EAST WALLINGFORD3 [NYNH&H, 1901]
Based on the Beckwith Almanac information that the second station burned in June, 1901, we have revised the date for this third station to be late 1901. The val photo at upper left is dated 3/21/1916 and the shot at upper right says 1932 [add0317/13]. The 1915 val map at lower left shows the footprint of the third station looking to be in the same spot as the earlier ones. This depot still stands today, set back from the track and perched on a first-story foundation as a private home on East Center St. It is seen in the 1958 photo at lower middle and the lower right photo on 8/2/2010. [rev031713]
Based on the Beckwith Almanac information that the second station burned in June, 1901, we have revised the date for this third station to be late 1901. The val photo at upper left is dated 3/21/1916 and the shot at upper right says 1932 [add0317/13]. The 1915 val map at lower left shows the footprint of the third station looking to be in the same spot as the earlier ones. This depot still stands today, set back from the track and perched on a first-story foundation as a private home on East Center St. It is seen in the 1958 photo at lower middle and the lower right photo on 8/2/2010. [rev031713]
EAST WATERVILLE [> WATERVILLE2]
EAST WINDSOR1 [CC, 1876, opened as OSBORN]
This was an original stop on the Connecticut Central RR which began operations in 1876 as an adjunct to the CV and thus provided service from Springfield through to Fenwick via Hartford Union Station. It was first seen on timetables as OSBORN. A newly found May, 1877 article says: “The citizens of Windsorville are soon to have a fine depot and telegraph office at the flag station at Osborn, on the Connecticut Central railroad. These desirable objects are attained through the energy of Mr. St. Clair, agent of the woolen mill at Windsorville.” This appears to be another case of stations being built by private citizens and businessmen to encourage trains to stop at a particular town or village. The Courant reported that it was renamed EAST WINDSOR in June, 1896 and the railroad commissioners tell us that it burned the following year. We have no photograph of this first station. [REFS: HDC/12/23/1875/01; C/03/08/1876/02; HDC/03/25/1876/01: says depot completed(?); HDC/05/16/1877/04; HC/06/25/1896/05; CRC45.1897.23][rev031613]
EAST WINDSOR1 [CC, 1876, opened as OSBORN]
This was an original stop on the Connecticut Central RR which began operations in 1876 as an adjunct to the CV and thus provided service from Springfield through to Fenwick via Hartford Union Station. It was first seen on timetables as OSBORN. A newly found May, 1877 article says: “The citizens of Windsorville are soon to have a fine depot and telegraph office at the flag station at Osborn, on the Connecticut Central railroad. These desirable objects are attained through the energy of Mr. St. Clair, agent of the woolen mill at Windsorville.” This appears to be another case of stations being built by private citizens and businessmen to encourage trains to stop at a particular town or village. The Courant reported that it was renamed EAST WINDSOR in June, 1896 and the railroad commissioners tell us that it burned the following year. We have no photograph of this first station. [REFS: HDC/12/23/1875/01; C/03/08/1876/02; HDC/03/25/1876/01: says depot completed(?); HDC/05/16/1877/04; HC/06/25/1896/05; CRC45.1897.23][rev031613]
Phil Wooding Collection
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C. Dunn Collection
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Dave Peters Collection
EAST WINDSOR2 [NYNH&H, 1897]
The railroad commissioners noted the building of a new station in 1897 after the old one burned. The 1915 val map at upper right shows the layout at that time. The station is on the west side of the track, so the direction to the left on the map is toward Springfield. The upper left and middle left images show the north end of this station and the other two photos are of the south end. The fact that there are two windows on one end and a single window on the other is not unusual and has been seen elsewhere. The shot at lower right is a Benton and Drake from ca. 1930, with the iconic touring car beyond the freight platform. The extended passenger platform in the earlier shots is gone by this time. The val photo at bottom left is dated 8/7/1916. [REFS: CRC45.1897.23]
The railroad commissioners noted the building of a new station in 1897 after the old one burned. The 1915 val map at upper right shows the layout at that time. The station is on the west side of the track, so the direction to the left on the map is toward Springfield. The upper left and middle left images show the north end of this station and the other two photos are of the south end. The fact that there are two windows on one end and a single window on the other is not unusual and has been seen elsewhere. The shot at lower right is a Benton and Drake from ca. 1930, with the iconic touring car beyond the freight platform. The extended passenger platform in the earlier shots is gone by this time. The val photo at bottom left is dated 8/7/1916. [REFS: CRC45.1897.23]
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EAST WINDSOR HILL [CC, 1876]
The upper left photo is a Benton and Drake from ca. 1930 and the shot at upper middle shows a Brill car doing the passenger honors on the line probably in the 1920s when service was down to one daily train each way. The 1915 val map shows the station in the southwest quadrant at the crossing where we have it highlighted in yellow. The buildings along the siding that ran to the east of the station are seen on the val map and in the upper left photo. The val photo at lower left is dated 8/17/1916. [REFS: HC/06/07/1912/04][rev100312]
The upper left photo is a Benton and Drake from ca. 1930 and the shot at upper middle shows a Brill car doing the passenger honors on the line probably in the 1920s when service was down to one daily train each way. The 1915 val map shows the station in the southwest quadrant at the crossing where we have it highlighted in yellow. The buildings along the siding that ran to the east of the station are seen on the val map and in the upper left photo. The val photo at lower left is dated 8/17/1916. [REFS: HC/06/07/1912/04][rev100312]
EAST WINSTED [> WINSTED/C1]
Dave Peters Collection
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ELLINGTON [CC, 1876]
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ELLIOTTS1 [BH&E, 1872]
This stop was established in the town of Pomfret in 1872 when the BH&E opened the line from Putnam to Willimantic. A 6/9/1891 article in the Register tells us that the railroad station and general store at Elliott's, Putnam, on the New England road, were destroyed by fire last night. The store was owned by C.F. Martin and the depot was in the same building. The fire originated from a spark from engine 144. The loss is $3,000. Insured. Although the wider reporting of news like this is impressive for the time period, one has to be leery of the details. The Springfield Republican said the fire took place on the 9th "forenoon" and the loss was $8,000 while the Boston Daily Advertiser claimed the value of the depot was $700 and the "dwelling house and store burned" was $1,000. [REFS: CRC25.1878.36: check; NHER/06/09/1891/04; BA45.1892. 88; BDA/06/10/1891/01; SR/06/10/1891/07][rev120712]
This stop was established in the town of Pomfret in 1872 when the BH&E opened the line from Putnam to Willimantic. A 6/9/1891 article in the Register tells us that the railroad station and general store at Elliott's, Putnam, on the New England road, were destroyed by fire last night. The store was owned by C.F. Martin and the depot was in the same building. The fire originated from a spark from engine 144. The loss is $3,000. Insured. Although the wider reporting of news like this is impressive for the time period, one has to be leery of the details. The Springfield Republican said the fire took place on the 9th "forenoon" and the loss was $8,000 while the Boston Daily Advertiser claimed the value of the depot was $700 and the "dwelling house and store burned" was $1,000. [REFS: CRC25.1878.36: check; NHER/06/09/1891/04; BA45.1892. 88; BDA/06/10/1891/01; SR/06/10/1891/07][rev120712]
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ELLIOTTS2 [NY&NE, 1891]
The second station is seen above, the photo on the left also showing what must be the rebuilt general store, now without the depot entrance seen in the photo at ELLIOTTS1. We have assigned the 1891 build date for the new station based on the June 9 burning of the old one and assuming the new depot was up by the end of the year. Nothing is said by the railroad commissioners, newspapers, or the NY&NE annual reports on the new station, although we will recheck the latter at the Peters Railroad Museum on our next visit. The 1915 val map shows the depot at the red arrow, flanked by long platforms and tracks on both sides. The rebuilt store is seen above the depot. [rev120712]
The second station is seen above, the photo on the left also showing what must be the rebuilt general store, now without the depot entrance seen in the photo at ELLIOTTS1. We have assigned the 1891 build date for the new station based on the June 9 burning of the old one and assuming the new depot was up by the end of the year. Nothing is said by the railroad commissioners, newspapers, or the NY&NE annual reports on the new station, although we will recheck the latter at the Peters Railroad Museum on our next visit. The 1915 val map shows the depot at the red arrow, flanked by long platforms and tracks on both sides. The rebuilt store is seen above the depot. [rev120712]
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ELLITHORPE [NLN, 1850?]
This is an obscure station for which we have no photograph. Timetables and maps from 1859 to 1900 regularly show this stop but it is no longer listed on a CVT 1927TT. If we can count on the 1892 topo map at left for accuracy, the station stood at the road on the south side of the grade crossing. It is either out of view to the right in the eastward-looking 10/9/1923 PUC inspection photo or gone altogether by that time. This line was relocated to the west as part of a flood control project on the Middle River after the hurricanes of 1955, as seen on the snippet at right. Our full Google Earth map is on Track 11. [REFS: HC/11/14/1958/30B][rev031213]
This is an obscure station for which we have no photograph. Timetables and maps from 1859 to 1900 regularly show this stop but it is no longer listed on a CVT 1927TT. If we can count on the 1892 topo map at left for accuracy, the station stood at the road on the south side of the grade crossing. It is either out of view to the right in the eastward-looking 10/9/1923 PUC inspection photo or gone altogether by that time. This line was relocated to the west as part of a flood control project on the Middle River after the hurricanes of 1955, as seen on the snippet at right. Our full Google Earth map is on Track 11. [REFS: HC/11/14/1958/30B][rev031213]
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ELMWOOD [HP&F, 1850]
The Courant said in 1874 that this stop would be renamed from WEST HARTFORD beginning June 1. [REFS: HDC/05/07/1874/02; HDC/02/10/1883/04]
The Courant said in 1874 that this stop would be renamed from WEST HARTFORD beginning June 1. [REFS: HDC/05/07/1874/02; HDC/02/10/1883/04]
ENFIELD BRIDGE1 [H&NH, 1844]
This stop in the town of Enfield was established in 1844 when the H&NH opened its line from Hartford to Springfield. Unless the freight house in the next entry was the first passenger station here, we have no photo.
This stop in the town of Enfield was established in 1844 when the H&NH opened its line from Hartford to Springfield. Unless the freight house in the next entry was the first passenger station here, we have no photo.
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ENFIELD BRIDGE2 [NYNH&H, c1890?]
The second station is seen on the left in the first photo and the freight depot is to the right of the tracks. The separate val photos showing ENFIELD BRIDGE2 [middle] and the freight house [right] are dated 8/11/1916 and we again wonder if the latter first served as ENFIELD1. The shot at lower left is a Louis H. Benton, complete with touring car and Irving Drake focused on the approaching train. Someone has cut the handwritten captioning off this copy. [REFS: CRC42.1894.18; HC/04/20/1896/09: bridge, closed as unsafe; HC/08/25/1900/12; HC/08/21/1901/07: bridge dynamited and removed]
The second station is seen on the left in the first photo and the freight depot is to the right of the tracks. The separate val photos showing ENFIELD BRIDGE2 [middle] and the freight house [right] are dated 8/11/1916 and we again wonder if the latter first served as ENFIELD1. The shot at lower left is a Louis H. Benton, complete with touring car and Irving Drake focused on the approaching train. Someone has cut the handwritten captioning off this copy. [REFS: CRC42.1894.18; HC/04/20/1896/09: bridge, closed as unsafe; HC/08/25/1900/12; HC/08/21/1901/07: bridge dynamited and removed]
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ESSEX1 [CV, 1871]
This station stood as shown on the 1874 Beers atlas of Middlesex County in the Centerbrook section of town. The stop was established in 1871 when the CV opened. Max Miller says this structure was razed between 1935 and 1937. [REFS: HDC/08/25/1871/02; R51]
This station stood as shown on the 1874 Beers atlas of Middlesex County in the Centerbrook section of town. The stop was established in 1871 when the CV opened. Max Miller says this structure was razed between 1935 and 1937. [REFS: HDC/08/25/1871/02; R51]
ESSEX2 [VRR, 1971]
The 1892 [MM] former NYNH&H freight depot, has been used by the Valley RR since 1971 as its passenger station. It is seen in the distance.
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The 1892 [MM] former NYNH&H freight depot, has been used by the Valley RR since 1971 as its passenger station. It is seen in the distance.
Click here to continue...
