Track 12: CT Passenger Stations, G
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.
Use link for CTTRAXMAP on Track 11 to locate stations, rail and trolley lines, and POIs.
|
|
|
|
|
|
GALES FERRY [NYNH&H, 1899]
This station debuted with the Groton Extension that opened on 6/4/1899. It was said to be in the works in March and also in May of 1899 when it was said that "the Consolidated Railroad will establish a station there with commodious depot to meet all requirements." This location was on the Noyes Allen property, about midway between the Yale crew headquarters and Harvard's base house where the NYNH&H would establish a RED TOP station. Probably opening mid-1899, we find no further mention of GALES FERRY until a would-be robber was shot by the station agent Brooks on 11/11/1900, at which time Brooks was said to have worked for the railroad for two years. The intruder, reportedly well-dressed and carrying a gold watch, was later identified as George Miner, a 55-year old resident of Montville who had "spent the greater part of the past quarter century in the Connecticut state prison for different burglaries." In a bizarre turn of events, the station was burglarized a second time just a day later! The station agent's hat and the keys to Harvard's Red Top training quarters, which was owned by the railroad. Were the two incidents were connected? Could the keys have been what Miner was looking for? Were there more sinister plans afoot? Sabotage?? Kidnapping??? We probably will never know but will keep looking! The postcard at upper right was mailed on 11/29/1907. The val map at lower middle shows the station layout in 1915. The image at lower right is dated 3/2/1931. As was often the case, real estate values soared in the area with the coming of the railroad extension that the N&W had wanted to put in for 20 years. The Yale-Harvard boat competitions also contributed to the growth of this beautiful strecth of land along the Thames River. [REFS: NLD/03/20/1899/05; NHER/05/03/1899/05; NHER/11/12/1900/05; HC/11/14/1900/02][new pix, rev051813]
This station debuted with the Groton Extension that opened on 6/4/1899. It was said to be in the works in March and also in May of 1899 when it was said that "the Consolidated Railroad will establish a station there with commodious depot to meet all requirements." This location was on the Noyes Allen property, about midway between the Yale crew headquarters and Harvard's base house where the NYNH&H would establish a RED TOP station. Probably opening mid-1899, we find no further mention of GALES FERRY until a would-be robber was shot by the station agent Brooks on 11/11/1900, at which time Brooks was said to have worked for the railroad for two years. The intruder, reportedly well-dressed and carrying a gold watch, was later identified as George Miner, a 55-year old resident of Montville who had "spent the greater part of the past quarter century in the Connecticut state prison for different burglaries." In a bizarre turn of events, the station was burglarized a second time just a day later! The station agent's hat and the keys to Harvard's Red Top training quarters, which was owned by the railroad. Were the two incidents were connected? Could the keys have been what Miner was looking for? Were there more sinister plans afoot? Sabotage?? Kidnapping??? We probably will never know but will keep looking! The postcard at upper right was mailed on 11/29/1907. The val map at lower middle shows the station layout in 1915. The image at lower right is dated 3/2/1931. As was often the case, real estate values soared in the area with the coming of the railroad extension that the N&W had wanted to put in for 20 years. The Yale-Harvard boat competitions also contributed to the growth of this beautiful strecth of land along the Thames River. [REFS: NLD/03/20/1899/05; NHER/05/03/1899/05; NHER/11/12/1900/05; HC/11/14/1900/02][new pix, rev051813]
GAYLORDS BRIDGE, GAYLORDSVILLE [> MERWINSVILLE]
|
|
Dave Peters Collection
|
historyofredding.com
|
GEORGETOWN1 [D&N, 1852]
Its location was on the east side of the track, as seen on the 1856FC map at upper right, which ran along the east bank of the Norwalk River. According to Brent Colley's informative website on Redding history [click here], the first depot was on Old Mill Rd. and actually in Wilton. The two-story station had the railroad depot, post office, and grocery store run by Silliman Godfrey on the first floor. The upper level was used at different times as a meeting hall by various organizations and for manufacturing purposes by local companies, including as a sieve shop by Gilbert and Bennett Co. At some point in the late 1800s, a freight wing was added on the southern end. In the photo at upper right we can see the depot behind the northbound train that has just departed. In 1899, this station caught fire from a conflagration that destroyed the adjacent Gilbert and Bennett wire mill. About 40 feet of the the "long, rambling building of wood" was cut away resulting in separate passenger and freight stations. The val photo at lower right shows this structure still standing and owned by the railroad in 1917. The image at lower right is a postcard, with the notation that GEORGETOWN1 was "Vacated on December 30, 1908." [REFS: NHER/08/18/1899/01]
Its location was on the east side of the track, as seen on the 1856FC map at upper right, which ran along the east bank of the Norwalk River. According to Brent Colley's informative website on Redding history [click here], the first depot was on Old Mill Rd. and actually in Wilton. The two-story station had the railroad depot, post office, and grocery store run by Silliman Godfrey on the first floor. The upper level was used at different times as a meeting hall by various organizations and for manufacturing purposes by local companies, including as a sieve shop by Gilbert and Bennett Co. At some point in the late 1800s, a freight wing was added on the southern end. In the photo at upper right we can see the depot behind the northbound train that has just departed. In 1899, this station caught fire from a conflagration that destroyed the adjacent Gilbert and Bennett wire mill. About 40 feet of the the "long, rambling building of wood" was cut away resulting in separate passenger and freight stations. The val photo at lower right shows this structure still standing and owned by the railroad in 1917. The image at lower right is a postcard, with the notation that GEORGETOWN1 was "Vacated on December 30, 1908." [REFS: NHER/08/18/1899/01]
|
Mike Grace Collection
|
|
|
Dave Peters Collection
|
|
GEORGETOWN2 [NYNH&H, 1908]
The former separate depots were replaced by a new, brick combination station in 1908. The railroad commissioners reported that there was a new station here at a new location. The NYNH&H annual report issued in June of 1908 said the work was in progress and reported in the next year that the new station had been completed. We find no mention of this event in the newspapers. Peter Cornwall pointed out that, whereas the first depot was just below the Wilton border, this new structure was just over the line in Redding and both locations triangularly bordered the town of Weston as well. Passenger service lasted into the early Penn Central years and the station was already gone when Cornwall was writing in the 1980s. The val map at upper left shows the arrangement here in 1915. The postcard at upper middle dates to 1919 and was sent in by Mike Grace who works as a volunteer at the Ridgefield Historical Society [click here]. Though RHS has much of their photo collection digitized and available online, a visit is well worth the trip. Be sure you ask Mike for a tour of The Vault! [REFS: CRC56.1908.47; NHAR37.1908.8; NHAR38.1909.7; SL17.4.25; 1969TT: yes][rev100112]
The former separate depots were replaced by a new, brick combination station in 1908. The railroad commissioners reported that there was a new station here at a new location. The NYNH&H annual report issued in June of 1908 said the work was in progress and reported in the next year that the new station had been completed. We find no mention of this event in the newspapers. Peter Cornwall pointed out that, whereas the first depot was just below the Wilton border, this new structure was just over the line in Redding and both locations triangularly bordered the town of Weston as well. Passenger service lasted into the early Penn Central years and the station was already gone when Cornwall was writing in the 1980s. The val map at upper left shows the arrangement here in 1915. The postcard at upper middle dates to 1919 and was sent in by Mike Grace who works as a volunteer at the Ridgefield Historical Society [click here]. Though RHS has much of their photo collection digitized and available online, a visit is well worth the trip. Be sure you ask Mike for a tour of The Vault! [REFS: CRC56.1908.47; NHAR37.1908.8; NHAR38.1909.7; SL17.4.25; 1969TT: yes][rev100112]
GIBBS [> FITCHVILLE JUNCTION]
GIFFORDS [> WEST STREET]
GLEN FOUNDRY [NH&N, 1883]
New flag stop established one mile above COLLINSVILLE on the Canal line. [REFS: FVH/07/26/1883/04]
GIFFORDS [> WEST STREET]
GLEN FOUNDRY [NH&N, 1883]
New flag stop established one mile above COLLINSVILLE on the Canal line. [REFS: FVH/07/26/1883/04]
Dave Peters Collection
|
|
Max Miller Collection
|
Max Miller Collection
|
GLENBROOK/N1 [NCRR, 1868?]
This seems to us to be the only possibility for placing the photo at top left in proper historical context. This stop is on the first RRM in 1876 along with SPRINGDALE and TALMADGE HILL. The structure seen here may be the first built by the NCRR when it debuted in 1868, or even a later one put up by the NYNH&H after it got control of this tiny branch in 1883. Coincidentally, a newspaper article of that year mentions a station here. As we speculated about an undated copy of the photo at upper left based on the Mendel's poster ad on the side, the shot dates to 11/1/1916. The Times first reported in 1872 that Jacob Mendel began checking parcels in the first Grand Central Terminal. His lucrative business became a New York City institution until 1920 when his family was outbid by J.P. Carey & Sons for the rented space at GCT. We have highlighted the station on the 1915 val map at lower left where it is shown to be in the southeast quadrant of the crossing at Glenbrook Rd. The tiny oblong shape toward the right end of the platform may be the shed pictured here, though it is not marked 'FP' for frame (wood) passenger depot, as was the custom on val maps. The 1912 NYNH&H real estate map at top right shows the depot in the southwest quadrant. Assuming both maps are correct, the station was moved between those dates, possibly as part of a track or street realignment. Of the two PUC inspection photos, the eastward view [middle left] is dated 1/16/1919 and the south-looking shot [middle right] is from 9/11/1924. [REFS: NHER/07/14/1883/04; NYT/02/01/1920/09][rev100212]
This seems to us to be the only possibility for placing the photo at top left in proper historical context. This stop is on the first RRM in 1876 along with SPRINGDALE and TALMADGE HILL. The structure seen here may be the first built by the NCRR when it debuted in 1868, or even a later one put up by the NYNH&H after it got control of this tiny branch in 1883. Coincidentally, a newspaper article of that year mentions a station here. As we speculated about an undated copy of the photo at upper left based on the Mendel's poster ad on the side, the shot dates to 11/1/1916. The Times first reported in 1872 that Jacob Mendel began checking parcels in the first Grand Central Terminal. His lucrative business became a New York City institution until 1920 when his family was outbid by J.P. Carey & Sons for the rented space at GCT. We have highlighted the station on the 1915 val map at lower left where it is shown to be in the southeast quadrant of the crossing at Glenbrook Rd. The tiny oblong shape toward the right end of the platform may be the shed pictured here, though it is not marked 'FP' for frame (wood) passenger depot, as was the custom on val maps. The 1912 NYNH&H real estate map at top right shows the depot in the southwest quadrant. Assuming both maps are correct, the station was moved between those dates, possibly as part of a track or street realignment. Of the two PUC inspection photos, the eastward view [middle left] is dated 1/16/1919 and the south-looking shot [middle right] is from 9/11/1924. [REFS: NHER/07/14/1883/04; NYT/02/01/1920/09][rev100212]
|
|
GLENBROOK/N2 [NYNH&H, c1930?]
The photograph on the left has a date of August 24, 1954 stamped on the back and looks to be a Charlie Gunn shot of the period. The one on the right dates to July, 1935 and widens the time frame for this depot, which may be GLENBROOK/N1 expanded rearward and fitted up with more comfortable seating. In any case, it seems different enough to give it its own TCS listing. The addition appears to be made of cement blocks, which would verify what Ed Wadhams said for the demise of this structure in late 1967 or early 1968, when "a rather large truck was backing into the driveway behind the building. It missed the driveway but it didn't the Branch Line Station. Cement blocks went in all directions."(!) Thus ended, it was replaced by GLENBROOK/N3.
The photograph on the left has a date of August 24, 1954 stamped on the back and looks to be a Charlie Gunn shot of the period. The one on the right dates to July, 1935 and widens the time frame for this depot, which may be GLENBROOK/N1 expanded rearward and fitted up with more comfortable seating. In any case, it seems different enough to give it its own TCS listing. The addition appears to be made of cement blocks, which would verify what Ed Wadhams said for the demise of this structure in late 1967 or early 1968, when "a rather large truck was backing into the driveway behind the building. It missed the driveway but it didn't the Branch Line Station. Cement blocks went in all directions."(!) Thus ended, it was replaced by GLENBROOK/N3.
GLENBROOK/N3 [NYNH&H, 1968]
This is obviously a late NHRR structure with the Herbert Matter block-lettered logo. See Rick Abramson's article in the Shoreliner for this photo and more on the branch. Follow-up letters say that this corrugated metal structure was the third station on the branch. It was in service by March, 1968, and it couldn't be missed as it was bright green. [REFS: SL20.2.25; SL21.1.4]
This is obviously a late NHRR structure with the Herbert Matter block-lettered logo. See Rick Abramson's article in the Shoreliner for this photo and more on the branch. Follow-up letters say that this corrugated metal structure was the third station on the branch. It was in service by March, 1968, and it couldn't be missed as it was bright green. [REFS: SL20.2.25; SL21.1.4]
GLENBROOK/N4 [PC, 1973]
Work was going on in September, 1972 and this station was in service a year later, according to a letter from Ed Wadhams in the Shoreliner. A newspaper article in 1974 celebrating ConnDOT's completion of the high-level rail platform and plexi-glass waiting shed at NOROTON HEIGHTS said these facilities were to complement the "new electric commuter cars now in service." The article also reported that, along with most of the stations on the main line, all the stops on the New Canaan branch already had the new platforms. Penn Central was the operator at the time until Conrail took over in 1976. [REFS: HC/05/23/1974/95D; SL21.1.5]
Work was going on in September, 1972 and this station was in service a year later, according to a letter from Ed Wadhams in the Shoreliner. A newspaper article in 1974 celebrating ConnDOT's completion of the high-level rail platform and plexi-glass waiting shed at NOROTON HEIGHTS said these facilities were to complement the "new electric commuter cars now in service." The article also reported that, along with most of the stations on the main line, all the stops on the New Canaan branch already had the new platforms. Penn Central was the operator at the time until Conrail took over in 1976. [REFS: HC/05/23/1974/95D; SL21.1.5]
|
|
Connecticut Historical Society
|
|
GLENBROOK/M1 [NYNH&H, 1882; depot, 1885, WB]
A newly found February, 1882 Register article says that "a new station, called Glenbrook, at which all accommodation trains will stop, has been established on the New York, New Haven and Hartford railroad between Stamford and Darien." Perhaps just a platform was used initially until this handsome station was later reported to be under construction in 1885 when the paper said that new depots were being built in three places, the others being DARIEN2 and EAST NORWALK1. The 1893 map shows the location of the two GLENBROOK stations by that time, this one being on the westbound side of the main line. The copy of the photo at upper right has a date of 1892 in the bottom corner. The photo at lower left shows a train heading toward Stamford and passing this station, the corner of which can be seen behind the engine. The freight house is up ahead. SS 56 was one of the 'pioneer' wooden signal stations of 1888. Within the next 20 years or so, the original towers were supplemented, replaced, or modernized and the entire system was renumbered around 1912. The later Glenbrook tower was SS 39, as it appears in Bill Sample's list at the NHRHTA home page [click here]. Richard Fleischer thinks that the tower photo must have been taken just after the structure was built and offers the following commentary: The signal whose mast is visible at the left was wire-pulled rather than pipe-connected. The carriers for the wire can be seen along the nearest track with the wire passing under both tracks inside a wooden covering to the signal. Notice also the rail braces on the outsides of the rails like the one found a couple of years ago [in Orange on the NH&D: see Track 4B, MP 4.51.2]. It shows their use. Although I can't read the engine number, it looks like one of the [Master Mechanic] Henney eight-wheelers. When built these engines had large Ionic cap stacks, but around 1892 those cap stacks were replaced with plain taper stacks." Many thanks, as always, to Richard for his technical expertise and his willingness to share his observations. With his analysis, this photograph becomes a rare and very significant reflection of 1890s interlocking technology on the NYNH&H. [REFS: NHER/05/01/1888/04; NHER/02/01/1882/04][rev093012]
A newly found February, 1882 Register article says that "a new station, called Glenbrook, at which all accommodation trains will stop, has been established on the New York, New Haven and Hartford railroad between Stamford and Darien." Perhaps just a platform was used initially until this handsome station was later reported to be under construction in 1885 when the paper said that new depots were being built in three places, the others being DARIEN2 and EAST NORWALK1. The 1893 map shows the location of the two GLENBROOK stations by that time, this one being on the westbound side of the main line. The copy of the photo at upper right has a date of 1892 in the bottom corner. The photo at lower left shows a train heading toward Stamford and passing this station, the corner of which can be seen behind the engine. The freight house is up ahead. SS 56 was one of the 'pioneer' wooden signal stations of 1888. Within the next 20 years or so, the original towers were supplemented, replaced, or modernized and the entire system was renumbered around 1912. The later Glenbrook tower was SS 39, as it appears in Bill Sample's list at the NHRHTA home page [click here]. Richard Fleischer thinks that the tower photo must have been taken just after the structure was built and offers the following commentary: The signal whose mast is visible at the left was wire-pulled rather than pipe-connected. The carriers for the wire can be seen along the nearest track with the wire passing under both tracks inside a wooden covering to the signal. Notice also the rail braces on the outsides of the rails like the one found a couple of years ago [in Orange on the NH&D: see Track 4B, MP 4.51.2]. It shows their use. Although I can't read the engine number, it looks like one of the [Master Mechanic] Henney eight-wheelers. When built these engines had large Ionic cap stacks, but around 1892 those cap stacks were replaced with plain taper stacks." Many thanks, as always, to Richard for his technical expertise and his willingness to share his observations. With his analysis, this photograph becomes a rare and very significant reflection of 1890s interlocking technology on the NYNH&H. [REFS: NHER/05/01/1888/04; NHER/02/01/1882/04][rev093012]
Dave Peters Collection
|
|
|
|
GLENBROOK/M2 [NYNH&H, c1897, WB]
The 1916 val photo at top left shows a new westbound structure with a completely different profile and roof line. This saltbox-style depot was most likely built at the time of the four-tracking in 1897. The two other photos look toward New Haven with this station on the left. The smaller eastbound GLENBROOK/M3 is seen on the right in the panoramic view. The NYNH&H real estate map dates to October, 1907 and shows the two stations along the newly aligned right of way to the south of the old main line, the curve having been reduced with the improvements.
The 1916 val photo at top left shows a new westbound structure with a completely different profile and roof line. This saltbox-style depot was most likely built at the time of the four-tracking in 1897. The two other photos look toward New Haven with this station on the left. The smaller eastbound GLENBROOK/M3 is seen on the right in the panoramic view. The NYNH&H real estate map dates to October, 1907 and shows the two stations along the newly aligned right of way to the south of the old main line, the curve having been reduced with the improvements.
Dave Peters Collection
|
|
GLENBROOK/M3 [NYNH&H, c1897, EB]
This was likely built by 1897 on the eastbound side of the main line with the four-tracking and elevation project. The val map at left is dated 11/1/1916. This stop lasted at least until our 2/2/1969 Penn Central timetable and was reportedly curtailed when the high-level platforms were built and M-2 cars went into service in the early 1970s. At that point only two morning and two evening rush hour trains were stopping here. Thereafter, the nearby New Canaan branch station was left to serve this area. [REFS: SL13.4.28][rev100512]
This was likely built by 1897 on the eastbound side of the main line with the four-tracking and elevation project. The val map at left is dated 11/1/1916. This stop lasted at least until our 2/2/1969 Penn Central timetable and was reportedly curtailed when the high-level platforms were built and M-2 cars went into service in the early 1970s. At that point only two morning and two evening rush hour trains were stopping here. Thereafter, the nearby New Canaan branch station was left to serve this area. [REFS: SL13.4.28][rev100512]
|
|
GLENWOOD [NY&NE?, c1887]
The 1887 timetable at left shows this stop between PARKVILLE and HARTFORD stations and the snippet from our Google Earth map on Track 11 shows the location on Laurel St. The first references we find to this neighborhood are from 1873 when real estate promoters Whiton & Gillette were touting the land for sale in "this busy, beautiful suberb [sic], half a mile west of new capitol." This flag-stop listing is the only that we have seen thus far. [REFS: HDC/07/17/1873/01; HDC/07/22/1874/01][rev031713]
The 1887 timetable at left shows this stop between PARKVILLE and HARTFORD stations and the snippet from our Google Earth map on Track 11 shows the location on Laurel St. The first references we find to this neighborhood are from 1873 when real estate promoters Whiton & Gillette were touting the land for sale in "this busy, beautiful suberb [sic], half a mile west of new capitol." This flag-stop listing is the only that we have seen thus far. [REFS: HDC/07/17/1873/01; HDC/07/22/1874/01][rev031713]
GOODSPEEDS [> EAST HADDAM]
GOSHEN [> CLARKS CORNER]
GOSHEN [> CLARKS CORNER]
Dave Peters Collection
|
|
|
|
|
GRANBY [NH&N, 1848]
This wooden combination depot shows an obvious similarity to the ones like AVON and SIMSBURY1 that were built by the NY&NH as lessee of the Canal line from 1848 to 1869. The location is seen on the 1855HC map. GRANBY still stands, exceptionally well preserved and with signal mast still in place, as seen in the 2013 photo at lower right. [REFS: D113; E146; R56][rev013113
This wooden combination depot shows an obvious similarity to the ones like AVON and SIMSBURY1 that were built by the NY&NH as lessee of the Canal line from 1848 to 1869. The location is seen on the 1855HC map. GRANBY still stands, exceptionally well preserved and with signal mast still in place, as seen in the 2013 photo at lower right. [REFS: D113; E146; R56][rev013113
Dave Peters Collection
|
|
Max Miller Collection
|
|
GRANTS [CW, 1871, opens as SOUTH NORFOLK]
On an initial list of stops in the Courant late in 1871, this stop is first seen as SOUTH NORFOLK, 41.25 miles from Hartford. This mileage point corresponds to GRANTS on CW ETT#2 (1/1/1872). The Grants reference is for the well-known local family of that name and occasioned an interesting 1872 political commentary in the Winsted Herald, the excoriating text of which we give here in full: Grantville. Can nepotism go further? President Grant, not content with creating a post office at the milk station near the Harry Grant place in Norfolk, and naming it "Grantville," and appointing his 40-leventh cousin, Moses F. Grant, to be postmaster, has been emboldened to proceed to further high-handed measures since his reelection and has instructed his subservient tools -- the Conn. Western directors -- to build a new depot, 20 by 32, at that remote and obscure point, under the preposterous pretense that there is, present and prospective, business enough there to require it. Where are our liberties? Obviously, the writer did not care for either Pres. Grant, Moses Grant who was a well-known local figure, the CW directors, or all of the above! The dimensions of the station do, however, measure up to the one we have photos of. The 1880 NY&NE appraisal of CW properties said the small station here was in good condition and worth $350, making it seem somewhat larger than COLEBROOK1. Notes from Editor Ted Vaill's Here N' There column in the Winsted Evening Citizen, say that this station may possibly have been called GRANTVILLE in its early days and at one time was an agency station with an operator on all three shifts. An 1894 Connecticut Western News note, in fact, says that the PR&NE was closing PINE MEADOW and GRANTS stations. Timetables still show the stop so the move must have been the elimination of the agency post, so that "Operator Roberts and Lyons are thrown out of employment." The PUC inspection at lower left is dated 10/19/1927, upper left photo is dated 1928 and . [REFS: HDC/12/21/1871/02; WH/11/22/1872/03; DC/06/10/1873/02; CWN/02/15/1894/03; HC/07/27/1905/13; D32; N3.54][rev010113]
On an initial list of stops in the Courant late in 1871, this stop is first seen as SOUTH NORFOLK, 41.25 miles from Hartford. This mileage point corresponds to GRANTS on CW ETT#2 (1/1/1872). The Grants reference is for the well-known local family of that name and occasioned an interesting 1872 political commentary in the Winsted Herald, the excoriating text of which we give here in full: Grantville. Can nepotism go further? President Grant, not content with creating a post office at the milk station near the Harry Grant place in Norfolk, and naming it "Grantville," and appointing his 40-leventh cousin, Moses F. Grant, to be postmaster, has been emboldened to proceed to further high-handed measures since his reelection and has instructed his subservient tools -- the Conn. Western directors -- to build a new depot, 20 by 32, at that remote and obscure point, under the preposterous pretense that there is, present and prospective, business enough there to require it. Where are our liberties? Obviously, the writer did not care for either Pres. Grant, Moses Grant who was a well-known local figure, the CW directors, or all of the above! The dimensions of the station do, however, measure up to the one we have photos of. The 1880 NY&NE appraisal of CW properties said the small station here was in good condition and worth $350, making it seem somewhat larger than COLEBROOK1. Notes from Editor Ted Vaill's Here N' There column in the Winsted Evening Citizen, say that this station may possibly have been called GRANTVILLE in its early days and at one time was an agency station with an operator on all three shifts. An 1894 Connecticut Western News note, in fact, says that the PR&NE was closing PINE MEADOW and GRANTS stations. Timetables still show the stop so the move must have been the elimination of the agency post, so that "Operator Roberts and Lyons are thrown out of employment." The PUC inspection at lower left is dated 10/19/1927, upper left photo is dated 1928 and . [REFS: HDC/12/21/1871/02; WH/11/22/1872/03; DC/06/10/1873/02; CWN/02/15/1894/03; HC/07/27/1905/13; D32; N3.54][rev010113]
GREENS FARMS1 [NYNH&H, 1869, EB]
In his historical monograph, George Penfield Jennings says that locals in this part of Westport did without a railroad station for 20 years and that "farmers continued to go to Southport or Westport to get their mail, to trade and to replenish their demijohns with gin" and it was not until about 1870 that the farmers "clubbed together and graded for a Greens Farms station, located south of the tracks between the Turkey Hill Road and the Shore Road bridges on the property of the old green." The 1868 Beers map shows the first location at the red arrow and the one for the second station at the blue arrow. While locals did the prep work, Jennings credits the railroad with building the first depot structure for which we do not yet have a photograph. The Courant gives us a 12/1/1868 date for the ground-breaking and the "new depot" wording, along with the fact that the stop does not appear on any early timetables, seems to corroborate the Jennings timeframe for creation. A late 1869 Times article tells us that "at Greens Farns a new and comfortable depot has been erected" within the last year. An 1872 newspaper list of commutation rates marks the first print appearance we have come across, the next being on an 1883 timetable. Jennings says that this was a manned flag stop until 4/7/1875, when George E. Crossman became agent at a time when six daily trains were stopping each way. Crossman subsequently became the first postmaster, a concurrent appointment frequently seen then, and two dozen "pigeon-hole" letter-boxes were made by a local carpenter and installed in the ticket office. As reported in the Register, "the old station east of the Consolidated tracks at Green's Farms" burned on 3/10/1892, sparks from a passing locomotive thought to have caused the $2,000 loss. The wording also corroborates that GREENS FARMS1 stood on the south, eastbound, side of the tracks. It is interesting that Jennings, who was born in 1855 and lived most of his life in Greens Farms, says nothing about the burning of the first station and the building of the second. [REFS: 1848-1883TTs; HDC/12/08/1868/04; NYT/12/10/1869/02; CR/06/08/1872/03; GHD1879; NHER/04/01/1880/01; NHER/03/11/1892/04; Jennings, Greens Farms, Connecticut: The Old West Parish of Fairfield, 1933, p82+; R56][rev050213]
In his historical monograph, George Penfield Jennings says that locals in this part of Westport did without a railroad station for 20 years and that "farmers continued to go to Southport or Westport to get their mail, to trade and to replenish their demijohns with gin" and it was not until about 1870 that the farmers "clubbed together and graded for a Greens Farms station, located south of the tracks between the Turkey Hill Road and the Shore Road bridges on the property of the old green." The 1868 Beers map shows the first location at the red arrow and the one for the second station at the blue arrow. While locals did the prep work, Jennings credits the railroad with building the first depot structure for which we do not yet have a photograph. The Courant gives us a 12/1/1868 date for the ground-breaking and the "new depot" wording, along with the fact that the stop does not appear on any early timetables, seems to corroborate the Jennings timeframe for creation. A late 1869 Times article tells us that "at Greens Farns a new and comfortable depot has been erected" within the last year. An 1872 newspaper list of commutation rates marks the first print appearance we have come across, the next being on an 1883 timetable. Jennings says that this was a manned flag stop until 4/7/1875, when George E. Crossman became agent at a time when six daily trains were stopping each way. Crossman subsequently became the first postmaster, a concurrent appointment frequently seen then, and two dozen "pigeon-hole" letter-boxes were made by a local carpenter and installed in the ticket office. As reported in the Register, "the old station east of the Consolidated tracks at Green's Farms" burned on 3/10/1892, sparks from a passing locomotive thought to have caused the $2,000 loss. The wording also corroborates that GREENS FARMS1 stood on the south, eastbound, side of the tracks. It is interesting that Jennings, who was born in 1855 and lived most of his life in Greens Farms, says nothing about the burning of the first station and the building of the second. [REFS: 1848-1883TTs; HDC/12/08/1868/04; NYT/12/10/1869/02; CR/06/08/1872/03; GHD1879; NHER/04/01/1880/01; NHER/03/11/1892/04; Jennings, Greens Farms, Connecticut: The Old West Parish of Fairfield, 1933, p82+; R56][rev050213]
Dave Peters Collection
|
|
|
|
GREENS FARMS2 [NYNH&H, 1892, WB]
According to Jennings, the station that stands today was built at the original location on the green and moved eastward with the completion of the four-tracking, which he says took place between 1889 and 1897 but, we know more specifically in fact that it was done by 1894. He notes that "the building actually 'rode on the cars,' because it was transported on flat cars from the old site to the new," the new being on the westbound side of the tracks. The red arrow on the 1930s map from the Jennings book shows the present depot site, though the scale is too small to distinguish that from the original location. While we had always thought that this structure dated back to the mid-nineteenth century, the 1892 pedigree nevertheless still makes it quite historic at 120 years of age in 2012. [REFS: HC/08/09/1893/04: burgled; R56]
According to Jennings, the station that stands today was built at the original location on the green and moved eastward with the completion of the four-tracking, which he says took place between 1889 and 1897 but, we know more specifically in fact that it was done by 1894. He notes that "the building actually 'rode on the cars,' because it was transported on flat cars from the old site to the new," the new being on the westbound side of the tracks. The red arrow on the 1930s map from the Jennings book shows the present depot site, though the scale is too small to distinguish that from the original location. While we had always thought that this structure dated back to the mid-nineteenth century, the 1892 pedigree nevertheless still makes it quite historic at 120 years of age in 2012. [REFS: HC/08/09/1893/04: burgled; R56]
|
|
GREENS FARMS3 [NYNH&H, 1894, EB]
This was the small structure put up on the eastbound side with the 1894 four-tracking. The green arrow points to it on the 1910 real estate atlas map and the blue arrow points to its cousin on the westbound side.
This was the small structure put up on the eastbound side with the 1894 four-tracking. The green arrow points to it on the 1910 real estate atlas map and the blue arrow points to its cousin on the westbound side.
GREENS FARMS4 [MN, c2000?, EB]
This small shelter serves the eastbound Metro North passenger today.
This small shelter serves the eastbound Metro North passenger today.
|
|
|
GREENVILLE [N&W, 1840]
Also spelled GREENEVILLE. This was an original N&W stop on opening in 1840 and the location in the town of Norwich is seen on the 1854NL map. This depot looks pretty elaborate for 1840 and may be the second to stand here. The image at right [add051713] is the ca. 1916 val map showing the station at our red arrow. According to a newspaper caption on a photo of this station, the U.S. Finishing Co. leased the property in December, 1921 and purchased it in 1941, when it may be seen at lower left, and it was razed in 1944. Charlie Williams, the last station agent, died in 1923 after 43 years service to the railroad. [REFS: HC/11/25/1923/8Z; Q84i][rev051713]
Also spelled GREENEVILLE. This was an original N&W stop on opening in 1840 and the location in the town of Norwich is seen on the 1854NL map. This depot looks pretty elaborate for 1840 and may be the second to stand here. The image at right [add051713] is the ca. 1916 val map showing the station at our red arrow. According to a newspaper caption on a photo of this station, the U.S. Finishing Co. leased the property in December, 1921 and purchased it in 1941, when it may be seen at lower left, and it was razed in 1944. Charlie Williams, the last station agent, died in 1923 after 43 years service to the railroad. [REFS: HC/11/25/1923/8Z; Q84i][rev051713]
|
|
GREENWICH1 [NY&NH, 1848, WB]
Though we have found no documentary evidence, all the images we have for the 1848 original NY&NH stations consistently show this Gothic, cross-gable style. The image on the right appeared in Connecticut Circle magazine in September of 1946 [p12]. See the virtually identical design at NORWALK1, SOUTHPORT1, STRATFORD1, and WEST HAVEN1. With this evidence, we think it likely that the stations for which we do not have photos yet, i.e. STAMFORD1, DARIEN1, and FAIRFIELD1, all shared this classic American depot style.
Though we have found no documentary evidence, all the images we have for the 1848 original NY&NH stations consistently show this Gothic, cross-gable style. The image on the right appeared in Connecticut Circle magazine in September of 1946 [p12]. See the virtually identical design at NORWALK1, SOUTHPORT1, STRATFORD1, and WEST HAVEN1. With this evidence, we think it likely that the stations for which we do not have photos yet, i.e. STAMFORD1, DARIEN1, and FAIRFIELD1, all shared this classic American depot style.
Connecticut Historical Society
GREENWICH2 [NYNH&H, 1873, WB]
John Roy says the station here was a double building and apparently this is it. The 1873 build date, as documented by the railroad commissioners in their annual report issued the following year, may just apply to the left wing. We wonder if the far building is not GREENWICH1 shorn of its gables. [CC/01/03/1874/04; CRC21.1874.19; R57][rev011813]
John Roy says the station here was a double building and apparently this is it. The 1873 build date, as documented by the railroad commissioners in their annual report issued the following year, may just apply to the left wing. We wonder if the far building is not GREENWICH1 shorn of its gables. [CC/01/03/1874/04; CRC21.1874.19; R57][rev011813]
Dave Peters Collection
|
|
GREENWICH3 [NYNH&H, 1895, WB]
The new westbound station was a large saltbox style probably built in 1895. A report in 1893 said that the NYNH&H was going to build "a fine new stone depot" here but apparently that proved untrue. This structure stood until it was demolished in 1969 and replaced with GREENWICH5. [REFS: HC/12/13/1893/08; NHER/08/05/1895/01: eastbound(?)]
The new westbound station was a large saltbox style probably built in 1895. A report in 1893 said that the NYNH&H was going to build "a fine new stone depot" here but apparently that proved untrue. This structure stood until it was demolished in 1969 and replaced with GREENWICH5. [REFS: HC/12/13/1893/08; NHER/08/05/1895/01: eastbound(?)]
GREENWICH4 [NYNH&H, 1904, EB]
This was the new hip-roofed, eastbound station built in 1904, as mentioned by the railroad commissioners. [REFS: CRC52.1904.20; R57]
This was the new hip-roofed, eastbound station built in 1904, as mentioned by the railroad commissioners. [REFS: CRC52.1904.20; R57]
Wikipedia
GREENWICH5 [PC, 1970, WB]
This large, stucco and terra cotta, mall-like structure includes some retail shops. It opened on 3/5/1970. [REFS: HC/03/06/1970/21; R57][rev032113]
This large, stucco and terra cotta, mall-like structure includes some retail shops. It opened on 3/5/1970. [REFS: HC/03/06/1970/21; R57][rev032113]
John Roy photo
GREENWICH6 [PC, 1970, EB]
This is a smaller companion structure for the westbound station. [REFS: R57][rev011813]
This is a smaller companion structure for the westbound station. [REFS: R57][rev011813]
Dave Peters Collection
|
|
GREYSTONE [HP&F, 1855, as HOADLEYS]
Stop in the town of Plymouth and originally known as HOADLEYS on the opening of the HP&F line from Bristol to Waterbury in 1855.
GRIFFINS [> CLARKVILLE]
Stop in the town of Plymouth and originally known as HOADLEYS on the opening of the HP&F line from Bristol to Waterbury in 1855.
GRIFFINS [> CLARKVILLE]
GROSVENORDALE1 [N&W, 1840, as MASONVILLE]
The N&W opened through the town of Thompson in 1840 and the depot location is seen on 1868 map.
The N&W opened through the town of Thompson in 1840 and the depot location is seen on 1868 map.
Dave Peters Collection
|
|
GROSVENORDALE2 [N&W, c1880?]
Our assumption, based on its size, is that this structure was the second station here. It looks quite similar to the one at NORTH GROSVENORDALE but differences can be seen. The railroad commissioners said that there were plans to abandon both stations and to build a new intermediate replacement depot but the newspaper said in 1909 that this had not been completed yet and apparently never was. [REFS: RRC40.252; HC/12/04/1909/06]
Our assumption, based on its size, is that this structure was the second station here. It looks quite similar to the one at NORTH GROSVENORDALE but differences can be seen. The railroad commissioners said that there were plans to abandon both stations and to build a new intermediate replacement depot but the newspaper said in 1909 that this had not been completed yet and apparently never was. [REFS: RRC40.252; HC/12/04/1909/06]
|
|
GROTON1 [NL&S, 1858; depot, 1860]
Also known as GROTON BANK, this terminus was established by the NL&S late in 1858 when it opened the lower track seen on the 1893 map at left. From this point traffic was to be ferried across the harbor to connect with the NH&NL in New London. The two roads then merged to form the NHNL&S which was leased by the NYP&B. Whatever was here in 1859 was greatly supplemented to produce a 300x50-ft structure with two tracks running through it, similar to the appearance of STONINGTON2 whose image we have copied here at right. An eight-stall engine house and other structures were also to be built here, with service to begin on September 17, 1860. This complex served to supplant the Stonington terminus for boats to New York until it was destroyed by an 1864 fire that saw the steamer Commonwealth “burned to the water’s edge” and a large number of rail cars lost as well. With the NYP&B already contemplating the abandonment in favor of newer facilities back at Stonington, it nevertheless paid $400,000 to the NHNL&S, newly organized as the Shore Line RR, to buy the line from Stonington to Groton for through rail traffic. [REFS: HDC/08/30/1860/02; NLDC/09/15/1860/03; HDC/12/17/1864/02; MJ/12/30/1865/02]
Also known as GROTON BANK, this terminus was established by the NL&S late in 1858 when it opened the lower track seen on the 1893 map at left. From this point traffic was to be ferried across the harbor to connect with the NH&NL in New London. The two roads then merged to form the NHNL&S which was leased by the NYP&B. Whatever was here in 1859 was greatly supplemented to produce a 300x50-ft structure with two tracks running through it, similar to the appearance of STONINGTON2 whose image we have copied here at right. An eight-stall engine house and other structures were also to be built here, with service to begin on September 17, 1860. This complex served to supplant the Stonington terminus for boats to New York until it was destroyed by an 1864 fire that saw the steamer Commonwealth “burned to the water’s edge” and a large number of rail cars lost as well. With the NYP&B already contemplating the abandonment in favor of newer facilities back at Stonington, it nevertheless paid $400,000 to the NHNL&S, newly organized as the Shore Line RR, to buy the line from Stonington to Groton for through rail traffic. [REFS: HDC/08/30/1860/02; NLDC/09/15/1860/03; HDC/12/17/1864/02; MJ/12/30/1865/02]
GROTON2 [NYP&B, 1864]
This was a small station erected at Groton Bank after the 1864 fire. This continued to be the steamboat terminus for New York traffic until 1/8/1866 when the boats again docked at Stonington. Even thereafter, Groton Bank continued to be the transfer point for traffic to and from New London between the SLRR and the NYP&B until the Thames River bridge was built in 1889. The upper line on the 1893 map in the previous entry was built at that time to meet the new bridge from a point that would become known as POQUONNOCK JUNCTION. We have no photograph of GROTON2. [REFS: HDC/01/09/1866/02]
This was a small station erected at Groton Bank after the 1864 fire. This continued to be the steamboat terminus for New York traffic until 1/8/1866 when the boats again docked at Stonington. Even thereafter, Groton Bank continued to be the transfer point for traffic to and from New London between the SLRR and the NYP&B until the Thames River bridge was built in 1889. The upper line on the 1893 map in the previous entry was built at that time to meet the new bridge from a point that would become known as POQUONNOCK JUNCTION. We have no photograph of GROTON2. [REFS: HDC/01/09/1866/02]
Dave Peters Collection
|
|
|
|
|
GROTON3 [NYNH&H, 1899]
The val photo at upper left is dated 4/12/1917 and the shot at upper right is a 1930s Louis H. Benton. This station was on the relocated Shore Line built to meet the new bridge across the Thames River that opened on October 10, 1889. When the old boat Groton, which had plied the waters between the shores for the last 30 years, steamed under the new bridge, according to the Register, its whistle tooted its own funeral dirge, at which time all the flags on the new bridge were unfurled. "Then came a dint such as New London had never heard before," with the whistles on tugs, steam yachts and assembled locomotives blown at once. Crowds on both shores cheered and cannons fired as the Shore Line became all-rail for the first time in history. In the 1893 map at lower left, GROTON3 is at the upper red arrow and the site of GROTON1 is at the lower arrow. The old trackage to the steamboat landing was retained and is still in use today to serve Pfizer and a fuel storage facility. The photo at lower middle is a rear view of the station. You have to look closely to see the outline of the turret on the front of this attractive and uniquely designed structure, somewhat reminiscent of BRANFORD3. The 1915 val map at lower right shows the station highlighted in yellow, south of the track where the west leg of the wye connected the N&W with the Shore Line in 1899. [REFS: HDC/08/31/1882/04: new depot(?); NHER/10/10/1889/01][rev032113]
The val photo at upper left is dated 4/12/1917 and the shot at upper right is a 1930s Louis H. Benton. This station was on the relocated Shore Line built to meet the new bridge across the Thames River that opened on October 10, 1889. When the old boat Groton, which had plied the waters between the shores for the last 30 years, steamed under the new bridge, according to the Register, its whistle tooted its own funeral dirge, at which time all the flags on the new bridge were unfurled. "Then came a dint such as New London had never heard before," with the whistles on tugs, steam yachts and assembled locomotives blown at once. Crowds on both shores cheered and cannons fired as the Shore Line became all-rail for the first time in history. In the 1893 map at lower left, GROTON3 is at the upper red arrow and the site of GROTON1 is at the lower arrow. The old trackage to the steamboat landing was retained and is still in use today to serve Pfizer and a fuel storage facility. The photo at lower middle is a rear view of the station. You have to look closely to see the outline of the turret on the front of this attractive and uniquely designed structure, somewhat reminiscent of BRANFORD3. The 1915 val map at lower right shows the station highlighted in yellow, south of the track where the west leg of the wye connected the N&W with the Shore Line in 1899. [REFS: HDC/08/31/1882/04: new depot(?); NHER/10/10/1889/01][rev032113]
GROVE BEACH1 [NYNH&H, c1880]
The val photo information indicates that this is the old station, still standing in 1916 and still railroad property for valuation purposes. It is also seen in the next listing in the distance beyond the new station. This stop in the town of Westbrook may not have debuted until the 1880s but does appear on our 1894TT. The Register reported a string of burglaries at post offices and railroad stations that included a 9/17/1894 break-in here. [REFS: NHER/02/26/1895/01][rev022813]
The val photo information indicates that this is the old station, still standing in 1916 and still railroad property for valuation purposes. It is also seen in the next listing in the distance beyond the new station. This stop in the town of Westbrook may not have debuted until the 1880s but does appear on our 1894TT. The Register reported a string of burglaries at post offices and railroad stations that included a 9/17/1894 break-in here. [REFS: NHER/02/26/1895/01][rev022813]
Dave Peters Collection
|
|
Dave Peters Collection
GROVE BEACH2 [NYNH&H, 1899]
This beautiful accommodation replaced the small shelter here in 1899. The val photo to the left shows off the station's unique lines, quite in contrast to the standard saltbox-like structures at Clinton and Madison. In some ways an unexpected munificence on the railroad's part, this stylish facility served only a small, largely seasonal community here. Oddly enough, no newspaper articles have been found covering the opening of the station that certainly must have been celebrated by the locals [REFS: CRC47.1899.29]
This beautiful accommodation replaced the small shelter here in 1899. The val photo to the left shows off the station's unique lines, quite in contrast to the standard saltbox-like structures at Clinton and Madison. In some ways an unexpected munificence on the railroad's part, this stylish facility served only a small, largely seasonal community here. Oddly enough, no newspaper articles have been found covering the opening of the station that certainly must have been celebrated by the locals [REFS: CRC47.1899.29]
|
|
|
GUILFORD1 [NH&NL, 1852]
This historic structure was taken down by Amtrak on 2/23/2000 without notice to the preservationists and town officials who were working on a plan to restore it. The building had not been used for passenger service since about 1950, according to an article in Meriden's Record-Journal, but railroad employees had been using it as a reporting station. One might wonder how that was allowed when, in answer to public outcry, Amtrak said that the building was "leaning toward the tracks... ready to collapse," and that they "always try to preserve these things." The location is shown on the 1856NH map. The one in the middle is perhaps ca. 1930, according to Richard Fleischer, based on the style of platform lamps and what may be an I-4 leading the train. The 1875 brick-enclosed water tank and the engine house were still standing, but deteriorating, in 2012. The shot at right is dated 1982. The distinctive 'compass' detail on the passenger station was a NYP&B embellishment from the period of its control of the old NH&NL from 1858 to 1864. [REFS: CRC22.1875.9; HC/07/28/1913/15; MRJ/2/26/2000/??]
This historic structure was taken down by Amtrak on 2/23/2000 without notice to the preservationists and town officials who were working on a plan to restore it. The building had not been used for passenger service since about 1950, according to an article in Meriden's Record-Journal, but railroad employees had been using it as a reporting station. One might wonder how that was allowed when, in answer to public outcry, Amtrak said that the building was "leaning toward the tracks... ready to collapse," and that they "always try to preserve these things." The location is shown on the 1856NH map. The one in the middle is perhaps ca. 1930, according to Richard Fleischer, based on the style of platform lamps and what may be an I-4 leading the train. The 1875 brick-enclosed water tank and the engine house were still standing, but deteriorating, in 2012. The shot at right is dated 1982. The distinctive 'compass' detail on the passenger station was a NYP&B embellishment from the period of its control of the old NH&NL from 1858 to 1864. [REFS: CRC22.1875.9; HC/07/28/1913/15; MRJ/2/26/2000/??]
