Track 12: CT Passenger Stations, M-ME
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.
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MADISON1 [NH&NL, 1852]
This stop was established in 1852 when the NH&NL opened and the first depot was likely built at that time. The images we have thus far are the shot from the 1881 Bailey bird's-eye map [click here] at upper left and what we were able to take from a 1916 valuation shot. The depot pedigree is authenticated by the compass ornament that the NYP&B affixed to the stations when it was lessee of this line from 1858 to 1862. This decoration has been noted in photographs or on the Bailey maps for BRANFORD1, STONY CREEK1, CLINTON1, WESTBROOK1, NOANK, WEST MYSTIC, and MYSTIC1, several of which structures are extant and still sport this detail today. The location of this first station was at the intersection of Wall St. and Railroad Ave., as seen on the 1868 Beers map at lower left and, at lower right, on the snippet from our CTTRAXMAP on Track 11. MADISON1 was moved west to become the freight house when MADISON2 was built. Its last move was to the corner of Rte. 79 and Old State Hwy 79, and served as the senior center until early 2011 when it was razed and replaced by a structure built in similar style. [REFS: R63][rev121612]
This stop was established in 1852 when the NH&NL opened and the first depot was likely built at that time. The images we have thus far are the shot from the 1881 Bailey bird's-eye map [click here] at upper left and what we were able to take from a 1916 valuation shot. The depot pedigree is authenticated by the compass ornament that the NYP&B affixed to the stations when it was lessee of this line from 1858 to 1862. This decoration has been noted in photographs or on the Bailey maps for BRANFORD1, STONY CREEK1, CLINTON1, WESTBROOK1, NOANK, WEST MYSTIC, and MYSTIC1, several of which structures are extant and still sport this detail today. The location of this first station was at the intersection of Wall St. and Railroad Ave., as seen on the 1868 Beers map at lower left and, at lower right, on the snippet from our CTTRAXMAP on Track 11. MADISON1 was moved west to become the freight house when MADISON2 was built. Its last move was to the corner of Rte. 79 and Old State Hwy 79, and served as the senior center until early 2011 when it was razed and replaced by a structure built in similar style. [REFS: R63][rev121612]
Dave Peters Collection
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MADISON2 [NYNH&H, 1896]
This saltbox-style station opened in 1896 west of the old location and MADISON1 was moved to sit adjacent as the freight house on the new depot grounds, as seen on the 1915 val map at lower right. The val photo at upper left seems to be dated 4/11/1916 and the view looks east, as does the image at lower left. The shot at upper right looks west. This station, unlike most saltboxes, sported a fancy porte cochere on the street side that is seen in the val photo. [REFS: CRC44.1896.15; HC/03/27/1973/13: PC to raze shelters and abandon service]
This saltbox-style station opened in 1896 west of the old location and MADISON1 was moved to sit adjacent as the freight house on the new depot grounds, as seen on the 1915 val map at lower right. The val photo at upper left seems to be dated 4/11/1916 and the view looks east, as does the image at lower left. The shot at upper right looks west. This station, unlike most saltboxes, sported a fancy porte cochere on the street side that is seen in the val photo. [REFS: CRC44.1896.15; HC/03/27/1973/13: PC to raze shelters and abandon service]
Lee Carlson photo
MADISON3 [SLE, 1990]
With the inauguration of Shore Line East service in May, 1990, this shelter and ones like it were put up all along the route. This one stood until July, 2008 when MADISON4 was built.
With the inauguration of Shore Line East service in May, 1990, this shelter and ones like it were put up all along the route. This one stood until July, 2008 when MADISON4 was built.
MADISON4 [SLE, 2008]
Shore Line East station, as seen on 8/2/2010.
Shore Line East station, as seen on 8/2/2010.
MAMACOKE [> HARRISONS]
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Connecticut Historical Society
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MANCHESTER1 [HP&F, 1849, as UNION VILLAGE]
The first name for this stop when the HP&F opened in 1849 was reportedly UNION VILLAGE, as is seen on this 1855HC map at left but an 1851TT, however, already lists it as MANCHESTER. The station structure is seen on the Bailey 1880 bird's-eye map at middle. The train that is approaching is on the South Manchester RR and has just come up from the Cheney factories, which the tiny railroad connected to what was by now the NY&NE mainline. The timing of this sketch was fortuitous for, had the Bailey artist arrived in 1881 after MANCHESTER2 was built, we would not have this image of the first station. Click here for the LOC map collection. The photo at right was a lucky find at CHS. Although the sketch image shows two chimneys at the time it was done, it otherwise seems to match the photograph, right down to the trim design on the bargeboards.
The first name for this stop when the HP&F opened in 1849 was reportedly UNION VILLAGE, as is seen on this 1855HC map at left but an 1851TT, however, already lists it as MANCHESTER. The station structure is seen on the Bailey 1880 bird's-eye map at middle. The train that is approaching is on the South Manchester RR and has just come up from the Cheney factories, which the tiny railroad connected to what was by now the NY&NE mainline. The timing of this sketch was fortuitous for, had the Bailey artist arrived in 1881 after MANCHESTER2 was built, we would not have this image of the first station. Click here for the LOC map collection. The photo at right was a lucky find at CHS. Although the sketch image shows two chimneys at the time it was done, it otherwise seems to match the photograph, right down to the trim design on the bargeboards.
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MANCHESTER2 [NY&NE, 1881]
The upper left photo is a ca. 1930 Benton and Drake. The 1893 map shows the station in Depot Square, as well as the wye for the South Manchester RR. This station, flanked by its distinctive wings, was reportedly constructed using the frame of the previous depot and was described as being in the Queen Anne style and about 25x72 feet in size. The wings are reminiscent of DANBURY3 built by Leman Oatman of Hartford also in 1881 and this may be his work as well. MANCHESTER2 served passengers until 1957. [REFS: HDC/04/15/1881/02; 5/25/1881/01; M98??: 1957][rev032213]
The upper left photo is a ca. 1930 Benton and Drake. The 1893 map shows the station in Depot Square, as well as the wye for the South Manchester RR. This station, flanked by its distinctive wings, was reportedly constructed using the frame of the previous depot and was described as being in the Queen Anne style and about 25x72 feet in size. The wings are reminiscent of DANBURY3 built by Leman Oatman of Hartford also in 1881 and this may be his work as well. MANCHESTER2 served passengers until 1957. [REFS: HDC/04/15/1881/02; 5/25/1881/01; M98??: 1957][rev032213]
MANSFIELD1 [NLW&P, 1850]
The location is as seen on the 1857TC map. The stop was established in 1850 when the NLW&P opened.
The location is as seen on the 1857TC map. The stop was established in 1850 when the NLW&P opened.
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MANSFIELD2 [NLN, c1880?]
We are not sure when this station debuted but it burned in 1930. [REFS: HC/02/08/1916/04]
We are not sure when this station debuted but it burned in 1930. [REFS: HC/02/08/1916/04]
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MANSFIELD3 [CVT, 1930]
The Benton & Drake photo at left says this station opened on 6/16/1930 and we are thinking that the only way they knew that was to have taken this shot sometime shortly thereafter. John Roy tells us that a fire on 7/2/2003 destroyed the building which was still owned by the railroad but rented out as The Depot restaurant since 1978.
[REFS: C82; R307]
The Benton & Drake photo at left says this station opened on 6/16/1930 and we are thinking that the only way they knew that was to have taken this shot sometime shortly thereafter. John Roy tells us that a fire on 7/2/2003 destroyed the building which was still owned by the railroad but rented out as The Depot restaurant since 1978.
[REFS: C82; R307]
ICC Collection / National Archives
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Archives & Special Collections, UConn
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Archives & Special Collections, UConn
MAROMAS [CV, 1871]
The val photo at upper left captured the station in 1916, and the 1915 val map at middle shows that it stood in the northwest quadrant of the Depot Rd. grade crossing. This southern part of Middletown may have been settled as early as 1696 and the first farm is said to have dated to 1722. The name may derive from the Algonquian word meaning 'bare' that applies to this rocky, forested locale. Indeed, the 1874 Beers atlas at upper right shows the pockets of feldspar, granite and silver, the latter reportedly mined back to the Revolutionary War at the location seen on the map. Nevertheless the area supported agriculture as well and the community was frequently mentioned in the newspapers for its religious, civic and social activities. In 1871 when the CV opened, the railroad certainly felt that it merited a station, the floor plan of which is seen at lower left. The image at lower middle shows the station abandoned, possibly in the 1930s after passenger service on the CV ended. This area has had its share of notoriety over the years, foremost among which were two spectacular train derailments, almost exactly a year apart, on 8/12/1910 and 8/27/1911 [lower right]. This rugged corner of Middletown has hosted the state mental health facility, now eerily closed for the most part, a 1950s HELCO power plant operated today by Northeast Utilities, and the Connecticut Atomic Nuclear Engine Laboratory [C.A.N.E.L] project, a Cold War-era effort to build nuclear-powered aircraft that was scuttled in 1961. Pratt & Whitney inherited the property which is the large complex on the CTTRAXMAP snippet at bottom left. The faintly seen Depot Rd. once took a left and descended down to river, whence a ferry plied the waters over to the landing that is still visible on the Middle Haddam side. We have more on this fascinating area our BENVENUE entry for the station just north of here. [REFS: HDC/08/25/1871/02; DC/09/21/1872/02; DN/10/29/1913/12; HC/11/29/1954/10E; HC/04/10/1955/A10B; K98][rev032213]
The val photo at upper left captured the station in 1916, and the 1915 val map at middle shows that it stood in the northwest quadrant of the Depot Rd. grade crossing. This southern part of Middletown may have been settled as early as 1696 and the first farm is said to have dated to 1722. The name may derive from the Algonquian word meaning 'bare' that applies to this rocky, forested locale. Indeed, the 1874 Beers atlas at upper right shows the pockets of feldspar, granite and silver, the latter reportedly mined back to the Revolutionary War at the location seen on the map. Nevertheless the area supported agriculture as well and the community was frequently mentioned in the newspapers for its religious, civic and social activities. In 1871 when the CV opened, the railroad certainly felt that it merited a station, the floor plan of which is seen at lower left. The image at lower middle shows the station abandoned, possibly in the 1930s after passenger service on the CV ended. This area has had its share of notoriety over the years, foremost among which were two spectacular train derailments, almost exactly a year apart, on 8/12/1910 and 8/27/1911 [lower right]. This rugged corner of Middletown has hosted the state mental health facility, now eerily closed for the most part, a 1950s HELCO power plant operated today by Northeast Utilities, and the Connecticut Atomic Nuclear Engine Laboratory [C.A.N.E.L] project, a Cold War-era effort to build nuclear-powered aircraft that was scuttled in 1961. Pratt & Whitney inherited the property which is the large complex on the CTTRAXMAP snippet at bottom left. The faintly seen Depot Rd. once took a left and descended down to river, whence a ferry plied the waters over to the landing that is still visible on the Middle Haddam side. We have more on this fascinating area our BENVENUE entry for the station just north of here. [REFS: HDC/08/25/1871/02; DC/09/21/1872/02; DN/10/29/1913/12; HC/11/29/1954/10E; HC/04/10/1955/A10B; K98][rev032213]
MARSHALLS CORNERS [> SOUND BEACH1]
MASONVILLE [> GROSVENORDALE]
MASONVILLE [> GROSVENORDALE]
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Max Miller Collection
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Max Miller Collection
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Max Miller Collection
MASSAPEAG1 [NLW&P, 1849]
This was established as a regular timetable stop in the town of Montville probably from the 1849 opening of the NLW&P and, as such, appears on the 1854NL map. The PUC notes at bottom left, probably corresponding to the 1927 date of the lower photos, say that there is a only a platform here, which is seen in the foreground. That makes the status of the building, which, with cosmetic changes seems to be the same in all the photos, unclear, at least at that time. The gentleman on the stairs over to the right might just be waiting for a train, in any case, whatever the situation was. The name of this station means 'great-water land' or 'land on the great cove,' that body of water being Massapeag Cove, aka Haughton's, today Horton Cove, just to the south of the promontory. [REFS: HDC/11/20/1865/02]
This was established as a regular timetable stop in the town of Montville probably from the 1849 opening of the NLW&P and, as such, appears on the 1854NL map. The PUC notes at bottom left, probably corresponding to the 1927 date of the lower photos, say that there is a only a platform here, which is seen in the foreground. That makes the status of the building, which, with cosmetic changes seems to be the same in all the photos, unclear, at least at that time. The gentleman on the stairs over to the right might just be waiting for a train, in any case, whatever the situation was. The name of this station means 'great-water land' or 'land on the great cove,' that body of water being Massapeag Cove, aka Haughton's, today Horton Cove, just to the south of the promontory. [REFS: HDC/11/20/1865/02]
Montville Historical Society
MASSAPEAG2 [CVT, c1930?]
Based on the PUC notes above and the style of dress the woman displays, it would seem more plausible that this simple shelter was put up in the late 1920s or 1930s for CVT riders. Passenger service lasted until 1947.
Based on the PUC notes above and the style of dress the woman displays, it would seem more plausible that this simple shelter was put up in the late 1920s or 1930s for CVT riders. Passenger service lasted until 1947.
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MECHANICSVILLE1 [B&NYC, 1854]
This location is about a mile and a half above PUTNAM, just below the Thompson town border. There is no stop here on the 1851TT but, with the completion of the East Thompson RR as part of the Boston and New York Central in 1854, a station was established where the line met the N&W. Seen first on an 1858TT, this THOMPSON JUNCTION station became MECHANICSVILLE by 1871. Given the gap of the intervening years in our timetables, precisely when this stop was renamed is unclear, but it seems safe to assume that there was some depot structure stood where shown on the 1856WC map. The railroad commissioners mention in 1877 that there is an abandoned depot here that may be moved to Hampton where one is needed but the move had not been made yet. This availability may have come about because MECHANICSVILLE2 had been built. [REFS: CRC1.1854.11; PTT107.1858.9; CRC23.1876.27; RRL/1/8/1877; SL12.2.7]
This location is about a mile and a half above PUTNAM, just below the Thompson town border. There is no stop here on the 1851TT but, with the completion of the East Thompson RR as part of the Boston and New York Central in 1854, a station was established where the line met the N&W. Seen first on an 1858TT, this THOMPSON JUNCTION station became MECHANICSVILLE by 1871. Given the gap of the intervening years in our timetables, precisely when this stop was renamed is unclear, but it seems safe to assume that there was some depot structure stood where shown on the 1856WC map. The railroad commissioners mention in 1877 that there is an abandoned depot here that may be moved to Hampton where one is needed but the move had not been made yet. This availability may have come about because MECHANICSVILLE2 had been built. [REFS: CRC1.1854.11; PTT107.1858.9; CRC23.1876.27; RRL/1/8/1877; SL12.2.7]
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MECHANICSVILLE2 [BH&E, 1865]
The newspaper said in 1865 that the Mechanicsville Co. of Putnam was erecting "a nice new building in their village near the railroad," to be used as a depot, store, office, and tenement for workers at the company's new mill. Though the wording is somewhat unclear, having this mean that the depot was here and not at Putnam would explain how the abandoned MECHANICSVILLE1 could have been considered for use at Hampton, as noted in our previous entry. The image at left appears to be the "nice new building," seen at a later date when it caught fire. The 1893 topographic map at middle shows the parallel N&W and BH&E lines, both under the control of the NY&NE by that time. The 1915 val map at right shows the location of the station at that time, just north of the junction and right where the first one stood. The old NY&NE track is seen at the top of the map coming in from the east and about to cross the N&W just south of town. [REFS: HDC/10/02/1865/02]
The newspaper said in 1865 that the Mechanicsville Co. of Putnam was erecting "a nice new building in their village near the railroad," to be used as a depot, store, office, and tenement for workers at the company's new mill. Though the wording is somewhat unclear, having this mean that the depot was here and not at Putnam would explain how the abandoned MECHANICSVILLE1 could have been considered for use at Hampton, as noted in our previous entry. The image at left appears to be the "nice new building," seen at a later date when it caught fire. The 1893 topographic map at middle shows the parallel N&W and BH&E lines, both under the control of the NY&NE by that time. The 1915 val map at right shows the location of the station at that time, just north of the junction and right where the first one stood. The old NY&NE track is seen at the top of the map coming in from the east and about to cross the N&W just south of town. [REFS: HDC/10/02/1865/02]
MELROSE1 [CC, 1876]
This stop in the town of East Windsor was established on the opening of the Connecticut Central in 1876. The first station burned and was replaced in 1897. We have no photo yet.
This stop in the town of East Windsor was established on the opening of the Connecticut Central in 1876. The first station burned and was replaced in 1897. We have no photo yet.
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MELROSE2 [NYNH&H, 1897]
This new station was built in 1897 after the old one reportedly burned. The 1915 val map shows the station on the west side of the track. [REFS: CRC45.1897.23]
This new station was built in 1897 after the old one reportedly burned. The 1915 val map shows the station on the west side of the track. [REFS: CRC45.1897.23]
MERIDEN/H1 [H&NH, 1838]
The first station was reportedly a store below Harbor Brook. This was the first terminus of the H&NH in 1838 before it built northward to Hartford in the following year.
The first station was reportedly a store below Harbor Brook. This was the first terminus of the H&NH in 1838 before it built northward to Hartford in the following year.
MERIDEN/H2 [H&NH, 1839]
Note the early H&NH open-cab locomotive and the sign for the 'Railroad Refectory,' the station waiting room in the addition that the H&NH put on the hotel that is seen behind the train. This building was known first as the Meriden Hotel, as this 1842 woodcut is dated, and would later become the Conklin Hotel. Rockey and some other sources say that the first station was where the Rogers block would be. That was also a hotel, just out of sight to the left on the south side of Main St., which would serve as a station later when the Conklin Hotel burned in the mid-1840s.
Note the early H&NH open-cab locomotive and the sign for the 'Railroad Refectory,' the station waiting room in the addition that the H&NH put on the hotel that is seen behind the train. This building was known first as the Meriden Hotel, as this 1842 woodcut is dated, and would later become the Conklin Hotel. Rockey and some other sources say that the first station was where the Rogers block would be. That was also a hotel, just out of sight to the left on the south side of Main St., which would serve as a station later when the Conklin Hotel burned in the mid-1840s.
MERIDEN/H3 [H&NH, 1840s]
This depot was another hotel in what was called the Rogers Block, south of Main St. and on the west side of the track, as shown on the 1852NH map.
This depot was another hotel in what was called the Rogers Block, south of Main St. and on the west side of the track, as shown on the 1852NH map.
MERIDEN/H4 [H&NH, 1854]
This 1875 Bailey map [click here] shows the 1854 station above locator number '3' as of this date, at what would later be the corner of Railroad Ave. and Colony St. The wooden structure burned in an 1862 fire, was rebuilt with a brick facade, and survived another fire in 1864. The freight depot on the map across the track is standing more or less in its original location, before being moved north to make room for the building of MERIDEN/H5, the same site on which MERIDEN8 and MERIDEN9 would stand. Main St. crosses the tracks to the far right. The '50' marks where MERIDEN2 in the Conklin Hotel stood before it burned and '51' denotes the Rogers Block that served as MERIDEN3. [REFS: HC/11/13/1862/02]
This 1875 Bailey map [click here] shows the 1854 station above locator number '3' as of this date, at what would later be the corner of Railroad Ave. and Colony St. The wooden structure burned in an 1862 fire, was rebuilt with a brick facade, and survived another fire in 1864. The freight depot on the map across the track is standing more or less in its original location, before being moved north to make room for the building of MERIDEN/H5, the same site on which MERIDEN8 and MERIDEN9 would stand. Main St. crosses the tracks to the far right. The '50' marks where MERIDEN2 in the Conklin Hotel stood before it burned and '51' denotes the Rogers Block that served as MERIDEN3. [REFS: HC/11/13/1862/02]
MERIDEN/H5 [NYNH&H, 1882]
Opened September, 1882; similar to WALLINGFORD2 and NEW HAVEN4, reportedly 185 feet in length and with 19 rooms upstairs. Razed c1942. [REFS: CRC30.1883.23; NHAR10.1882.6]
Opened September, 1882; similar to WALLINGFORD2 and NEW HAVEN4, reportedly 185 feet in length and with 19 rooms upstairs. Razed c1942. [REFS: CRC30.1883.23; NHAR10.1882.6]
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MERIDEN/H6 [NYNH&H, 1942]
Opened 9/21/1942; razed 1971.
Opened 9/21/1942; razed 1971.
MERIDEN/H7 [PC, 1970]
The current station was opened in 1970 by Penn Central. No photo yet.
The current station was opened in 1970 by Penn Central. No photo yet.
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MERIDEN/M1 [M&C, 1885]
This was the depot opened by the Meriden and Cromwell RR on Center St., just off Main St., in 1885 and served as its freight and passenger terminus. The map at upper left is from 1893 and the snippet to the right is from 1918 [click here]. We have yet to find any actual photos of this station. The map at middle is from Snow's History of the MW&CR. [REFS: S14]
This was the depot opened by the Meriden and Cromwell RR on Center St., just off Main St., in 1885 and served as its freight and passenger terminus. The map at upper left is from 1893 and the snippet to the right is from 1918 [click here]. We have yet to find any actual photos of this station. The map at middle is from Snow's History of the MW&CR. [REFS: S14]
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MERIDEN/M2 [MW&CR, 1889]
Glover Snow says the West Main St. station was "put into use" on 6/17/1889 and that track was still in place to serve nearby factory sidings when he was writing in 1953. [REFS: S15,27]
Glover Snow says the West Main St. station was "put into use" on 6/17/1889 and that track was still in place to serve nearby factory sidings when he was writing in 1953. [REFS: S15,27]
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MERRITT 7 [MN, 1985]
This station opened on 7/29/1985 and was touted by the Times as being the only privately built station in the state. That was probably true of existing stations still in service then, but the comment certainly ignores the fact that many stations in Connecticut were built by towns and individuals and given to the railroads to guarantee service at a particular location. Still, this was an innovative move to spur corporate and residential growth here where Norwalk Tire and Rubber once had a sizeable presence with a stop called OAKWOOD AVENUE and later the Caldor's department store chain had its administrative offices. A comparison of the upper photos in 2010 and the lower earlier shot shows the growth in this corporate enclave since 1985 with a combination of refurbished buildings and new construction. A Wilton Bulletin article in 1994 touted the renovation that CDOT had done here, including improved parking area, lighting, telephone booth, and the shelter itself. The KENT ROAD stop about a mile north was discontinued at that time as a result [REFS: NYT/07/28/1985/11/3; WB/01/12/1994/02; P95+]
This station opened on 7/29/1985 and was touted by the Times as being the only privately built station in the state. That was probably true of existing stations still in service then, but the comment certainly ignores the fact that many stations in Connecticut were built by towns and individuals and given to the railroads to guarantee service at a particular location. Still, this was an innovative move to spur corporate and residential growth here where Norwalk Tire and Rubber once had a sizeable presence with a stop called OAKWOOD AVENUE and later the Caldor's department store chain had its administrative offices. A comparison of the upper photos in 2010 and the lower earlier shot shows the growth in this corporate enclave since 1985 with a combination of refurbished buildings and new construction. A Wilton Bulletin article in 1994 touted the renovation that CDOT had done here, including improved parking area, lighting, telephone booth, and the shelter itself. The KENT ROAD stop about a mile north was discontinued at that time as a result [REFS: NYT/07/28/1985/11/3; WB/01/12/1994/02; P95+]
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MERROW1 [NLW&P, 1850]
This stop in the town of Mansfield was established in 1850 by the NLW&P. The location is seen on the 1857TC map with the village called Merrowville. We do not see any signboard but this structure is accepted as the station, probably the first although the details here are sketchy. According to an entry in the journal of Mansfield resident William Reynolds gives the events of 3/26 and 3/27/1877 as... heavy rain wind, great flood, a 300 A. [acre] resavoir at Staffordville gave way and every dam and bridge on the river below carried away as far down as Merrows Station. Twenty five buildings carried off including a bank, meeting house, railroad depot, stores, dwellings. Damage $300,000. Assuming the building in the photo is the first depot, this is the one that was washed away. [REFS: 03/28/1877/02][rev101812]
This stop in the town of Mansfield was established in 1850 by the NLW&P. The location is seen on the 1857TC map with the village called Merrowville. We do not see any signboard but this structure is accepted as the station, probably the first although the details here are sketchy. According to an entry in the journal of Mansfield resident William Reynolds gives the events of 3/26 and 3/27/1877 as... heavy rain wind, great flood, a 300 A. [acre] resavoir at Staffordville gave way and every dam and bridge on the river below carried away as far down as Merrows Station. Twenty five buildings carried off including a bank, meeting house, railroad depot, stores, dwellings. Damage $300,000. Assuming the building in the photo is the first depot, this is the one that was washed away. [REFS: 03/28/1877/02][rev101812]
MERROW2 [CVT, 1877]
This structure does not match the first station either in windows, foundation, or orientation to the track but the distances to New London and Brattleboro, 40 and 81 miles respectively, are correct for this location. We think it may be the Lincoln Brothers' store which also housed the post office and passenger station. This comes from the Courant which reported a robbery here in 1901. Interestingly, the paper reported in 1904 that lightning struck a kerosene oil tank at the country store, then owned by Frank Millard, and the destruction of the building "included the post office property, the post office being connected with the store." [REFS: HC/07/08/1901/07; HC/07/30/1904/15][rev032213]
This structure does not match the first station either in windows, foundation, or orientation to the track but the distances to New London and Brattleboro, 40 and 81 miles respectively, are correct for this location. We think it may be the Lincoln Brothers' store which also housed the post office and passenger station. This comes from the Courant which reported a robbery here in 1901. Interestingly, the paper reported in 1904 that lightning struck a kerosene oil tank at the country store, then owned by Frank Millard, and the destruction of the building "included the post office property, the post office being connected with the store." [REFS: HC/07/08/1901/07; HC/07/30/1904/15][rev032213]
Max Miller Collection
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MERROW3 [CVT, c1900]
The PUC photo on the left is probably from 1927 judging from the handwriting style and other agency shots taken that year. The station was opened by the CVT probably around 1900.
The PUC photo on the left is probably from 1927 judging from the handwriting style and other agency shots taken that year. The station was opened by the CVT probably around 1900.
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MERWINSVILLE1 [HRR, 1842, as GAYLORDS BRIDGE]
As seen on the 1854LC map, this stop was first called GAYLORD'S BRIDGE for the Galliard/Gaylord family settlers. Much has been made of local entrepreneur Sylvanus Merwin's buying of property east of the village center to capitalize on the coming of the railroad, by profiting from the land sale for the right of way, by building a trackside hotel with ticket office and waiting rooms, and by signing a railroad meal-stop contract that lasted until 1877. The renaming of the station as MERWINSVILLE probably had less to do with the railroad deal, as is generally thought, than with the appointment of the ambitious Merwin, already station master, as postmaster in place of John Gaylord. The post office was moved to the hotel and the name was changed from Gaylordsville to Merwinsville, with the HRR consequently renaming the station. The gap in our timetables from 1852 to 1857 allows us to first see this change only in 1858. While the post office designation would be changed back with the reappointment of Gaylord in 1861, the station name would remain MERWINSVILLE for the next half century. [REFS: RF/02/15/1843/02; 1851TT; HDC/07/09/1853/02; PTH107.1858.15; Samuel Orcutt, History of the Towns of New Milford and Bridgewater, Connecticut, 1703-1882, p384+; C56; R55; NL9.7.7]
As seen on the 1854LC map, this stop was first called GAYLORD'S BRIDGE for the Galliard/Gaylord family settlers. Much has been made of local entrepreneur Sylvanus Merwin's buying of property east of the village center to capitalize on the coming of the railroad, by profiting from the land sale for the right of way, by building a trackside hotel with ticket office and waiting rooms, and by signing a railroad meal-stop contract that lasted until 1877. The renaming of the station as MERWINSVILLE probably had less to do with the railroad deal, as is generally thought, than with the appointment of the ambitious Merwin, already station master, as postmaster in place of John Gaylord. The post office was moved to the hotel and the name was changed from Gaylordsville to Merwinsville, with the HRR consequently renaming the station. The gap in our timetables from 1852 to 1857 allows us to first see this change only in 1858. While the post office designation would be changed back with the reappointment of Gaylord in 1861, the station name would remain MERWINSVILLE for the next half century. [REFS: RF/02/15/1843/02; 1851TT; HDC/07/09/1853/02; PTH107.1858.15; Samuel Orcutt, History of the Towns of New Milford and Bridgewater, Connecticut, 1703-1882, p384+; C56; R55; NL9.7.7]
MERWINSVILLE2 [NYNH&H, 1905]
In 1905, a falling out with Merwin's son-in-law, Ed Hurd, who had taken over as station agent, caused the railroad to put a ticket office in the freight depot just south of the hotel and make that the new railroad station. The Merwinsville Hotel Restoration website [click here] says incorrectly that the converted freight depot was torn down in 1915. In fact, it was moved at that time to become LIME ROCK2, as shown in this photo, after the previous station there burned. We are keeping an eye peeled for a shot of this structure with a MERWINSVILLE signboard. [REFS: R54]
In 1905, a falling out with Merwin's son-in-law, Ed Hurd, who had taken over as station agent, caused the railroad to put a ticket office in the freight depot just south of the hotel and make that the new railroad station. The Merwinsville Hotel Restoration website [click here] says incorrectly that the converted freight depot was torn down in 1915. In fact, it was moved at that time to become LIME ROCK2, as shown in this photo, after the previous station there burned. We are keeping an eye peeled for a shot of this structure with a MERWINSVILLE signboard. [REFS: R54]
Max Miller Collection
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MERWINSVILLLE3 [NYNH&H, 1915]
A new combination station in 1915 replaced the converted freight depot that was moved to become LIME ROCK2. In spite of the bad feeling between Hurd and the railroad, the name of the stop was not changed back to GAYLORDSVILLE until 1918, reportedly on February 1. Timetables seem to bear this out. The PUC photo at upper left is dated 10/13/1925 and the one at upper right is a ca. 1930 Benton and Drake, the latter posing with the touring car that transported the pair on their photographic adventures. The shot at lower left appeared in the newspaper when this station was purchased from the railroad in 1968 and moved about 1,000 feet south and to the east side of the track to be used as a private home. The fall 1971 saga is in the New York Times article that tells of the later acquisition of a caboose to complement the station. The tale of the depots built here and their successive renamings is unique enough historically, but even more remarkable for the fact that the hotel, the converted freight depot, and the final combination station all still stand today. [REFS: PTH925.1917.32; NHAR45.1916.10; NYT/01/02/1971/R1; NYT/11/10/1971/01?; D70; R54+]
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A new combination station in 1915 replaced the converted freight depot that was moved to become LIME ROCK2. In spite of the bad feeling between Hurd and the railroad, the name of the stop was not changed back to GAYLORDSVILLE until 1918, reportedly on February 1. Timetables seem to bear this out. The PUC photo at upper left is dated 10/13/1925 and the one at upper right is a ca. 1930 Benton and Drake, the latter posing with the touring car that transported the pair on their photographic adventures. The shot at lower left appeared in the newspaper when this station was purchased from the railroad in 1968 and moved about 1,000 feet south and to the east side of the track to be used as a private home. The fall 1971 saga is in the New York Times article that tells of the later acquisition of a caboose to complement the station. The tale of the depots built here and their successive renamings is unique enough historically, but even more remarkable for the fact that the hotel, the converted freight depot, and the final combination station all still stand today. [REFS: PTH925.1917.32; NHAR45.1916.10; NYT/01/02/1971/R1; NYT/11/10/1971/01?; D70; R54+]
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