Track 12: CT Passenger Stations, HE-K
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.
HEBRON [> TURNERVILLE]
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Dave Peters Collection
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HIGGANUM [CV, 1871]
There were decorations on this new depot on the CV's opening day in 1871. According to Max Miller, this station caught fire and was razed around 1966. [REFS: HDC/08/25/1871/ 02]
There were decorations on this new depot on the CV's opening day in 1871. According to Max Miller, this station caught fire and was razed around 1966. [REFS: HDC/08/25/1871/ 02]
HIGH ROCK GROVE [NRR, c1875]
Picnic grove stop in Beacon Falls. [REFS: NHER/06/05/1879/02; HDC/06/21/1880/02]
HIGH STREET (JUNCTION) [> COLLINSVILLE2,4]
Picnic grove stop in Beacon Falls. [REFS: NHER/06/05/1879/02; HDC/06/21/1880/02]
HIGH STREET (JUNCTION) [> COLLINSVILLE2,4]
Max Miller Collection
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Max Miller Collection
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Phil Wooding Collection
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HIGHLAND [M&C, 1885]
The PUC photos at upper left and right date to 6/9/1927. The map at lower right indicates that this station was retired by the NYNH&H on 4/18/1933 per AFE 28546, the red arrow pointing to the station structure. This would be in keeping with the 1932 date given by Snow as being when service to WESTFIELD was discontinued. That date, however, is problematic here as elsewhere [see BULLUS] where there is an absence of overhead wires for the electric service that replaced steam in 1907 on this line. The shot at lower left [add9/3] shows the "pretty little station," as it was described in 1888, after it was abandoned. Already, the trackside edge of its overhang had been shorn off, probably for some clearance reason. Notes on the new photo, once in the collection of the late Col C.B. McCoid, an inveterate railroad enthusiast and historian, say Conn. Co. service ended in 1931. [REFS: C175; S20,27][rev032213]
The PUC photos at upper left and right date to 6/9/1927. The map at lower right indicates that this station was retired by the NYNH&H on 4/18/1933 per AFE 28546, the red arrow pointing to the station structure. This would be in keeping with the 1932 date given by Snow as being when service to WESTFIELD was discontinued. That date, however, is problematic here as elsewhere [see BULLUS] where there is an absence of overhead wires for the electric service that replaced steam in 1907 on this line. The shot at lower left [add9/3] shows the "pretty little station," as it was described in 1888, after it was abandoned. Already, the trackside edge of its overhang had been shorn off, probably for some clearance reason. Notes on the new photo, once in the collection of the late Col C.B. McCoid, an inveterate railroad enthusiast and historian, say Conn. Co. service ended in 1931. [REFS: C175; S20,27][rev032213]
HINCHCLIFF BRIDGE [> JERICHO]
HITCHCOCKS [> MILLDALE]
HOADLEYS [> GREYSTONE]
HOBARTS [NY&NE, c1881]
This was a passenger stop on some timetables after 1881 at the junction of the HRR and NY&NE in Brookfield.
HOP BROOK [> UNION CITY/W]
HITCHCOCKS [> MILLDALE]
HOADLEYS [> GREYSTONE]
HOBARTS [NY&NE, c1881]
This was a passenger stop on some timetables after 1881 at the junction of the HRR and NY&NE in Brookfield.
HOP BROOK [> UNION CITY/W]
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HOP RIVER [HP&F, 1849]
This stop in the town of Coventry was established in 1849 by the HP&F. There may have been an older depot here prior to this large structure. [REFS: NHDP/02/13/1879/04; R60: now a home; LR: sold after 6/39]
This stop in the town of Coventry was established in 1849 by the HP&F. There may have been an older depot here prior to this large structure. [REFS: NHDP/02/13/1879/04; R60: now a home; LR: sold after 6/39]
HOPKINS [> SOUTH WILTON]
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HOSKINS1 [NH&N, 1850, as WESTOVER; NYNH&H depot, c1890(?)]
May have been known as WESTOVER in early days. In 1880 when the NY&NE valued the CW property for a prospective lease was, they reported a freight structure worth $250 here that was in good repair. [REFS: CHS CW/NYNE lease]
May have been known as WESTOVER in early days. In 1880 when the NY&NE valued the CW property for a prospective lease was, they reported a freight structure worth $250 here that was in good repair. [REFS: CHS CW/NYNE lease]
HOSKINS2 [NYNH&H, c1900]
[REFS: HC/11/04/1899/05: new station to be built; N3.18: photo dated 6/22/1929, station built 1901]
[REFS: HC/11/04/1899/05: new station to be built; N3.18: photo dated 6/22/1929, station built 1901]
HOUGHS MILL [> CHESHIRE STREET]
HUMPHREYSVILLE [> SEYMOUR]
HUNTINGTON [> SHELTON]
INCHCLIFF BRIDGE [> JERICHO]
IVES1,2 [> MOUNT CARMEL2,3]
HUMPHREYSVILLE [> SEYMOUR]
HUNTINGTON [> SHELTON]
INCHCLIFF BRIDGE [> JERICHO]
IVES1,2 [> MOUNT CARMEL2,3]
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JERICHO [NRR, 1849]
This is somewhat obscure and we do not know if it was an actual stop in the town of Thomaston. The only place we have seen it is on what is probably an employee timetable of 6/15/1908 in Connecticut Railroads [p89], where it is put 1.23 miles south of REYNOLDS BRIDGE. There has been a railroad bridge here from the opening of the NRR and in 1852 it was the site of a derailment attempt. The 1854LC map at left presents the area at almost that exact time but no station is indicated. This may be synonomous with (H)Inchcliff Bridge which was the NRR's terminus for a short while during its construction north from Waterbury. An 1849 newspaper article says "grand rail road excursion" trains on July 4th would be running from here to Bridgeport and New Haven. [REFS: RF/06/26/1849/03; HC/09/06/1852/02][rev022513]
This is somewhat obscure and we do not know if it was an actual stop in the town of Thomaston. The only place we have seen it is on what is probably an employee timetable of 6/15/1908 in Connecticut Railroads [p89], where it is put 1.23 miles south of REYNOLDS BRIDGE. There has been a railroad bridge here from the opening of the NRR and in 1852 it was the site of a derailment attempt. The 1854LC map at left presents the area at almost that exact time but no station is indicated. This may be synonomous with (H)Inchcliff Bridge which was the NRR's terminus for a short while during its construction north from Waterbury. An 1849 newspaper article says "grand rail road excursion" trains on July 4th would be running from here to Bridgeport and New Haven. [REFS: RF/06/26/1849/03; HC/09/06/1852/02][rev022513]
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JEWETT CITY/N1 [N&W, 1840]
This stop in the town of Griswold was established in 1840 by the N&W. The 1854NL map is on the left. On the 1889 Burleigh bird's-eye map [click here] to the right, the depot is seen with the locator number '5' on the roof. [rev032213]
This stop in the town of Griswold was established in 1840 by the N&W. The 1854NL map is on the left. On the 1889 Burleigh bird's-eye map [click here] to the right, the depot is seen with the locator number '5' on the roof. [rev032213]
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Dave Peters Collection
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JEWETT CITY/N2 [NYNH&H, 1899]
[REFS: HDC/01/24/1898/11; NHER/07/01/1899/03; CRC.47.1899.31]
[REFS: HDC/01/24/1898/11; NHER/07/01/1899/03; CRC.47.1899.31]
JEWETT CITY/H [HP&F, 1854; depot, 1861]
Later called LISBON. Even though this station was established in 1854 west of the Quinebaug River in the township of Lisbon, it was called JEWETT CITY on HP&F and NY&NE timetables for the better-known manufacturing village in the township of Griswold. We have put it under this listing so as to have the original name take precedence. On many maps, the dot for the stop west of the river is unlabeled on the assumption that it will be read as coinciding with the station to the east. The RRMs actually show two separate JEWETT CITY stops. Apparently, the duplicate names were of no concern even to the NY&NE because the stops were under two different operating divisions. The official renaming of this station as LISBON is first seen in the NHAR for 1899 immediately after the NYNH&H's 1898 takeover of the NY&NE. [REFS: HPFAR12.1861.7: station built; HDC/05/07/1874/02][rev032213]
Later called LISBON. Even though this station was established in 1854 west of the Quinebaug River in the township of Lisbon, it was called JEWETT CITY on HP&F and NY&NE timetables for the better-known manufacturing village in the township of Griswold. We have put it under this listing so as to have the original name take precedence. On many maps, the dot for the stop west of the river is unlabeled on the assumption that it will be read as coinciding with the station to the east. The RRMs actually show two separate JEWETT CITY stops. Apparently, the duplicate names were of no concern even to the NY&NE because the stops were under two different operating divisions. The official renaming of this station as LISBON is first seen in the NHAR for 1899 immediately after the NYNH&H's 1898 takeover of the NY&NE. [REFS: HPFAR12.1861.7: station built; HDC/05/07/1874/02][rev032213]
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JUDDS BRIDGE [SRR, 1873]
This was a stop established in 1873 on the Shepaug line in the town of Roxbury. An out-of-service bridge, a circuitous journey, and a chance encounter led us to discover that this depot is still standing and still in use as part of a residence. This appears neither in John Roy's book nor on the CRS list of extant railroads stations [click here]. [REFS: HDC/08/08/1873/04: depot built; CWN/08/21/1874/02: new depot being built for Stone company opening granite quarry]
This was a stop established in 1873 on the Shepaug line in the town of Roxbury. An out-of-service bridge, a circuitous journey, and a chance encounter led us to discover that this depot is still standing and still in use as part of a residence. This appears neither in John Roy's book nor on the CRS list of extant railroads stations [click here]. [REFS: HDC/08/08/1873/04: depot built; CWN/08/21/1874/02: new depot being built for Stone company opening granite quarry]
Dave Peters Collection
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KENT/H1 [HRR, 1842, as KENT PLAINS]
This was the first location of a station in the town of Kent when the HRR built to the state line in 1842. According to John Roy [p61], it was in the Kent Plains Hotel that was about 200 feet south of the present station, our KENT/H2. The 1854LC map shows where the original station was. [REFS: D72; R61]
This was the first location of a station in the town of Kent when the HRR built to the state line in 1842. According to John Roy [p61], it was in the Kent Plains Hotel that was about 200 feet south of the present station, our KENT/H2. The 1854LC map shows where the original station was. [REFS: D72; R61]
Edward J. Ozog Collection
Max Miller Collection
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KENT/H2 [HRR, 1874]
By the 1870s the railroad decided to abandon KENT1 at the Kent Plains Hotel and build its own depot. If you follow all the newspaper accounts, the progress toward this goal was unbelievably slow, starting in July, 1872 when the paper said "The H.R.R. Co. have commenced work on their new depot in this place, and have begun in earnest. The first of August will see the structure all in running order, a thing long needed." Indeed! Later reports told of the foundation not being laid until April, 1873 and it was a year and a half more before Middletown's Daily Constitution said that it was almost completed at a cost of between $5,000 and $6,000. The Connecticut Western News gave the final appraisal in January, 1875, saying that the depot was one of the finest on the Housatonic road... an ample structure and elaborately finished, being provided with everything that can in any wise conduce to the convenience and comfort of the patrons of the road and its business. We congratulate Agent Smith on his new and elegant quarters. The railroad commissioners also mention its completion in their next annual report. This venerable structure still stands today as a town landmark. The postcard at upper left, interestingly, was mailed from a mother in Kent to her daughter in New York City on 11/19/1955. As Ed Ozog points out, this was five years after steam was gone. Someone thought the card, which was either still for sale as a nostalgia piece or had been purchased years before, was worth holding on to and sending at this point. This is certainly a handsome photo of a powerful I-2 Pacific at a rural Connecticut country depot and the "this way to New York" notation adds a personal touch. The PUC photo at lower left is dated 9/25/1924 and the shot at lower right probably is a ca. 1930 Benton and Drake. [REFS: CWN/06/14/1872/02; CWN/06/21/1872/02; CWN/04/11/1873/02; HDC/04/15/1873/04; HDC/09/30/1874/02; DC/11/11/1874/03; CRC22.1875.34;D73; CWN/01/29/1875/02; R61][rev100512]
By the 1870s the railroad decided to abandon KENT1 at the Kent Plains Hotel and build its own depot. If you follow all the newspaper accounts, the progress toward this goal was unbelievably slow, starting in July, 1872 when the paper said "The H.R.R. Co. have commenced work on their new depot in this place, and have begun in earnest. The first of August will see the structure all in running order, a thing long needed." Indeed! Later reports told of the foundation not being laid until April, 1873 and it was a year and a half more before Middletown's Daily Constitution said that it was almost completed at a cost of between $5,000 and $6,000. The Connecticut Western News gave the final appraisal in January, 1875, saying that the depot was one of the finest on the Housatonic road... an ample structure and elaborately finished, being provided with everything that can in any wise conduce to the convenience and comfort of the patrons of the road and its business. We congratulate Agent Smith on his new and elegant quarters. The railroad commissioners also mention its completion in their next annual report. This venerable structure still stands today as a town landmark. The postcard at upper left, interestingly, was mailed from a mother in Kent to her daughter in New York City on 11/19/1955. As Ed Ozog points out, this was five years after steam was gone. Someone thought the card, which was either still for sale as a nostalgia piece or had been purchased years before, was worth holding on to and sending at this point. This is certainly a handsome photo of a powerful I-2 Pacific at a rural Connecticut country depot and the "this way to New York" notation adds a personal touch. The PUC photo at lower left is dated 9/25/1924 and the shot at lower right probably is a ca. 1930 Benton and Drake. [REFS: CWN/06/14/1872/02; CWN/06/21/1872/02; CWN/04/11/1873/02; HDC/04/15/1873/04; HDC/09/30/1874/02; DC/11/11/1874/03; CRC22.1875.34;D73; CWN/01/29/1875/02; R61][rev100512]
KENT/D [> SOUTH WILTON]
KENT FURNACE [> NORTH KENT]
KENT FURNACE [> NORTH KENT]
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KENT ROAD [PC, 1978]
This station was just below the old SOUTH WILTON, aka KENT, depot and reportedly opened in January of 1976 for employees of Perkin Elmer. This belated accommodation was in the Penn Central era just before the creation of Conrail. In 1986, Cornwall says two daily trains each way were still making this stop and serving a few riders. Growing traffic congestion on Rte. 7 had already persuaded the optics company to build a new plant in Danbury in 1966 rather than expanding the one here and the trend continued until Metro North, according to a Wilton Bulletin article, moved to discontinue service here as of 1/16/1994. The railroad said that ridership had dwindled to 15 passengers per day and a newly refurbished MERRITT 7 station, 1.2 miles to the south, was expected to serve instead, with CDOT running van shuttles between the two locations for at least the next six months. Many thanks to Dave Sullivan, a new TCS contributor, for sending in an article that sheds light on two stations at once! The shot on the left looks north and the one on the right looks south with the parking area on the east side of the track and shelter. [REFS: HC/10/30/1966/8A; WB/01/12/1994/02; P103]
This station was just below the old SOUTH WILTON, aka KENT, depot and reportedly opened in January of 1976 for employees of Perkin Elmer. This belated accommodation was in the Penn Central era just before the creation of Conrail. In 1986, Cornwall says two daily trains each way were still making this stop and serving a few riders. Growing traffic congestion on Rte. 7 had already persuaded the optics company to build a new plant in Danbury in 1966 rather than expanding the one here and the trend continued until Metro North, according to a Wilton Bulletin article, moved to discontinue service here as of 1/16/1994. The railroad said that ridership had dwindled to 15 passengers per day and a newly refurbished MERRITT 7 station, 1.2 miles to the south, was expected to serve instead, with CDOT running van shuttles between the two locations for at least the next six months. Many thanks to Dave Sullivan, a new TCS contributor, for sending in an article that sheds light on two stations at once! The shot on the left looks north and the one on the right looks south with the parking area on the east side of the track and shelter. [REFS: HC/10/30/1966/8A; WB/01/12/1994/02; P103]
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Max Miller Collection
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KITEMAUG [NLN, c1880?]
This fashionable little structure was for an NLN flag stop about a mile above MONTVILLE and, as handily indicated on the signboard, seven miles up from New London. It has not been seen on early timetables but did begin to appear on the RRMs in 1882, but spelled with one T. The THAMES GROVE stop appears at the same time on the RRMs [upper left] may be synonymous with it, the name change coming when the grove was purchased by new owners. According to the Images of America book Montville, the Kitemaug Association was formed in 1879 and purchased what was called Smith's Grove here, possibly called Bolles Grove even earlier. An 1893 newspaper noted part of the attraction as the rocky outcropping on the shore called 'Uncas' chair,' an "aboriginal piece of furniture" carved into the granite where the chief reportedly sat awaiting news from the Narragansett war. The association structures would later include a dining hall, clubhouse, caretaker's cottage, and a wharf where private launches and the excursion steamer Ella would dock. The group's heyday passed in the late 1890s, the property was sold, and the clubhouse burned in 1915. In 1918, Camp Dewey, a U.S. Junior Naval Reserve facility, began to use the property, training as many as 300 young men for naval and merchant marine service. In the late 1920s, a Norwich boating club ran races from Kitemaug. The captioning on the photo betrays it as a Benton and Drake image from the 1930s, the latter gracing the image while Benton takes the shot. Drake's touring car, usually a tell-tale sign in these photos, must be parked out of sight. The station building looks well cared for even at this late date, long after politicians, businessmen, and would-be sailors ceased frequenting the grounds in numbers. Passenger service on the CV lasted until 1947. [REFS: HDC/06/09/1879/04; NHER/09/25/1879/04; HDC/08/02/1880/02; NHER/08/06/1880/04; NHER/08/26/1880/04; NHER/09/26/1882/04; NHER/11/19/1884/01; NHER/06/26/1893/07; HC/05/20/1917/Z10; NYT/06/24/1917/04; HC/06/15/1918/02; HC/05/27/1929/15; HC/07/01/1929/14; RRM1882-1912; GHD1886-1913; RAM1916-1926; K101][rev032213]
Click here to continue
This fashionable little structure was for an NLN flag stop about a mile above MONTVILLE and, as handily indicated on the signboard, seven miles up from New London. It has not been seen on early timetables but did begin to appear on the RRMs in 1882, but spelled with one T. The THAMES GROVE stop appears at the same time on the RRMs [upper left] may be synonymous with it, the name change coming when the grove was purchased by new owners. According to the Images of America book Montville, the Kitemaug Association was formed in 1879 and purchased what was called Smith's Grove here, possibly called Bolles Grove even earlier. An 1893 newspaper noted part of the attraction as the rocky outcropping on the shore called 'Uncas' chair,' an "aboriginal piece of furniture" carved into the granite where the chief reportedly sat awaiting news from the Narragansett war. The association structures would later include a dining hall, clubhouse, caretaker's cottage, and a wharf where private launches and the excursion steamer Ella would dock. The group's heyday passed in the late 1890s, the property was sold, and the clubhouse burned in 1915. In 1918, Camp Dewey, a U.S. Junior Naval Reserve facility, began to use the property, training as many as 300 young men for naval and merchant marine service. In the late 1920s, a Norwich boating club ran races from Kitemaug. The captioning on the photo betrays it as a Benton and Drake image from the 1930s, the latter gracing the image while Benton takes the shot. Drake's touring car, usually a tell-tale sign in these photos, must be parked out of sight. The station building looks well cared for even at this late date, long after politicians, businessmen, and would-be sailors ceased frequenting the grounds in numbers. Passenger service on the CV lasted until 1947. [REFS: HDC/06/09/1879/04; NHER/09/25/1879/04; HDC/08/02/1880/02; NHER/08/06/1880/04; NHER/08/26/1880/04; NHER/09/26/1882/04; NHER/11/19/1884/01; NHER/06/26/1893/07; HC/05/20/1917/Z10; NYT/06/24/1917/04; HC/06/15/1918/02; HC/05/27/1929/15; HC/07/01/1929/14; RRM1882-1912; GHD1886-1913; RAM1916-1926; K101][rev032213]
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