Track 12: CT Passenger Stations, N-NE
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.
NAUGATUCK DEPOT [> WINSTED/C2]
Whittemore Library
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NAUGATUCK1 [NRR, 1849]
The photos at upper left and middle are the only ones we have ever seen of this station. The shot at upper right is from the Bailey bird's-eye map of 1877 [click here] and shows the station standing west of the track and just south of Maple St. with the locator number 3 on the roof. It is a simple NRR combination depot, similar to ANSONIA1 and DERBY1. The image at lower left is the 1856NH map that shows the layout that remained essentially unchanged until the early 1900s when the NRR was double-tracked and relocated to run along the west bank of the Naugatuck River. NAUGATUCK1 was then moved briefly to a new Water St. location as its successor station was being completed, at which time it was torn down late in 1908. The 1890 mention by the railroad commissioners of the "erection of new station buildings for the accommodation of each," i.e. freight and passenger service, an accomplishment vaguely echoed by the NYNH&H annual report, seems to refer only to the new freight house which enabled NAUGATUCK1 to be used for passengers only thereafter. [REFS: CRC37.1889.19; CRC38.1890.20; NHAR19.1890.4; R2.709][rev030513]
The photos at upper left and middle are the only ones we have ever seen of this station. The shot at upper right is from the Bailey bird's-eye map of 1877 [click here] and shows the station standing west of the track and just south of Maple St. with the locator number 3 on the roof. It is a simple NRR combination depot, similar to ANSONIA1 and DERBY1. The image at lower left is the 1856NH map that shows the layout that remained essentially unchanged until the early 1900s when the NRR was double-tracked and relocated to run along the west bank of the Naugatuck River. NAUGATUCK1 was then moved briefly to a new Water St. location as its successor station was being completed, at which time it was torn down late in 1908. The 1890 mention by the railroad commissioners of the "erection of new station buildings for the accommodation of each," i.e. freight and passenger service, an accomplishment vaguely echoed by the NYNH&H annual report, seems to refer only to the new freight house which enabled NAUGATUCK1 to be used for passengers only thereafter. [REFS: CRC37.1889.19; CRC38.1890.20; NHAR19.1890.4; R2.709][rev030513]
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NAUGATUCK2 [NYNH&H, 1908]
The transition to a new station here was perhaps unlike any other such event in state railroad history. The shot at upper left is from the Hughes & Bailey map of 1906. NAUGATUCK1 is still in place, but no track crosses Maple St. there any more. The NRR right of way has been double-tracked and relocated to where the train is seen running along the river, the new trackage opening 1/19/1908. Four days later, the newspaper ran the photo at middle showing a passenger coach and baggage car in service as NAUGATUCK2 on on Water St., the site where the borough's new permanent station was going up. The accompanying article remarked about the comfortable seats in the coach as compared to the "hard bone aching settees" in the old depot. The new comfort was shortlived because a few weeks later, the old structure was jacked up on flat cars, and with the usual difficulties encountered in such delicate operations, moved from Maple St. to the new location, at which time the cars were removed. Al Weaver's colorization of the image at upper right helps to show the locomotive pulling the depot south along the old main line. The map at lower left is from the 1908 Price & Lee city directory. The red arrow points to the old Maple St. location and the blue arrow shows the new Water St. site where the adjacent steel work for NAUGATUCK3 was already going up and, when finished, the old depot was to be torn down "as quickly as possible." The green arrow points to the freight depot at the junction of the new and old main lines and the purple arrow shows the trolley line running down the east side of the river. [REFS: HC/01/20/1908/12; WA/02/07/1908/01; NDN/02/08/1908/03; NDN/09/08/1908/01][rev030613]
The transition to a new station here was perhaps unlike any other such event in state railroad history. The shot at upper left is from the Hughes & Bailey map of 1906. NAUGATUCK1 is still in place, but no track crosses Maple St. there any more. The NRR right of way has been double-tracked and relocated to where the train is seen running along the river, the new trackage opening 1/19/1908. Four days later, the newspaper ran the photo at middle showing a passenger coach and baggage car in service as NAUGATUCK2 on on Water St., the site where the borough's new permanent station was going up. The accompanying article remarked about the comfortable seats in the coach as compared to the "hard bone aching settees" in the old depot. The new comfort was shortlived because a few weeks later, the old structure was jacked up on flat cars, and with the usual difficulties encountered in such delicate operations, moved from Maple St. to the new location, at which time the cars were removed. Al Weaver's colorization of the image at upper right helps to show the locomotive pulling the depot south along the old main line. The map at lower left is from the 1908 Price & Lee city directory. The red arrow points to the old Maple St. location and the blue arrow shows the new Water St. site where the adjacent steel work for NAUGATUCK3 was already going up and, when finished, the old depot was to be torn down "as quickly as possible." The green arrow points to the freight depot at the junction of the new and old main lines and the purple arrow shows the trolley line running down the east side of the river. [REFS: HC/01/20/1908/12; WA/02/07/1908/01; NDN/02/08/1908/03; NDN/09/08/1908/01][rev030613]
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Whittemore Library
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NAUGATUCK3 [NYNH&H, 1908]
The 1906 map image [upper left] shows a cupola, several gabled dormers, a trackside portico, and other details that the photographs reveal were not part of the final design of this structure. One has to wonder exactly what the map artist encountered when he arrived, but it is likely that he was advised of the coming new station and either was shown a plan that was revised later or he simply drew something loosely based on what he was told the building would look like. Interestingly, his sketch, however hopefully accurate, actually made it to a postcard we have in our collection. The structure as built, "one of the handsomest railroad stations in this section of the country," was designed by Lincoln Memorial architect Henry Bacon [click here], the preferred choice of the ever-munificent J.H. Whittemore. A great proponent of the City Beautiful movement, he was also instrumental in the gardens that surrounded the new station and the grand new approach. First called Carrington St. for the property through which it cut, today's Cedar St. was built at this time from the green on Church St. to showcase both the borough and the stately new Spanish Colonial Revival station that opened on 9/6/1908. The railroad commissioners said that this new structure was "a credit to the company and an ornament to the place." We clarified the actual opening date, which has long been put at 1910, by finding articles in the Naugatuck Daily News. Ironically perhaps, that newspaper was headquartered at NAUGATUCK3 from 1964 to 1987 and today the station is being preserved by the local historical society [click here] which runs the museum here. [REFS: CRC56.1908.49; NDN/09/03/1908/01; NDN/09/08/1908/01; NHAR37.1908.8; HC/12/01/1964/30; HC/12/30/1987/B2; R69][rev032513]
The 1906 map image [upper left] shows a cupola, several gabled dormers, a trackside portico, and other details that the photographs reveal were not part of the final design of this structure. One has to wonder exactly what the map artist encountered when he arrived, but it is likely that he was advised of the coming new station and either was shown a plan that was revised later or he simply drew something loosely based on what he was told the building would look like. Interestingly, his sketch, however hopefully accurate, actually made it to a postcard we have in our collection. The structure as built, "one of the handsomest railroad stations in this section of the country," was designed by Lincoln Memorial architect Henry Bacon [click here], the preferred choice of the ever-munificent J.H. Whittemore. A great proponent of the City Beautiful movement, he was also instrumental in the gardens that surrounded the new station and the grand new approach. First called Carrington St. for the property through which it cut, today's Cedar St. was built at this time from the green on Church St. to showcase both the borough and the stately new Spanish Colonial Revival station that opened on 9/6/1908. The railroad commissioners said that this new structure was "a credit to the company and an ornament to the place." We clarified the actual opening date, which has long been put at 1910, by finding articles in the Naugatuck Daily News. Ironically perhaps, that newspaper was headquartered at NAUGATUCK3 from 1964 to 1987 and today the station is being preserved by the local historical society [click here] which runs the museum here. [REFS: CRC56.1908.49; NDN/09/03/1908/01; NDN/09/08/1908/01; NHAR37.1908.8; HC/12/01/1964/30; HC/12/30/1987/B2; R69][rev032513]
Wikipedia
NAUGATUCK4 [MN, c2000?]
This simple enclosure stands north of NAUGATUCK3 and serves Metro North passengers today. [add030513]
This simple enclosure stands north of NAUGATUCK3 and serves Metro North passengers today. [add030513]
Copyright NHRHTA
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Dave Peters Collection
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NAUGATUCK JUNCTION1 [NY&NH, 1848]
Also called STRATFORD JUNCTION, or simply JUNCTION. The NY&NH opened at the very end of 1848 and its earliest timetables show no stop here. None was needed until May 14, 1849 when the first NRR train ran. The NRR's western traffic went to Bridgeport using the second track specially built by the NY&NH to dissuade the NRR from making New Haven its terminus. With the arrival of the NRR, the junction assumed an important role both as the transfer point for traffic on NY&NH trains to and from New Haven and gradually as a local Milford stop as well. This new station was advertised as of 7/23/1849 in Bridgeport's Republican Farmer newspaper. Initially there was probably a single platform spanning the two railroad tracks where they intersected near the edge of the Housatonic River, as shown on the 1852NH map at upper middle. The depot on the north side of the main line to New York may have been built by the NY&NH as part of its agreement with the NRR. The photo at upper left is ca. 1870 with the station in its original location at the meeting point of the NRR and what by then was the NY&NH's "down" track to New York. The signal tower seen standing behind the station is the first one built here. It debuted in 1852 and was manned 24/7 by operators who controlled signals a quarter mile away. The 1868 Beers map at upper right shows the depot at the downward red arrow and the signal tower at the upward arrow. This map also shows the addition of a track allowing NRR trains to go directly to New Haven. It was installed in 1868 in an attempt to fend off anticipated competition from the NH&D, then under construction. This track was removed early in 1872 after the NH&D opened and was awarded all the Valley passenger traffic to New Haven due to its shorter routing via Derby Jct. This east track was not reinstalled until after the NYNH&H leased the NRR in 1887. The frog for the final connection with the NYNH&H was installed late in that year, thus restoring the wye whose east leg had been removed some 15 years earlier. This also made direct freight service between Waterbury and New Haven possible once more, again to compete with the NH&D. The newspaper said just before all this that "the present depot structure will probably be removed to a point farther east to accommodate travel" as part of the reconfiguration. The val photo at lower left is dated 10/25/1916 and shows an enlarged NAUGATUCK JUNCTION1 with freight wing added. The eastward-looking bottom right photo shows the rear of the station perhaps in the 1920s, with electrification in place and the overpass for Naugatuck Ave. seen in the distance. [REFS: RF/09/18/1849/??; HDC/12/13/1852/02; HDC/01/06/1868/02; CR/02/22/1868/03; HDC/03/27/1884/03; NHER/08/09/1887/01; NHER/10/21/1887/01; NHER/12/23/1887/04; HC/01/05/1888/08; R2:223 says ticket office established here in 1890(?)][rev032513]
Also called STRATFORD JUNCTION, or simply JUNCTION. The NY&NH opened at the very end of 1848 and its earliest timetables show no stop here. None was needed until May 14, 1849 when the first NRR train ran. The NRR's western traffic went to Bridgeport using the second track specially built by the NY&NH to dissuade the NRR from making New Haven its terminus. With the arrival of the NRR, the junction assumed an important role both as the transfer point for traffic on NY&NH trains to and from New Haven and gradually as a local Milford stop as well. This new station was advertised as of 7/23/1849 in Bridgeport's Republican Farmer newspaper. Initially there was probably a single platform spanning the two railroad tracks where they intersected near the edge of the Housatonic River, as shown on the 1852NH map at upper middle. The depot on the north side of the main line to New York may have been built by the NY&NH as part of its agreement with the NRR. The photo at upper left is ca. 1870 with the station in its original location at the meeting point of the NRR and what by then was the NY&NH's "down" track to New York. The signal tower seen standing behind the station is the first one built here. It debuted in 1852 and was manned 24/7 by operators who controlled signals a quarter mile away. The 1868 Beers map at upper right shows the depot at the downward red arrow and the signal tower at the upward arrow. This map also shows the addition of a track allowing NRR trains to go directly to New Haven. It was installed in 1868 in an attempt to fend off anticipated competition from the NH&D, then under construction. This track was removed early in 1872 after the NH&D opened and was awarded all the Valley passenger traffic to New Haven due to its shorter routing via Derby Jct. This east track was not reinstalled until after the NYNH&H leased the NRR in 1887. The frog for the final connection with the NYNH&H was installed late in that year, thus restoring the wye whose east leg had been removed some 15 years earlier. This also made direct freight service between Waterbury and New Haven possible once more, again to compete with the NH&D. The newspaper said just before all this that "the present depot structure will probably be removed to a point farther east to accommodate travel" as part of the reconfiguration. The val photo at lower left is dated 10/25/1916 and shows an enlarged NAUGATUCK JUNCTION1 with freight wing added. The eastward-looking bottom right photo shows the rear of the station perhaps in the 1920s, with electrification in place and the overpass for Naugatuck Ave. seen in the distance. [REFS: RF/09/18/1849/??; HDC/12/13/1852/02; HDC/01/06/1868/02; CR/02/22/1868/03; HDC/03/27/1884/03; NHER/08/09/1887/01; NHER/10/21/1887/01; NHER/12/23/1887/04; HC/01/05/1888/08; R2:223 says ticket office established here in 1890(?)][rev032513]
Dave Peters Collection
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J.W. Swanberg photo
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NAUGATUCK JUNCTION2 [NYNH&H, c1895]
The 1887 upgrades, the eastward repositioning of NAUGATUCK JUNCTION1, and the reinstallation of the east leg of the wye probably led to the creation of a platform on the west leg. This was covered with a canopy in 1900, according to the railroad commissioners and a small station building, seen beyond the canopy in the photo on the left, was added. This accommodation of Valley passengers was needed especially for the heavy summer traffic as thousands came to nearby beaches. That was made easier in 1898 when CR&L trolley cars started running down Naugatuck Ave. to Walnut Beach and Milford center . The photo on the right was most likely taken shortly after June 16, 1907. It appeared in an article by Jack Swanberg and shows the new concrete, pagoda-style SS-71 in place with the older wooden tower still standing behind it. NAUGATUCK JUNCTION1 is seen to the far right and NAUGATUCK JUNCTION2 is seen in the distance beyond it. [REFS: CRC48.1900.22; NHER/06/09/1898/08; NL30.2009.6][rev032513]
The 1887 upgrades, the eastward repositioning of NAUGATUCK JUNCTION1, and the reinstallation of the east leg of the wye probably led to the creation of a platform on the west leg. This was covered with a canopy in 1900, according to the railroad commissioners and a small station building, seen beyond the canopy in the photo on the left, was added. This accommodation of Valley passengers was needed especially for the heavy summer traffic as thousands came to nearby beaches. That was made easier in 1898 when CR&L trolley cars started running down Naugatuck Ave. to Walnut Beach and Milford center . The photo on the right was most likely taken shortly after June 16, 1907. It appeared in an article by Jack Swanberg and shows the new concrete, pagoda-style SS-71 in place with the older wooden tower still standing behind it. NAUGATUCK JUNCTION1 is seen to the far right and NAUGATUCK JUNCTION2 is seen in the distance beyond it. [REFS: CRC48.1900.22; NHER/06/09/1898/08; NL30.2009.6][rev032513]
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Richard A. Fleischer Collection
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NAUGATUCK JUNCTION3 [NYNH&H, c1912]
The val photo at upper left is dated 10/25/1916. Prior to the building of this small station on the eastbound side, passengers apparently risked walking across the busy main line from NAUGATUCK JUNCTION1. This third depot was built between 1911 and 1915. The former date marked complaints about the dangers here, especially in the summer, and likely resulted in the blueprint plan at lower left to address the safety concerns. The old east leg of the wye, marked 'B', was to be removed in favor of the new double-tracked 'A' leg and access road 'C' shunting the public out to Naugatuck Ave. The NYNH&H otherwise demurred on any additional pedestrian crossing over or under the tracks and it also deferred the eastbound passenger station. By 1915, the railroad apparently acquiesced and the depot finally shows up on the val map [middle] issued that year. The presumed date of the valuable panorama at right is ca. 1918 and shows the junction fully developed. The 1914 electrification is in place, there is already some rust on the catenary bridge footing, and the name DEVON is in use. According to A History of the Devon Union Church [p.1], the new name was chosen by real estate developer Walter B. Perkins who purchased a large tract of land here in 1900. As local businesses, churches, and schools began to use it, residents asked the railroad to change the name of the station. According to the Federal Writers' Project History of Milford [p120], this was done on 11/1/1913 and references to the community here as Naugatuck Junction or Naugatuck Village, a name in use for over a half century, began to fade. The latter is still seen highlighted in yellow in the lower right corner of the blueprint map. All the Naugatuck references in this area on the east shore of the Housatonic River are completely unexplained without knowing the name of the railroad company that served the Valley. This is a clear example of how railroads everywhere influenced even what the communities they served were called. Sixteen daily trains each way were still stopping here in 1923, but by 1937 these were reduced to two daily and by 1947 there were none. [REFS: HC/05/02/1914/02; 1923, 1937, 1947TTs][rev041713]
The val photo at upper left is dated 10/25/1916. Prior to the building of this small station on the eastbound side, passengers apparently risked walking across the busy main line from NAUGATUCK JUNCTION1. This third depot was built between 1911 and 1915. The former date marked complaints about the dangers here, especially in the summer, and likely resulted in the blueprint plan at lower left to address the safety concerns. The old east leg of the wye, marked 'B', was to be removed in favor of the new double-tracked 'A' leg and access road 'C' shunting the public out to Naugatuck Ave. The NYNH&H otherwise demurred on any additional pedestrian crossing over or under the tracks and it also deferred the eastbound passenger station. By 1915, the railroad apparently acquiesced and the depot finally shows up on the val map [middle] issued that year. The presumed date of the valuable panorama at right is ca. 1918 and shows the junction fully developed. The 1914 electrification is in place, there is already some rust on the catenary bridge footing, and the name DEVON is in use. According to A History of the Devon Union Church [p.1], the new name was chosen by real estate developer Walter B. Perkins who purchased a large tract of land here in 1900. As local businesses, churches, and schools began to use it, residents asked the railroad to change the name of the station. According to the Federal Writers' Project History of Milford [p120], this was done on 11/1/1913 and references to the community here as Naugatuck Junction or Naugatuck Village, a name in use for over a half century, began to fade. The latter is still seen highlighted in yellow in the lower right corner of the blueprint map. All the Naugatuck references in this area on the east shore of the Housatonic River are completely unexplained without knowing the name of the railroad company that served the Valley. This is a clear example of how railroads everywhere influenced even what the communities they served were called. Sixteen daily trains each way were still stopping here in 1923, but by 1937 these were reduced to two daily and by 1947 there were none. [REFS: HC/05/02/1914/02; 1923, 1937, 1947TTs][rev041713]
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Dave Peters Collection
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NAVY YARD [NYNH&H, 1899]
This depot came with the 6/2/1899 opening of the Groton Extension that was built through the grounds of the naval facility on the east side of the Thames River. The map at lower left is an overview of New London and Groton in 1893 before the extension was built. The station first appears to be mentioned in an article about washout damage in 1900. While it never shows up in the GHDs or on the RRM maps, this stop is on 1912 and 1917 PTH timetables. The naval yard and storage depot dated back to April 11, 1868 [click here]. The N&W had wanted to build from Allyns Point through this area for decades to connect with the steamboats at Groton Bank and avoid the "heavy rent" it was paying to the NLN for trackage rights on the west side of the river. Initial Congressional reaction was negative about allowing this to happen, as reported in an 1884 article, which was surprising since denial of permission to the N&W was said to have required "deep cuttings" to build around a facility that the government had seemingly "given up all notion... of protecting" at the time. The yard also complicated the 1889 railroad bridge across the Thames because many advocated the building of it north of the base for less chance of interfering with naval operations. While there was some expectation that the line would be completed with the opening of the bridge, the east side extension would not become a reality until a decade later, just after the NYNH&H got complete control of the NY&NE/N&W in 1898. Interesting historical coincidences seemed to have played a role here. The yard was actually closed from 1898 to 1900 and was about to be turned into a coaling facility for navy ships when Congress allowed the construction of the rail line with the stipulation that a spur be built to the coal pockets by the river. The changeover to oil as ship fuel in 1912 threatened yard closure again until, with underseas warfare a growing threat, the transformed facility was opened as the New London Submarine Flotilla base and training school on 6/21/1916. The situation on the eve of the changeover is seen on the adjacent 1915 val maps, at lower middle [north] showing the spur to the coal pockets severed at the red arrow and at lower right [south] showing the small, original station highlighted in yellow. Presumably, the name of station changed to SUBMARINE BASE at this time and it appears as such on the 1919 ICC list. A 1918 newspaper article mentions that 1,200 construction workers were coming by train from Hartford to this station to add buildings to the naval facility at the close of World War I. Local passenger service was handled toward the end by gas rail car in 1928, restored in 1952 with a Budd car, and suspended in 1971 when the line was not included in Amtrak. We do not know the fate of the station building but it is not on 1940 NYNH&H lists of structures to be retained or disposed of. The val photo at upper left appears to be dated 4/??/1917 and still shows the smaller station. In the upper middle and right photos from the 1930s, SUBMARINE BASE looks like the old NAVY YARD structure has been doubled from its original size, perhaps in 1918 when there was a post-war push for naval readiness. An industrial saddle-tank engine used to switch cars on the sub-base spur may be what is seen on the track in the val photo at upper right. The shot seems to be dated 5/2/1931. [REFS: HDC/04/23/1875/01; HDC/01/27/1882/02; CRC31.1884.21; CRC47.1899.3; NHER/01/03/1884/01; NHER/02/19/1884/04; NHER/03/08/1884/01; NHER/11/20/1884/04; NHER/01/19/1885/04; NHER/07/23/1885/04; NHER/10/25/1895/06; HC/11/18/1898/13; NHER/01/13/1900/01; PTH871.1912.65; PTH925.1917.66; HC/04/04/1918/04; 1919ICC; 1937TT; 1940RDLC46; CPN211; K106; Q151][rev032513]
This depot came with the 6/2/1899 opening of the Groton Extension that was built through the grounds of the naval facility on the east side of the Thames River. The map at lower left is an overview of New London and Groton in 1893 before the extension was built. The station first appears to be mentioned in an article about washout damage in 1900. While it never shows up in the GHDs or on the RRM maps, this stop is on 1912 and 1917 PTH timetables. The naval yard and storage depot dated back to April 11, 1868 [click here]. The N&W had wanted to build from Allyns Point through this area for decades to connect with the steamboats at Groton Bank and avoid the "heavy rent" it was paying to the NLN for trackage rights on the west side of the river. Initial Congressional reaction was negative about allowing this to happen, as reported in an 1884 article, which was surprising since denial of permission to the N&W was said to have required "deep cuttings" to build around a facility that the government had seemingly "given up all notion... of protecting" at the time. The yard also complicated the 1889 railroad bridge across the Thames because many advocated the building of it north of the base for less chance of interfering with naval operations. While there was some expectation that the line would be completed with the opening of the bridge, the east side extension would not become a reality until a decade later, just after the NYNH&H got complete control of the NY&NE/N&W in 1898. Interesting historical coincidences seemed to have played a role here. The yard was actually closed from 1898 to 1900 and was about to be turned into a coaling facility for navy ships when Congress allowed the construction of the rail line with the stipulation that a spur be built to the coal pockets by the river. The changeover to oil as ship fuel in 1912 threatened yard closure again until, with underseas warfare a growing threat, the transformed facility was opened as the New London Submarine Flotilla base and training school on 6/21/1916. The situation on the eve of the changeover is seen on the adjacent 1915 val maps, at lower middle [north] showing the spur to the coal pockets severed at the red arrow and at lower right [south] showing the small, original station highlighted in yellow. Presumably, the name of station changed to SUBMARINE BASE at this time and it appears as such on the 1919 ICC list. A 1918 newspaper article mentions that 1,200 construction workers were coming by train from Hartford to this station to add buildings to the naval facility at the close of World War I. Local passenger service was handled toward the end by gas rail car in 1928, restored in 1952 with a Budd car, and suspended in 1971 when the line was not included in Amtrak. We do not know the fate of the station building but it is not on 1940 NYNH&H lists of structures to be retained or disposed of. The val photo at upper left appears to be dated 4/??/1917 and still shows the smaller station. In the upper middle and right photos from the 1930s, SUBMARINE BASE looks like the old NAVY YARD structure has been doubled from its original size, perhaps in 1918 when there was a post-war push for naval readiness. An industrial saddle-tank engine used to switch cars on the sub-base spur may be what is seen on the track in the val photo at upper right. The shot seems to be dated 5/2/1931. [REFS: HDC/04/23/1875/01; HDC/01/27/1882/02; CRC31.1884.21; CRC47.1899.3; NHER/01/03/1884/01; NHER/02/19/1884/04; NHER/03/08/1884/01; NHER/11/20/1884/04; NHER/01/19/1885/04; NHER/07/23/1885/04; NHER/10/25/1895/06; HC/11/18/1898/13; NHER/01/13/1900/01; PTH871.1912.65; PTH925.1917.66; HC/04/04/1918/04; 1919ICC; 1937TT; 1940RDLC46; CPN211; K106; Q151][rev032513]
NEW BOSTON [> QUINEBAUG]
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NEW BRITAIN/H1 [H&NH, 1839]
New research has uncovered the fact that the Hardware City's first depot was over its eastern border in Newington. We have used the '/H' to distinguish it and its successor as being on the H&NH. The timetable at left shows that a Hartford line station existed at least from 1845 and likely from the 1839 opening of the road. The 1849TT at middle says this stop was three miles above BERLIN and it is, in fact, seen on the 1850 GHD map at right. A number of newspaper articles imply or actually corroborate the existence of this station. What served as a station here, whether a store or a private home or an early depot structure, is not yet known. [REFS: BC/10/09/1843/03; HDC/12/11/1849/02; HNHAR13.1848.14; B620,621][rev032513]
New research has uncovered the fact that the Hardware City's first depot was over its eastern border in Newington. We have used the '/H' to distinguish it and its successor as being on the H&NH. The timetable at left shows that a Hartford line station existed at least from 1845 and likely from the 1839 opening of the road. The 1849TT at middle says this stop was three miles above BERLIN and it is, in fact, seen on the 1850 GHD map at right. A number of newspaper articles imply or actually corroborate the existence of this station. What served as a station here, whether a store or a private home or an early depot structure, is not yet known. [REFS: BC/10/09/1843/03; HDC/12/11/1849/02; HNHAR13.1848.14; B620,621][rev032513]
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NEW BRITAIN/H2 [H&NH, 1848]
R&LHS notes indicate that J.J. Smith of Springfield made an offer on 9/6/1847 to build a depot here for $875. Compared to an $1,805 price offer by him for a much larger BERLIN2, this one had to be comparatively small. While we do not know if Smith got the contract, the 1848 annual report says that a NEW BRITAIN depot was built but the cost is lumped together with other expenses. By the time the 1855HC map at upper left appeared, there is no station at our red arrow where it most likely had been located. The green and blue arrows point to BERLIN and NEWINGTON. An article in late 1850 is quite revealing about the H&NH stops at the time: An accident happened on the Railroad between Newington and New Britain stations on Thursday evening. As the express train for New York passed a cross road, it came upon a wagon containing a man and woman. The man was killed instently [sic] and the woman died in a few minutes. Their bodies were carried to the Berlin station. They were James Downes and his sister, (Irish.) The horse attached to the wagon was killed. No blame as far as we learn is attributed to the engineer. The 8/4/1851TT at middle shows the NEWINGTON stop, probably just a year old, to be five miles north of BERLIN and apparently it has taken the place of the NEW BRITAIN station, which is no longer listed. The likely explanation for the rearrangement is that, with the opening of the HP&F from Hartford to Bristol in 1850, New Britain had direct rail service of its own. The H&NH, in turn, seems to have decided to move its station to the junction where subsequent evidence tells us it was used by the two companies for the next 30 years as NEWINGTON1. Assuming that, we have reproduced the footprint image of that depot at right. It looks to be about 16x20 feet in size and may in fact be what the railroad had built as the earlier NEW BRITAIN station. The image at lower left is from the CTTRAXMAP on Track 11 and shows where we think this station stood, appropriately enough, on New Britain Ave. [REFS: HNHAR13.1848.14; HDC/11/15/1850/02; MC/11/20/1850/02; B620,621][rev032513]
R&LHS notes indicate that J.J. Smith of Springfield made an offer on 9/6/1847 to build a depot here for $875. Compared to an $1,805 price offer by him for a much larger BERLIN2, this one had to be comparatively small. While we do not know if Smith got the contract, the 1848 annual report says that a NEW BRITAIN depot was built but the cost is lumped together with other expenses. By the time the 1855HC map at upper left appeared, there is no station at our red arrow where it most likely had been located. The green and blue arrows point to BERLIN and NEWINGTON. An article in late 1850 is quite revealing about the H&NH stops at the time: An accident happened on the Railroad between Newington and New Britain stations on Thursday evening. As the express train for New York passed a cross road, it came upon a wagon containing a man and woman. The man was killed instently [sic] and the woman died in a few minutes. Their bodies were carried to the Berlin station. They were James Downes and his sister, (Irish.) The horse attached to the wagon was killed. No blame as far as we learn is attributed to the engineer. The 8/4/1851TT at middle shows the NEWINGTON stop, probably just a year old, to be five miles north of BERLIN and apparently it has taken the place of the NEW BRITAIN station, which is no longer listed. The likely explanation for the rearrangement is that, with the opening of the HP&F from Hartford to Bristol in 1850, New Britain had direct rail service of its own. The H&NH, in turn, seems to have decided to move its station to the junction where subsequent evidence tells us it was used by the two companies for the next 30 years as NEWINGTON1. Assuming that, we have reproduced the footprint image of that depot at right. It looks to be about 16x20 feet in size and may in fact be what the railroad had built as the earlier NEW BRITAIN station. The image at lower left is from the CTTRAXMAP on Track 11 and shows where we think this station stood, appropriately enough, on New Britain Ave. [REFS: HNHAR13.1848.14; HDC/11/15/1850/02; MC/11/20/1850/02; B620,621][rev032513]
New Britain Public Library
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New Britain Public Library
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NEW BRITAIN/P1 [HP&F, 1850]
The HP&F opened as far as Bristol in 1850 and the 1855HC map [upper right] shows the earliest arrangement of the railroad facilities here in what would become known as the Hardware City. The red arrow points to the engine house on the north side of the tracks. Inexplicably, the passenger station at the foot of Center St. is not shown. In the photo at upper left, the passenger station is the gabled structure at far right. The middle structure is the baggage building and the one in the foreground is the Adams Express facility. The snippet from the bird's-eye map of 1875 [click here] at lower right gives a good overview of the considerable changes from 20 years earlier, thanks in no small part to excellent rail service. The tracks are are seen splitting just east of the station where the upper line, now the NY&NE, goes to Hartford and the New Britain and Middletown RR heads for Berlin on the lower line. The Middletown Constitution reported that this new railroad had been completed in January, 1865 and that its engine house was going up on Elm St. This prosperity and increased rail activity further added to the complex network of tracks engulfing the passenger station that now served both companies. Safety complaints to the railroad commissioners led to hearings in 1870 that resulted in changes in the track arrangements and "considerable improvements" in 1876 and perhaps, we had thought, to the enlarged appearance of the passenger station on the 1875 map. The photo at lower left, however, appeared in a New Britain Observer requiem to the old station just after the opening of NEW BRITAIN2. Reproduced in 1927, it reportedly shows an 1882 view and seems to show the same three old buildings unchanged. The tartly written caption calls the station the "old rat trap" which no young man "had pluck enough to fire," but acknowledges that "whatever may be said, the much abused structure, built cheaply at first, has done actual service since 1850... it has earned a vacation... a long one... and let the matter now pass into 'innocuous desuetude.'" Thus, the build date of the 'sainted' old structure is verified and put to rest. The extensive and well-organized collection of materials and superior service we received in the local history room at the New Britain Public Library [click here], some of which materials we have reproduced here, make this library especially worth a visit from researchers. [REFS: C/01/25/1865/01; HDC/07/03/1869/04; HDC/09/18/1869/02; HDC/01/08/1870/02; CRC17.1870.18+; CRC24.1877.20; NBO/12/24/1927/??][rev093012]
The HP&F opened as far as Bristol in 1850 and the 1855HC map [upper right] shows the earliest arrangement of the railroad facilities here in what would become known as the Hardware City. The red arrow points to the engine house on the north side of the tracks. Inexplicably, the passenger station at the foot of Center St. is not shown. In the photo at upper left, the passenger station is the gabled structure at far right. The middle structure is the baggage building and the one in the foreground is the Adams Express facility. The snippet from the bird's-eye map of 1875 [click here] at lower right gives a good overview of the considerable changes from 20 years earlier, thanks in no small part to excellent rail service. The tracks are are seen splitting just east of the station where the upper line, now the NY&NE, goes to Hartford and the New Britain and Middletown RR heads for Berlin on the lower line. The Middletown Constitution reported that this new railroad had been completed in January, 1865 and that its engine house was going up on Elm St. This prosperity and increased rail activity further added to the complex network of tracks engulfing the passenger station that now served both companies. Safety complaints to the railroad commissioners led to hearings in 1870 that resulted in changes in the track arrangements and "considerable improvements" in 1876 and perhaps, we had thought, to the enlarged appearance of the passenger station on the 1875 map. The photo at lower left, however, appeared in a New Britain Observer requiem to the old station just after the opening of NEW BRITAIN2. Reproduced in 1927, it reportedly shows an 1882 view and seems to show the same three old buildings unchanged. The tartly written caption calls the station the "old rat trap" which no young man "had pluck enough to fire," but acknowledges that "whatever may be said, the much abused structure, built cheaply at first, has done actual service since 1850... it has earned a vacation... a long one... and let the matter now pass into 'innocuous desuetude.'" Thus, the build date of the 'sainted' old structure is verified and put to rest. The extensive and well-organized collection of materials and superior service we received in the local history room at the New Britain Public Library [click here], some of which materials we have reproduced here, make this library especially worth a visit from researchers. [REFS: C/01/25/1865/01; HDC/07/03/1869/04; HDC/09/18/1869/02; HDC/01/08/1870/02; CRC17.1870.18+; CRC24.1877.20; NBO/12/24/1927/??][rev093012]
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New Britain Public .Library
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Copyright NHRHTA
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NEW BRITAIN/P2 [NYNH&H, 1887]
Continued complaints about the depot facilities here and the inability of the NY&NE and NYNH&H to agree on new arrangements occasioned a state legislative act in 1884 ordering a union station. Similar intervention was necessary to bring about NORWICH5 and WILLIMANTIC2. The situation was undoubtedly complicated by the plans of the Hartford and Harlem RR which called for a connection with the NY&NE here in New Britain where it was to form a new through line to Boston. Nevertheless, a deadline of 1/15/1887 was set for a new station and met within a few months of that. The railroad commissioners said that "an elegant and commodious passenger station" was being built late in 1886 and they reported that the "long-deferred" station opened, according to the New Britain Observer on 7/1/1887, "with its covered platforms extending each way... a model of convenience and elegance." The 142x73-ft edifice constructed of pressed brick with granite trim was impressive and anchored a unique, trackside retail arcade, with apartments upstairs, that extended westward toward Main St. NEW BRITAIN2 stood until November, 1956 when it was purchased by the city, which was unfortunately only interested in land for a parking lot. The building was razed and the ticket office moved to the arcade until passenger service to the Hardware City ended on 1/20/1960 after 110 years. The ground level layout of the arcade, with restaurants, a barber shop, and several vacant stalls in 1897 is seen at lower middle and the floor plan of the station is shown at lower right. [REFS: CRC31.1884.52; CRC34.1886.11; CRC35.1887.18; RRC34.449; NHER/03/16/1887/01; NHAR16.1887.7; HC/01/20/1960; NL18.3.7]
Continued complaints about the depot facilities here and the inability of the NY&NE and NYNH&H to agree on new arrangements occasioned a state legislative act in 1884 ordering a union station. Similar intervention was necessary to bring about NORWICH5 and WILLIMANTIC2. The situation was undoubtedly complicated by the plans of the Hartford and Harlem RR which called for a connection with the NY&NE here in New Britain where it was to form a new through line to Boston. Nevertheless, a deadline of 1/15/1887 was set for a new station and met within a few months of that. The railroad commissioners said that "an elegant and commodious passenger station" was being built late in 1886 and they reported that the "long-deferred" station opened, according to the New Britain Observer on 7/1/1887, "with its covered platforms extending each way... a model of convenience and elegance." The 142x73-ft edifice constructed of pressed brick with granite trim was impressive and anchored a unique, trackside retail arcade, with apartments upstairs, that extended westward toward Main St. NEW BRITAIN2 stood until November, 1956 when it was purchased by the city, which was unfortunately only interested in land for a parking lot. The building was razed and the ticket office moved to the arcade until passenger service to the Hardware City ended on 1/20/1960 after 110 years. The ground level layout of the arcade, with restaurants, a barber shop, and several vacant stalls in 1897 is seen at lower middle and the floor plan of the station is shown at lower right. [REFS: CRC31.1884.52; CRC34.1886.11; CRC35.1887.18; RRC34.449; NHER/03/16/1887/01; NHAR16.1887.7; HC/01/20/1960; NL18.3.7]
Copyright NHRHTA
NEW BRITAIN/P3
A ticket office set up in the Arcade served as the station from 1956 until passenger service was discontinued in 1960. We have only this photo looking west from the parking lot where the earlier station once stood. The last train ran from Waterbury to Hartford on 1/22/1960, according to the Courant, ending 110 years of service from when the HP&F began running on 6/1/1850. The office, open thereafter to sell tickets was to close on 9/16/1960. It was reported to have taken in $5,865 from January to June, only $729 of which went the NYNH&H, the rest to other railroads. Cost of operating the office was put at $8,500 annually. [add032813]
A ticket office set up in the Arcade served as the station from 1956 until passenger service was discontinued in 1960. We have only this photo looking west from the parking lot where the earlier station once stood. The last train ran from Waterbury to Hartford on 1/22/1960, according to the Courant, ending 110 years of service from when the HP&F began running on 6/1/1850. The office, open thereafter to sell tickets was to close on 9/16/1960. It was reported to have taken in $5,865 from January to June, only $729 of which went the NYNH&H, the rest to other railroads. Cost of operating the office was put at $8,500 annually. [add032813]
NEW BRITAIN JUNCTION [> BERLIN]
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NEW CANAAN [NC, 1868]
This classic Gothic, wood, gabled station was said by the Courant to be going up at Park and Elm Sts. in January, 1868 and "nearly ready" on the opening of the NCRR on July 4. It is still in service in 2012 at the end of a line that has steam, trolley, and pantograph-electric service over its 130+ years of existence. There is no south canopy in the ca. 1900 view on the left and there is catenary for electric operation in the ca. 1920 shot at middle. The map is from 1893. [REFS: HDC/01/20/1868/02; HDC/04/04/1868/04; R70] [rightadd050513]
This classic Gothic, wood, gabled station was said by the Courant to be going up at Park and Elm Sts. in January, 1868 and "nearly ready" on the opening of the NCRR on July 4. It is still in service in 2012 at the end of a line that has steam, trolley, and pantograph-electric service over its 130+ years of existence. There is no south canopy in the ca. 1900 view on the left and there is catenary for electric operation in the ca. 1920 shot at middle. The map is from 1893. [REFS: HDC/01/20/1868/02; HDC/04/04/1868/04; R70] [rightadd050513]
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NEW HARTFORD1 [CW, 1871]
The Courant said the station was up here on opening day. The photo on the upper left is probably an early view, with the bay window on the eastern (far) end. The 1880 NY&NE appraisal of CW property said this station was in fair condition and worth $1300 at that time, comparable to BLOOMFIELD and CANTON, which were both valued at $1500. The photo on the upper right seems to show the same station with an addition on the east end that now puts the bay closer to the center. Lord gives 1896 and Nimke says 1898 for the expansion and both may reflect a newspaper report of general PR&NE improvements late in 1897. That article also happens to mention that the PR&NE stations have been painted in a cream color with red trim, an elusive detail that is of interest both to purists and modelers. The lower photos, showing the trestle just east of this station, are artificially juxtaposed but horse-and-train incidents often ended sadly. The scenario on the right, reportedly the result of a bet over a glass of beer, was no exception. Help arrived before the train came but one of the animals had to be sacrificed. [REFS: HDC/12/14/1871/02; CW/NYNE1880; HC/10/22/1897/04; RLHS Bulletin 119.6-32; C147; D27,28; N3.34][rev032513]
The Courant said the station was up here on opening day. The photo on the upper left is probably an early view, with the bay window on the eastern (far) end. The 1880 NY&NE appraisal of CW property said this station was in fair condition and worth $1300 at that time, comparable to BLOOMFIELD and CANTON, which were both valued at $1500. The photo on the upper right seems to show the same station with an addition on the east end that now puts the bay closer to the center. Lord gives 1896 and Nimke says 1898 for the expansion and both may reflect a newspaper report of general PR&NE improvements late in 1897. That article also happens to mention that the PR&NE stations have been painted in a cream color with red trim, an elusive detail that is of interest both to purists and modelers. The lower photos, showing the trestle just east of this station, are artificially juxtaposed but horse-and-train incidents often ended sadly. The scenario on the right, reportedly the result of a bet over a glass of beer, was no exception. Help arrived before the train came but one of the animals had to be sacrificed. [REFS: HDC/12/14/1871/02; CW/NYNE1880; HC/10/22/1897/04; RLHS Bulletin 119.6-32; C147; D27,28; N3.34][rev032513]
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NEW HARTFORD2 [NH&N, 1876]
This was the NH&N station that stood north of the Farmington River at the end of the 1876 extension built to serve the Greenwoods Co. The adjacent freight depot is still standing today in service to the local fire district. In the middle photos, the train is crossing the river south to Pine Meadow in the shot on the left using the old, single-span bridge. The one on the right has the train going north to NEW HARTFORD2 on the newer, double-span, bridge built ca. 1906. The snippet at lower left is from an undated map that shows this station as LANDERS, a change that most likely took place with the 1927 NYNH&H/CNE merger, which left the 'victor' with two stations named NEW HARTFORD. The 1928OL shows the CNE station still called by the old name, but the NH&N station north of the Farmington River now named for the Landers, Frary & Clark company. The New Britain small-appliance maker had taken over the idled Greenwoods mill in 1921, with the Farmington River dam and Greenwood Lake behind it providing the water power, to convert the plant for the production of vacuum cleaners. In economic developments foreshadowing the future in many ways, the last operator, a textile processor that made cotton duck cloth, had moved south in 1902 for lower labor costs. With its grand list devastated and its population cut in half by 1920, the town voted to lure Landers with the promise of no tax increase for ten years. An article in the Courant said that the "little town fairly went wild" at the thought of the prosperity regained and that "The movies will be able to run every night in this consequent millennium, and the long consequent millennium, and the long sparkle with gleaming coin."(!) The map snippet also has dots at FARLEYS and BARKHAMSTED, which, as far as we know, were never passenger stops. The spur to the Greenwoods Co. would remain just that in spite of efforts to build the Lee & New Haven RR into Massachusetts from here. An article in the Connecticut Western News in January, 1876 said that the Canal road company was about to commence the extension northward to the neighborhood of Pleasant Valley and that it was only a matter of time before it was extended to Riverton "utilizing the twenty miles which are already graded and provided with culverts in part." In fact, hope for this new line went back at least to 1872 when the Winsted Herald humorously alluded to it in reporting that the long looked for extension of the branch of the New Haven and Northampton railroad was commenced last Saturday, by running a freight car off the end of the track northward. The car now stands on its mother earth, minus a brake. The experiment of trying to run a freight train on bare ground, was not a success but people in Riverton and other places north, who have been looking with longing eyes for the coming of the cars, may feel encouraged, as it was a move in that direction. Though never built, this abortive line appears as projected on RRMs from 1876 until the last one published by the railroad commissioners in 1912! [REFS: WH/04/19/1872/02; HDC/03/02/1875/02; CRC24.1877. 17; HC/08/04/1902/13; HC/09/10/1920/02; HC/08/06/1922/03; D121]
This was the NH&N station that stood north of the Farmington River at the end of the 1876 extension built to serve the Greenwoods Co. The adjacent freight depot is still standing today in service to the local fire district. In the middle photos, the train is crossing the river south to Pine Meadow in the shot on the left using the old, single-span bridge. The one on the right has the train going north to NEW HARTFORD2 on the newer, double-span, bridge built ca. 1906. The snippet at lower left is from an undated map that shows this station as LANDERS, a change that most likely took place with the 1927 NYNH&H/CNE merger, which left the 'victor' with two stations named NEW HARTFORD. The 1928OL shows the CNE station still called by the old name, but the NH&N station north of the Farmington River now named for the Landers, Frary & Clark company. The New Britain small-appliance maker had taken over the idled Greenwoods mill in 1921, with the Farmington River dam and Greenwood Lake behind it providing the water power, to convert the plant for the production of vacuum cleaners. In economic developments foreshadowing the future in many ways, the last operator, a textile processor that made cotton duck cloth, had moved south in 1902 for lower labor costs. With its grand list devastated and its population cut in half by 1920, the town voted to lure Landers with the promise of no tax increase for ten years. An article in the Courant said that the "little town fairly went wild" at the thought of the prosperity regained and that "The movies will be able to run every night in this consequent millennium, and the long consequent millennium, and the long sparkle with gleaming coin."(!) The map snippet also has dots at FARLEYS and BARKHAMSTED, which, as far as we know, were never passenger stops. The spur to the Greenwoods Co. would remain just that in spite of efforts to build the Lee & New Haven RR into Massachusetts from here. An article in the Connecticut Western News in January, 1876 said that the Canal road company was about to commence the extension northward to the neighborhood of Pleasant Valley and that it was only a matter of time before it was extended to Riverton "utilizing the twenty miles which are already graded and provided with culverts in part." In fact, hope for this new line went back at least to 1872 when the Winsted Herald humorously alluded to it in reporting that the long looked for extension of the branch of the New Haven and Northampton railroad was commenced last Saturday, by running a freight car off the end of the track northward. The car now stands on its mother earth, minus a brake. The experiment of trying to run a freight train on bare ground, was not a success but people in Riverton and other places north, who have been looking with longing eyes for the coming of the cars, may feel encouraged, as it was a move in that direction. Though never built, this abortive line appears as projected on RRMs from 1876 until the last one published by the railroad commissioners in 1912! [REFS: WH/04/19/1872/02; HDC/03/02/1875/02; CRC24.1877. 17; HC/08/04/1902/13; HC/09/10/1920/02; HC/08/06/1922/03; D121]
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NEW HAVEN1 [H&NH, 1838]
The first station in the Elm City was at Belle Dock, the terminus of the H&NH, which opened in 1838. The shot on the left is from the 1852NH map showing the location. The snippet on the right is from the 1879 Bailey bird's-eye map of New Haven [click here]. The large building in the lower right, with the paddle wheeler docked below, served as the passenger station. Freight and passengers made the connection here with the boats for New York City, but New Haven-bound passengers alighted here as well.
The first station in the Elm City was at Belle Dock, the terminus of the H&NH, which opened in 1838. The shot on the left is from the 1852NH map showing the location. The snippet on the right is from the 1879 Bailey bird's-eye map of New Haven [click here]. The large building in the lower right, with the paddle wheeler docked below, served as the passenger station. Freight and passengers made the connection here with the boats for New York City, but New Haven-bound passengers alighted here as well.
NEW HAVEN2 [NH&N, 1848]
There are no extant photos of the Canal road's first terminal property in New Haven off Temple St., but this was drawn from the Index Book of maps of the NH&N right of way. The map appeared in Connecticut Railroads [p62]. These index map books are in the collections of the New Haven Museum.
There are no extant photos of the Canal road's first terminal property in New Haven off Temple St., but this was drawn from the Index Book of maps of the NH&N right of way. The map appeared in Connecticut Railroads [p62]. These index map books are in the collections of the New Haven Museum.
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NEW HAVEN3 [NY&NH, 1849]
This was the Elm City's first Union Station, designed by Henry Austin and located at the southwest corner of Chapel and Union Sts. The 1852HC map shows the location. This station was replaced officially in May, 1875 when NEW HAVEN4 opened on Meadow St., but trains continued to stop here as per the contract the railroad had for use of the property. A trendy City Market opened in the reconfigured interior in the late 1870s and lasted until July 4, 1894 when the accidental ignition of a vendor's fireworks caused a massive fire that destroyed the building. See Track 6, MP 6.7 for more details.
This was the Elm City's first Union Station, designed by Henry Austin and located at the southwest corner of Chapel and Union Sts. The 1852HC map shows the location. This station was replaced officially in May, 1875 when NEW HAVEN4 opened on Meadow St., but trains continued to stop here as per the contract the railroad had for use of the property. A trendy City Market opened in the reconfigured interior in the late 1870s and lasted until July 4, 1894 when the accidental ignition of a vendor's fireworks caused a massive fire that destroyed the building. See Track 6, MP 6.7 for more details.
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Joe Taylor Collection
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NEW HAVEN4 [NYNH&H, 1875]
The Meadow St. Union Station, is pictured at upper left probably around the 5/24/1875 opening, with the waters of New Haven harbor lapping at the shore behind it. Five of the Elm City's six railroads would use it upon opening, the NH&D to follow later. The view at upper middle shows the overhead track with dump cars full of coal ready to be dropped into locomotive tenders when positioned below. The scene is otherwise serene and almost deserted, predating the reconfiguration of the west end of the depot for the accommodation of the Derby line trains which started coming here late in 1892. The card at upper right shows that as well as the 1894 GOB across Union Ave. Originally, the building was symmetrical, with two end towers and one in the center. A November, 1887 addition was put on the west end and a 3/19/1892 fire destroyed most of the third floor and took out the center tower. The postcard at lower left also shows the 1894 GOB across Union Ave. This station was "closed for good" to the public on 6/10/1917 with the opening of a temporary station, NEW HAVEN9, to serve passengers while NEW HAVEN10 was rising just to the west. Click here for the 1915 val map showing the Union Station property at that time. NEW HAVEN4 would serve as office space for the railroad until it was destroyed by a second fire on 5/8/1918. See Track 6, MP 6.8.5, for more. [REFS: NHER/04/30/1887/01; NHAR17.1888.7][rev032513]
The Meadow St. Union Station, is pictured at upper left probably around the 5/24/1875 opening, with the waters of New Haven harbor lapping at the shore behind it. Five of the Elm City's six railroads would use it upon opening, the NH&D to follow later. The view at upper middle shows the overhead track with dump cars full of coal ready to be dropped into locomotive tenders when positioned below. The scene is otherwise serene and almost deserted, predating the reconfiguration of the west end of the depot for the accommodation of the Derby line trains which started coming here late in 1892. The card at upper right shows that as well as the 1894 GOB across Union Ave. Originally, the building was symmetrical, with two end towers and one in the center. A November, 1887 addition was put on the west end and a 3/19/1892 fire destroyed most of the third floor and took out the center tower. The postcard at lower left also shows the 1894 GOB across Union Ave. This station was "closed for good" to the public on 6/10/1917 with the opening of a temporary station, NEW HAVEN9, to serve passengers while NEW HAVEN10 was rising just to the west. Click here for the 1915 val map showing the Union Station property at that time. NEW HAVEN4 would serve as office space for the railroad until it was destroyed by a second fire on 5/8/1918. See Track 6, MP 6.8.5, for more. [REFS: NHER/04/30/1887/01; NHAR17.1888.7][rev032513]
NEW HAVEN5 [NH&D, 1875]
As best as we can determine the little building above the 'ST' at 211 West Water St. served as the the NH&D's station after it left NEW HAVEN3, the Austin depot on Chapel St., in consequence of the opening of NEW HAVEN4. See Track 2, MP 2.3 for more.
As best as we can determine the little building above the 'ST' at 211 West Water St. served as the the NH&D's station after it left NEW HAVEN3, the Austin depot on Chapel St., in consequence of the opening of NEW HAVEN4. See Track 2, MP 2.3 for more.
NEW HAVEN6 [NH&D, 1877]
This was the NH&D's 1877 depot location in rented space on Custom House Square just below West Water St. until NEW HAVEN7 opened.
This was the NH&D's 1877 depot location in rented space on Custom House Square just below West Water St. until NEW HAVEN7 opened.
New Haven Register
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NEW HAVEN7 [NH&D, 1878]
The 1879 map snip shows the NH&D's first self-built station where it stood at the southwest corner of Meadow and West Water Sts. As shown in the ca. 1900 photo, the structure has been shunted over to Commerce St. and is in use as a feed and grain store. This photo and all the others we have show this building with a Mansard roof on a second story that originally housed railroad offices. Why the bird's-eye artist did not portray the roof accurately is something we have never been able to explain.
The 1879 map snip shows the NH&D's first self-built station where it stood at the southwest corner of Meadow and West Water Sts. As shown in the ca. 1900 photo, the structure has been shunted over to Commerce St. and is in use as a feed and grain store. This photo and all the others we have show this building with a Mansard roof on a second story that originally housed railroad offices. Why the bird's-eye artist did not portray the roof accurately is something we have never been able to explain.
Archives & Spec. Colls, UConn Libraries
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NEW HAVEN8 [HRR/NH&D, 1888]
The 1878 station, now as the freight office, and the newly built three-story 1888 passenger station have been joined together on Commerce St. as NEW HAVEN8, the new terminal facility of the HRR and NH&D. This view on the right is ca. 1920, long after the NYNH&H takeover and the use of this composite building as the South Orange St. RR YMCA since 1896.
Joe Taylor Collection
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NEW HAVEN9 [NYNH&H, 1917]
This was the temporary station in front of NEW HAVEN4 that was put into service when the 1875 depot closed on 6/10/1917. The Courant reported that "the restaurant ranges have been installed, the ticket office made ready for the staff and today [6/8] a big gang of men attacked the present station, ripped up benches and took them over to the new building." Crossover tracks routing some trains around the front of the old depot were also said to be in the process of completion. The photo on the left is dated 8/27/1917, shortly after the interim depot opened. The shot is from Louis H. Benton's own collection, with his ownership stamp on the back and his signature captioning on the front. The touring car of Irving Drake, the 'chauffeur' for the duo, may be among the parked vehicles. In the photo on the right, the temporary station is seen in front of the 1875 station that caught fire on 5/8/1918 and burned to the ground. This shot was probably taken from the GOB across Union Ave. NEW HAVEN10, the 1920 station, is under construction and out of view to the right. [REFS: HC/06/09/1917/22][rev110112]
This was the temporary station in front of NEW HAVEN4 that was put into service when the 1875 depot closed on 6/10/1917. The Courant reported that "the restaurant ranges have been installed, the ticket office made ready for the staff and today [6/8] a big gang of men attacked the present station, ripped up benches and took them over to the new building." Crossover tracks routing some trains around the front of the old depot were also said to be in the process of completion. The photo on the left is dated 8/27/1917, shortly after the interim depot opened. The shot is from Louis H. Benton's own collection, with his ownership stamp on the back and his signature captioning on the front. The touring car of Irving Drake, the 'chauffeur' for the duo, may be among the parked vehicles. In the photo on the right, the temporary station is seen in front of the 1875 station that caught fire on 5/8/1918 and burned to the ground. This shot was probably taken from the GOB across Union Ave. NEW HAVEN10, the 1920 station, is under construction and out of view to the right. [REFS: HC/06/09/1917/22][rev110112]
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NEW HAVEN10 [NYNH&H, 1920]
This station opened on 4/5/1920, was brought back from the prospect of demolition in 1985, and still serves as today's Union Station in the Elm City. The card at left shows what this station was originally planned to look like until the railroad's financial problems scaled back the construction budget. The postmark is from Yale Station on 6/25/1913. It is interesting that the aborted design made it to post card status, even as the actual station would not be built for seven more years.
This station opened on 4/5/1920, was brought back from the prospect of demolition in 1985, and still serves as today's Union Station in the Elm City. The card at left shows what this station was originally planned to look like until the railroad's financial problems scaled back the construction budget. The postmark is from Yale Station on 6/25/1913. It is interesting that the aborted design made it to post card status, even as the actual station would not be built for seven more years.
NEW HAVEN11 [SLE, 2002]
This steel and glass structure opened on 6/7/2002 at State and Chapel Sts. to serve patrons of Shore Line East. Ironically, this location was diagonally across from the Austin depot, NEW HAVEN3, where many people bemoaned the lack of service for years after NEW HAVEN4 opened on Meadow St. [REFS: R95]
This steel and glass structure opened on 6/7/2002 at State and Chapel Sts. to serve patrons of Shore Line East. Ironically, this location was diagonally across from the Austin depot, NEW HAVEN3, where many people bemoaned the lack of service for years after NEW HAVEN4 opened on Meadow St. [REFS: R95]
Connecticut Historical Society
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NEW LONDON1 [NLW&P, 1849]
The first railroad to serve this important coastal town was the New London, Willimantic and Palmer RR. The inaugural cars ran on 11/13/1849, covering the 28 miles to Willimantic in one hour and ten minutes. The image at left is from the ca. 1854 Joseph Ropes landscape entitled View of New London from Fort Griswold [click here]. It shows an NLW&P train on the Winthrop Cove bridge at right heading for the gambrel-roofed building that we think was adapted for use as NEW LONDON1. The second two shots are from the 1876 Bailey bird's-eye map [click here] show the same building at Main St. and Hallam Sts. The photo at lower left shows a train on the 1852 extension down to the Parade to link up with the newly arrived New Haven and New London RR. An 1859 article speaks of a "New London lower depot" and likely means that that NLW&P did not entirely abandon its 'upper' depot, NEW LONDON1, when it made the connection with the NH&NL. [REFS: NLD/06/26/1847/02; HDC/11/16/1849/02; NLD/05/11/1850/01; HDC/09/12/1859/02; R72]
The first railroad to serve this important coastal town was the New London, Willimantic and Palmer RR. The inaugural cars ran on 11/13/1849, covering the 28 miles to Willimantic in one hour and ten minutes. The image at left is from the ca. 1854 Joseph Ropes landscape entitled View of New London from Fort Griswold [click here]. It shows an NLW&P train on the Winthrop Cove bridge at right heading for the gambrel-roofed building that we think was adapted for use as NEW LONDON1. The second two shots are from the 1876 Bailey bird's-eye map [click here] show the same building at Main St. and Hallam Sts. The photo at lower left shows a train on the 1852 extension down to the Parade to link up with the newly arrived New Haven and New London RR. An 1859 article speaks of a "New London lower depot" and likely means that that NLW&P did not entirely abandon its 'upper' depot, NEW LONDON1, when it made the connection with the NH&NL. [REFS: NLD/06/26/1847/02; HDC/11/16/1849/02; NLD/05/11/1850/01; HDC/09/12/1859/02; R72]
Connecticut Historical Society
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Connecticut Historical Society
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NEW LONDON2 [NH&NL, 1852]
Based on newspaper articles and graphic evidence, this appears to be the station built by the NH&NL in 1852, hitherto apparently unknown before we noticed it in the Ropes landscape [click here]. The full panorama shows a NH&NL train at the extreme left going west from this castle-like structure at The Parade where its track ends either at or inside the stattion. The 1854NL map at right shows the location of both NEW LONDON1 at the blue arrow and NEW LONDON2 at the red arrow. According to John Roy, the first "real railroad station in New London," that he says was the Greek Revival structure we have now listed as NEW LONDON3, was built in 1852 by the NLW&P. This seems to be a case of the correct date but the wrong structure and the wrong railroad, since a January, 1853 newspaper notes that the first meeting of the New London and Stonington road "is to be called at the Station House of the New Haven and New London road, on the 10th inst., for the choice of Directors and other business." What happened to NEW LONDON2 which stood at the exact location where the next station would be built? Newly found articles say that a depot in New London burned on 5/8/1864 but attribute it variously to the NLW&P or the N&W. In this confusion, we wonder if somehow NEW LONDON2 was meant or if it was consumed in the same fire. While additional research may clarify the events here, it seems safe to say that this image shows the second station in the Whaling City, the one built by the NH&NL in 1852. [REFS: NLD/10/16/1852/03; HDC/01/10/1853/02; HDC/05/09/1864/02; NYHT/05/09/1864/04; PEP/05/09/1864/03; HDC/05/10/1864/02; CR/05/14/1864/02; R72]
Based on newspaper articles and graphic evidence, this appears to be the station built by the NH&NL in 1852, hitherto apparently unknown before we noticed it in the Ropes landscape [click here]. The full panorama shows a NH&NL train at the extreme left going west from this castle-like structure at The Parade where its track ends either at or inside the stattion. The 1854NL map at right shows the location of both NEW LONDON1 at the blue arrow and NEW LONDON2 at the red arrow. According to John Roy, the first "real railroad station in New London," that he says was the Greek Revival structure we have now listed as NEW LONDON3, was built in 1852 by the NLW&P. This seems to be a case of the correct date but the wrong structure and the wrong railroad, since a January, 1853 newspaper notes that the first meeting of the New London and Stonington road "is to be called at the Station House of the New Haven and New London road, on the 10th inst., for the choice of Directors and other business." What happened to NEW LONDON2 which stood at the exact location where the next station would be built? Newly found articles say that a depot in New London burned on 5/8/1864 but attribute it variously to the NLW&P or the N&W. In this confusion, we wonder if somehow NEW LONDON2 was meant or if it was consumed in the same fire. While additional research may clarify the events here, it seems safe to say that this image shows the second station in the Whaling City, the one built by the NH&NL in 1852. [REFS: NLD/10/16/1852/03; HDC/01/10/1853/02; HDC/05/09/1864/02; NYHT/05/09/1864/04; PEP/05/09/1864/03; HDC/05/10/1864/02; CR/05/14/1864/02; R72]
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NEW LONDON3 [SL/NLN, 1864?]
The middle and right shots are also from the 1876 Bailey map and show the 'General R.R. Depot' that we think was built in 1864 after the earlier structure burned. This one would also be destroyed by fire on 2/5/1885 and the single article we found about that event says that "few New London people are sorry, as the ancient structure had long since outlived its usefulness." Calling this station 'ancient' after only 21 years, or even 32 years if it was confused with the 1852 depot, seems a little extreme but disparaging remarks when a depot no longer met public expectations was common at the time. The railroad commissioners had been petitioned for depot changes here in 1859 and 1867. Newspaper articles in 1874-1875 talk of the need for a new or remodeled station and the commissioners in their 1877 report cite the need "to address the wholly insufficient and inconvenient accommodations" here. While we hope to shed further light on the evolution of the depots in this important coastal town, this is where it stands for now. Credit does go once again to Mr. Bailey for the image of the Thames River, in service from 1871 to 1877, and coming into port below the station. Ferry operations between New London and Groton began late in 1858 with the completion of the NL&S and would continue until the first Thames River bridge was built in 1889. The 1868 Beers map at left shows the footprint of NEW LONDON3 and the all the other railroad and port structures at that time. [REFS: HDC/12/09/1858/02; RRC2.1 (8/19/1859); RRC5.110 (5/26/1867); HDC/10/13/1874/04; CR/11/21/1874/01; HDC/03/30/1875/04; CRC23.1876.21; CRC24.1877.20; CRC26.1879.31; NHER/02/06/1885/01; R72; SL.12.3.8]
The middle and right shots are also from the 1876 Bailey map and show the 'General R.R. Depot' that we think was built in 1864 after the earlier structure burned. This one would also be destroyed by fire on 2/5/1885 and the single article we found about that event says that "few New London people are sorry, as the ancient structure had long since outlived its usefulness." Calling this station 'ancient' after only 21 years, or even 32 years if it was confused with the 1852 depot, seems a little extreme but disparaging remarks when a depot no longer met public expectations was common at the time. The railroad commissioners had been petitioned for depot changes here in 1859 and 1867. Newspaper articles in 1874-1875 talk of the need for a new or remodeled station and the commissioners in their 1877 report cite the need "to address the wholly insufficient and inconvenient accommodations" here. While we hope to shed further light on the evolution of the depots in this important coastal town, this is where it stands for now. Credit does go once again to Mr. Bailey for the image of the Thames River, in service from 1871 to 1877, and coming into port below the station. Ferry operations between New London and Groton began late in 1858 with the completion of the NL&S and would continue until the first Thames River bridge was built in 1889. The 1868 Beers map at left shows the footprint of NEW LONDON3 and the all the other railroad and port structures at that time. [REFS: HDC/12/09/1858/02; RRC2.1 (8/19/1859); RRC5.110 (5/26/1867); HDC/10/13/1874/04; CR/11/21/1874/01; HDC/03/30/1875/04; CRC23.1876.21; CRC24.1877.20; CRC26.1879.31; NHER/02/06/1885/01; R72; SL.12.3.8]
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Edward J. Ozog Collection
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Copyright NHRHTA
NEW LONDON4 [CVT, 1887]
As John Roy points out, it was the CVT, lessee of the NLN, that built this station with plans drawn up by renowned architect Henry Hobson Richardson. The NYNH&H, which always had more trains using this structure on its Shore Line, was a mere tenant. One unique feature was the passenger canopy, seen in the photo at top right, that mirrored the broad curve the tracks still take along the waterfront and had a raised 'eybrow' over the State St. grade crossing. Once threatened by urban renewal, the station was put on the National Register of Historic Places in 1971 and completely renovated between 1976 and 1977. CVT passenger service ceased in 1949 but the structure still serves Amtrak and Shore Line East riders in 2011. The steel footbridge was ordered by the PUC in 1912 to allow pedestrians to get safely to the boats just to the east, an intermodal access point to Long Island still in use today. [REFS: NHDP/03//19/1886/04box; NHAR16.1887.7; HC/11/07/1912/06; Q148k; R72]
As John Roy points out, it was the CVT, lessee of the NLN, that built this station with plans drawn up by renowned architect Henry Hobson Richardson. The NYNH&H, which always had more trains using this structure on its Shore Line, was a mere tenant. One unique feature was the passenger canopy, seen in the photo at top right, that mirrored the broad curve the tracks still take along the waterfront and had a raised 'eybrow' over the State St. grade crossing. Once threatened by urban renewal, the station was put on the National Register of Historic Places in 1971 and completely renovated between 1976 and 1977. CVT passenger service ceased in 1949 but the structure still serves Amtrak and Shore Line East riders in 2011. The steel footbridge was ordered by the PUC in 1912 to allow pedestrians to get safely to the boats just to the east, an intermodal access point to Long Island still in use today. [REFS: NHDP/03//19/1886/04box; NHAR16.1887.7; HC/11/07/1912/06; Q148k; R72]
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NEW MILFORD1 [HRR, 1840]
The location is seen on the 1856FC map [left] and corresponds to the structure seen in the center of the 1882 Bailey bird's-eye map at middle [click here]. Though the station seems disproportionately large, it appears to be a combination depot with the large freight door on the south end. The freight door in the photo at right seems to match what see in the bird's-eye image, so we think it shows NEW MILFORD1 and dates to sometime between 1841 and 1886 when the next station was built. We do not yet know the fate of this structure. Note the water tank and one-stall engine house on the other side of the track from the station. The turntable is south of the depot across Bridge St., as seen on the full Bailey map.
The location is seen on the 1856FC map [left] and corresponds to the structure seen in the center of the 1882 Bailey bird's-eye map at middle [click here]. Though the station seems disproportionately large, it appears to be a combination depot with the large freight door on the south end. The freight door in the photo at right seems to match what see in the bird's-eye image, so we think it shows NEW MILFORD1 and dates to sometime between 1841 and 1886 when the next station was built. We do not yet know the fate of this structure. Note the water tank and one-stall engine house on the other side of the track from the station. The turntable is south of the depot across Bridge St., as seen on the full Bailey map.
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NEW MILFORD2 [HRR, 1886]
The newspaper said that the new station here was nearly completed in July, 1886. John Roy says the cost was $15,000, which was a rather large sum for the time. [REFS: CWN/07/07/1886/03; CRC34.1886.7; CRC54.1906.32; R74; D60+]
The newspaper said that the new station here was nearly completed in July, 1886. John Roy says the cost was $15,000, which was a rather large sum for the time. [REFS: CWN/07/07/1886/03; CRC34.1886.7; CRC54.1906.32; R74; D60+]
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NEW PRESTON1 [SRR, 1872]
This stop in the town of Washington was established in 1872 with the opening of the Shepaug RR. A report in the Courant in August, 1872 said "you alight on a platform, which bears resemblance to a stranded raft, just in time to see your trunk dumped out into a convenient sand-bank. But as it's only a sand-bank, its tender mercies are much to be preferred to the careful handling of the average baggagemaster." The platform, presumably between tracks, appears to have been supplemented by a structure in October, when the newspaper said that "the new depot on the Shepaug Valley R. R. at New Preston is nearly completed." The 7/19/1917 val photo at left shows NEW PRESTON1, then in use as the freight depot, in the foreground and the newer passenger station in the distance. The front of the 1911 real estate card corroborates the build date as 1872 and the back side shows the floor plan of the station that then handled both freight and passengers. The ca. 1912 railroad real estate map at lower left shows the new station as well as this building designated as the 'old depot.' [REFS: C/08/15/1872/03; WH/10/04/1872/03][rev032813]
This stop in the town of Washington was established in 1872 with the opening of the Shepaug RR. A report in the Courant in August, 1872 said "you alight on a platform, which bears resemblance to a stranded raft, just in time to see your trunk dumped out into a convenient sand-bank. But as it's only a sand-bank, its tender mercies are much to be preferred to the careful handling of the average baggagemaster." The platform, presumably between tracks, appears to have been supplemented by a structure in October, when the newspaper said that "the new depot on the Shepaug Valley R. R. at New Preston is nearly completed." The 7/19/1917 val photo at left shows NEW PRESTON1, then in use as the freight depot, in the foreground and the newer passenger station in the distance. The front of the 1911 real estate card corroborates the build date as 1872 and the back side shows the floor plan of the station that then handled both freight and passengers. The ca. 1912 railroad real estate map at lower left shows the new station as well as this building designated as the 'old depot.' [REFS: C/08/15/1872/03; WH/10/04/1872/03][rev032813]
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NEW PRESTON2 [NYNH&H, 1912]
Business must have been sufficient enough in 1912 for the railroad to put up a station for passengers and consign the older depot to freight. The val photo at upper left is dated 7/19/1917. The front of the real estate card at middle shows this station was up by December, 1912 and the back side gives us the floor plan. At lower left, Irving Drake is seated on the platform as Louis H. Benton takes photo 2654 ca. 1930. [REFS: NHAR41.1912.10; NHAR42.1913.14; D152][rev032813]
Business must have been sufficient enough in 1912 for the railroad to put up a station for passengers and consign the older depot to freight. The val photo at upper left is dated 7/19/1917. The front of the real estate card at middle shows this station was up by December, 1912 and the back side gives us the floor plan. At lower left, Irving Drake is seated on the platform as Louis H. Benton takes photo 2654 ca. 1930. [REFS: NHAR41.1912.10; NHAR42.1913.14; D152][rev032813]
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NEWFIELD [MRR, 1850]
This stop was probably established by the Middletown RR when it opened in 1850. The first appearance on a timetable or map is in the 1869 Baker & Tilden atlas [upper middle] and our red arrow points to the location in the northwest quadrant of the crossing. The 3/22/1850 document at lower left shows that the 71-ft bridge costing $355 dates back to the building of the railroad. The 1915 val map at upper right shows the small depot in the same position which corresponds to today's Mile Lane, just east of Newfield St. The image at lower middle is the 9/17/1928 PUC inspection-notes page that was accompanied by the photo at lower right. The station is barely visible at left on the far side of the bridge. Al Weaver has pointed out that Newfield St. has the distinction of being crossed by three separate railroads: the Air Line to the south, the the Middletown RR -- the Berlin branch -- just north of here, and the M&C up at West Cromwell. Interestingly, the busier Newfield St. crossing was at grade, while the less-traveled Mile Lane was on a bridge, perhaps due more to the depressed level of the rail line here rather than the need to separate the grade for traffic safety reasons. Max Miller tells us that, when the Berlin branch was cut back to a point south of here, which Karr says was in 1961, the bridge was removed and the land filled and leveled. [REFS: DC/08/02/1871/02; K75][rev032913]
This stop was probably established by the Middletown RR when it opened in 1850. The first appearance on a timetable or map is in the 1869 Baker & Tilden atlas [upper middle] and our red arrow points to the location in the northwest quadrant of the crossing. The 3/22/1850 document at lower left shows that the 71-ft bridge costing $355 dates back to the building of the railroad. The 1915 val map at upper right shows the small depot in the same position which corresponds to today's Mile Lane, just east of Newfield St. The image at lower middle is the 9/17/1928 PUC inspection-notes page that was accompanied by the photo at lower right. The station is barely visible at left on the far side of the bridge. Al Weaver has pointed out that Newfield St. has the distinction of being crossed by three separate railroads: the Air Line to the south, the the Middletown RR -- the Berlin branch -- just north of here, and the M&C up at West Cromwell. Interestingly, the busier Newfield St. crossing was at grade, while the less-traveled Mile Lane was on a bridge, perhaps due more to the depressed level of the rail line here rather than the need to separate the grade for traffic safety reasons. Max Miller tells us that, when the Berlin branch was cut back to a point south of here, which Karr says was in 1961, the bridge was removed and the land filled and leveled. [REFS: DC/08/02/1871/02; K75][rev032913]
Archives & Spec Colls, UConn Libraries
NEWINGTON1 [H&NH, 1850]
The 1886 Memorial History of Hartford County says that the H&NH did not build the first station here until "some years after" the 1839 debut of the railroad and that the HP&F established a station here in 1850, meaning apparently only a stop so that the NY&NE and the NYNH&H had a "common depot" at the time that the history was compiled in 1886 [p319]. New research suggests that this stop, in fact, debuted with the arrival of the HP&F in 1850 and the likely move at that time by the H&NH of its earlier station, our NEW BRITAIN/H, two miles north to the junction for the use of both companies. An 1869 newspaper article said that the railroad station at Newington was robbed, not specifying which, and likely indicating that the only one was the H&NH depot shared by the then-BH&E. This single-depot theory is born out by news coverage of a train wreck on 11/29/1878, wherein it says that John C. Sternberg was the station agent, selling tickets for, and looking after the affairs, of both roads, a daunting responsibility that probably figured in the accident. He also had to handle all the freight, monitor and throw eight track switches, serve as the Adams Express agent and the postmaster, all for about $40 per month, "not enough pay to it to support two men." Perhaps not surprisingly, he lived right across the tracks, which by then numbered three, the third put in by the H&NH in 1870 and the fourth coming in 1884 when the NY&NE upgraded its line. The image is from an NY&NE real estate map book and shows the footprint of NEWINGTON1. The date on the map page says it is 1886, revised to 1889, but, interestingly, it also shows NEWINGTON3, below the track and on the left, which was not built until 1891. [REFS: HDC/03/01/1855/02; HDC/08/28/1865/02: religious services?; HDC/04/08/1869/04; HDC/07/15/1870/02; HDC/11/30/1878/02; HDC/07/01/1884/02; MHHC 2.482][rev032913]
The 1886 Memorial History of Hartford County says that the H&NH did not build the first station here until "some years after" the 1839 debut of the railroad and that the HP&F established a station here in 1850, meaning apparently only a stop so that the NY&NE and the NYNH&H had a "common depot" at the time that the history was compiled in 1886 [p319]. New research suggests that this stop, in fact, debuted with the arrival of the HP&F in 1850 and the likely move at that time by the H&NH of its earlier station, our NEW BRITAIN/H, two miles north to the junction for the use of both companies. An 1869 newspaper article said that the railroad station at Newington was robbed, not specifying which, and likely indicating that the only one was the H&NH depot shared by the then-BH&E. This single-depot theory is born out by news coverage of a train wreck on 11/29/1878, wherein it says that John C. Sternberg was the station agent, selling tickets for, and looking after the affairs, of both roads, a daunting responsibility that probably figured in the accident. He also had to handle all the freight, monitor and throw eight track switches, serve as the Adams Express agent and the postmaster, all for about $40 per month, "not enough pay to it to support two men." Perhaps not surprisingly, he lived right across the tracks, which by then numbered three, the third put in by the H&NH in 1870 and the fourth coming in 1884 when the NY&NE upgraded its line. The image is from an NY&NE real estate map book and shows the footprint of NEWINGTON1. The date on the map page says it is 1886, revised to 1889, but, interestingly, it also shows NEWINGTON3, below the track and on the left, which was not built until 1891. [REFS: HDC/03/01/1855/02; HDC/08/28/1865/02: religious services?; HDC/04/08/1869/04; HDC/07/15/1870/02; HDC/11/30/1878/02; HDC/07/01/1884/02; MHHC 2.482][rev032913]
J. J. Harness Collection, NHRHTA
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Richard A. Fleischer Collection
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NEWINGTON2 [NYNH&H, 1890]
The NYNH&H passenger station is seen here with the freight depot behind it. These structures are the ones reported by the railroad commissioners as having been built for the Hartford Division of the NYNH&H in 1890, a little north of the site of the original H&NH depot, as now corroborated by the map in our previous entry. The shot on the left is a valuation photo probably taken in the 1930s. The image at middle is a Benton and Drake, also taken in the 1930s, and looking north at NEWINGTON2 east of the tracks. Also seen is the NY&NE depot, NEWINGTON3, built in 1891 on the west side of the tracks. The 1915 val map at right shows the two stations opposite each other, NEWINGTON2 on the bottom, east side of the four-tracked railroad corridor. The 1890 NYNH&H freight station still stands here today in commercial use. John Roy's date range of 1850-1874 for all these structures is incorrect, as is the NRHP treatment of these properties: see next entry. [REFS: CRC38.1890.19; R75][rev032913]
The NYNH&H passenger station is seen here with the freight depot behind it. These structures are the ones reported by the railroad commissioners as having been built for the Hartford Division of the NYNH&H in 1890, a little north of the site of the original H&NH depot, as now corroborated by the map in our previous entry. The shot on the left is a valuation photo probably taken in the 1930s. The image at middle is a Benton and Drake, also taken in the 1930s, and looking north at NEWINGTON2 east of the tracks. Also seen is the NY&NE depot, NEWINGTON3, built in 1891 on the west side of the tracks. The 1915 val map at right shows the two stations opposite each other, NEWINGTON2 on the bottom, east side of the four-tracked railroad corridor. The 1890 NYNH&H freight station still stands here today in commercial use. John Roy's date range of 1850-1874 for all these structures is incorrect, as is the NRHP treatment of these properties: see next entry. [REFS: CRC38.1890.19; R75][rev032913]
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Copyright NHRHTA
NEWINGTON3 [NY&NE, 1891]
According to the Courant, a new passenger station was planned and built here by the NY&NE in 1891. Its size was to be 15x25 feet, with a three-foot projection for the ticket office. A freight depot is mentioned but does not show up in any maps or photos. Still standing in 2009 as seen in the color photo, its size is corroborated in the data for its listing as part of the 1986 Newington Junction MRA on the National Register of Historic Places. Surprisingly and disappointingly, the NRHP documentation [click here] has no mention and no seeming awareness of the railroads involved and differing build dates for the various structures, which are lumped together as a single historical unit, ca. 1870. The floor plan we found in NHRHTA documents also misled us until we figured out that it was for NEWINGTON3, not NEWINGTON2 across the tracks. Though the tracing date appears to be 1913 and the NYNH&H owned everything lock, stock and barrel by then, we wonder whether this former NY&NE property should not have been labeled for the Highland, instead of the Hartford, Division. [REFS: NHER/03/11/1891/04; HC/03/24/1891/06; HC/09/12/1891/06][rev032913]
According to the Courant, a new passenger station was planned and built here by the NY&NE in 1891. Its size was to be 15x25 feet, with a three-foot projection for the ticket office. A freight depot is mentioned but does not show up in any maps or photos. Still standing in 2009 as seen in the color photo, its size is corroborated in the data for its listing as part of the 1986 Newington Junction MRA on the National Register of Historic Places. Surprisingly and disappointingly, the NRHP documentation [click here] has no mention and no seeming awareness of the railroads involved and differing build dates for the various structures, which are lumped together as a single historical unit, ca. 1870. The floor plan we found in NHRHTA documents also misled us until we figured out that it was for NEWINGTON3, not NEWINGTON2 across the tracks. Though the tracing date appears to be 1913 and the NYNH&H owned everything lock, stock and barrel by then, we wonder whether this former NY&NE property should not have been labeled for the Highland, instead of the Hartford, Division. [REFS: NHER/03/11/1891/04; HC/03/24/1891/06; HC/09/12/1891/06][rev032913]
NEWTOWN/H1 [HRR, 1840]
As seen on the 1856FC map, this location is corroborated by the Storrs article which says the first station was about a quarter mile south of the later ones. [REFS: SL11.1.22][rev032913]
As seen on the 1856FC map, this location is corroborated by the Storrs article which says the first station was about a quarter mile south of the later ones. [REFS: SL11.1.22][rev032913]
NEWTOWN/H2 [HRR, 1880]
This is quite similar in style to other HRR depots of the period, with gingerbread at the peak and the arched name lettering. See DANBURY4, later to become BROOKFIELD JUNCTION2, and CORNWALL BRIDGE2. An 1880 Register article said that Pres. Barnum and other officials were in town to site a new station, which was to be a "commodious structure, with two large waiting rooms, and will closely resemble the depot building at Canaan." That statement has to be considered an exaggeration but, together with the land for the new location north of the old depot, NEWTOWN2 cost a tidy $8,400 as stated in the 1881 HRR annual report. The Register announced in August, 1880 that the new 69x24-ft depot with its 70-ft platform was open to the public, saying that it had cost $11,000(!), details echoed by the Connecticut Western News. The Register reported that lightning struck the building on the morning of June 6 and estimated the loss to be $3,000, $6,500 according to the News. [REFS: NHER/04/23/1880/01; HDC/05/19/1880/01; NHER/08/06/1880/04; WA/08/09/1880/00: first occupied upon visit; CWN/08/11/1880/02; CRC28.1881.67; NHER/06/06/1890/01; CWN/06/11/1890/03; IOA Newtown: March, 1890; R76][rev032913]
This is quite similar in style to other HRR depots of the period, with gingerbread at the peak and the arched name lettering. See DANBURY4, later to become BROOKFIELD JUNCTION2, and CORNWALL BRIDGE2. An 1880 Register article said that Pres. Barnum and other officials were in town to site a new station, which was to be a "commodious structure, with two large waiting rooms, and will closely resemble the depot building at Canaan." That statement has to be considered an exaggeration but, together with the land for the new location north of the old depot, NEWTOWN2 cost a tidy $8,400 as stated in the 1881 HRR annual report. The Register announced in August, 1880 that the new 69x24-ft depot with its 70-ft platform was open to the public, saying that it had cost $11,000(!), details echoed by the Connecticut Western News. The Register reported that lightning struck the building on the morning of June 6 and estimated the loss to be $3,000, $6,500 according to the News. [REFS: NHER/04/23/1880/01; HDC/05/19/1880/01; NHER/08/06/1880/04; WA/08/09/1880/00: first occupied upon visit; CWN/08/11/1880/02; CRC28.1881.67; NHER/06/06/1890/01; CWN/06/11/1890/03; IOA Newtown: March, 1890; R76][rev032913]
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NEWTOWN/H3 [HRR, 1890]
The Courant reported in July, 1890, only a month after the fire, that "the new depot is rapidly assuming shape" and that, modeled after the old one and going up in exactly the same spot, it should be ready in about a month! Though largely similar, differences in the windows and chimneys show that this station was indeed the successor structure. We have not found a notice of its opening, though August or September, 1890 seems likely based on what the newspaper said. [REFS: NHER/06/06/1890/01; NYH/06/07/1890/03; HC/07/12/1890/06; R76; IOA Newtown (p82): nine months later]
The Courant reported in July, 1890, only a month after the fire, that "the new depot is rapidly assuming shape" and that, modeled after the old one and going up in exactly the same spot, it should be ready in about a month! Though largely similar, differences in the windows and chimneys show that this station was indeed the successor structure. We have not found a notice of its opening, though August or September, 1890 seems likely based on what the newspaper said. [REFS: NHER/06/06/1890/01; NYH/06/07/1890/03; HC/07/12/1890/06; R76; IOA Newtown (p82): nine months later]
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NEWTOWN/N [NY&NE, 1881]
This was the NY&NE station, considerably north of the center of town, as seen on the 1893 Hurd atlas map [upper middle]. The HRR station, also on the map, is seen much farther south. Although this depot probably opened in 1881, for some reason it is not yet found on the 1886/1889 NY&NE real estate atlas map. There are somewhat conflicting claims about the size of the stations on the NY&NE's western extension, as either being small or large. The photographs show that there were some of both, all reportedly built by Leman Oatman of Hartford, with the one here being the smaller type like MILL PLAIN. This station would become known as NORTH NEWTOWN, presumably after the NYNH&H took over the NY&NE in 1898 and had to differentiate this station from the HRR depot, which had been under the Consolidated's control since 1892. The val map shows the layout in 1915, with the station in the southeast quadrant at the undergrade crossing of today's Echo Valley Road. The abutment on the west side of the road still stands in 2010. Storrs's Shoreliner article about Newtown's stations that this one was dismantled in 1931 and the wood was used to build a house in Danbury. [REFS: HDC/07/23/1881/02; DN/07/27/1881/01; SL11.1.26][rev032913]
This was the NY&NE station, considerably north of the center of town, as seen on the 1893 Hurd atlas map [upper middle]. The HRR station, also on the map, is seen much farther south. Although this depot probably opened in 1881, for some reason it is not yet found on the 1886/1889 NY&NE real estate atlas map. There are somewhat conflicting claims about the size of the stations on the NY&NE's western extension, as either being small or large. The photographs show that there were some of both, all reportedly built by Leman Oatman of Hartford, with the one here being the smaller type like MILL PLAIN. This station would become known as NORTH NEWTOWN, presumably after the NYNH&H took over the NY&NE in 1898 and had to differentiate this station from the HRR depot, which had been under the Consolidated's control since 1892. The val map shows the layout in 1915, with the station in the southeast quadrant at the undergrade crossing of today's Echo Valley Road. The abutment on the west side of the road still stands in 2010. Storrs's Shoreliner article about Newtown's stations that this one was dismantled in 1931 and the wood was used to build a house in Danbury. [REFS: HDC/07/23/1881/02; DN/07/27/1881/01; SL11.1.26][rev032913]
