Track 12: CT Passenger Stations, NI-NO
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.
NIANTIC [> EAST LYME]
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NOANK [NL&S, 1858]
This stop was established in the town of Groton when the NL&S opened in 1858 from Groton Bank to Stonington Jct. Note the 'compass' adornment from the NYP&B's later ownership, still in place even on the May, 2010 photos. The photo at upper middle is dated 10/16/1925 at Dodd RHA website. The station has been moved a short distance down the track from its original location, raised up onto a higher foundation, and is in use today as a real estate office. [REFS: R76]
This stop was established in the town of Groton when the NL&S opened in 1858 from Groton Bank to Stonington Jct. Note the 'compass' adornment from the NYP&B's later ownership, still in place even on the May, 2010 photos. The photo at upper middle is dated 10/16/1925 at Dodd RHA website. The station has been moved a short distance down the track from its original location, raised up onto a higher foundation, and is in use today as a real estate office. [REFS: R76]
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Norfolk Historical Society
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Norfolk Historical Society
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NORFOLK1 [CW, 1871]
The coming of the railroad to this town was unique in several ways. Removed from direct railroad service, residents of this town had to go either to Canaan, Winsted or Torrington to catch the train. This situation played no small role in local resident Egbert T. Butler's advocacy for the building of the CW to relieve Norfolk of its isolation. The other unusual circumstance here was that the original plans called for the rails to be laid right through the trees and war monuments on the town green. Opinions ran high against this but were countered by people who feared that the railroad might avoid the town center altogether if it didn't get the route that it wanted. The railroad commissioners had the final say and, in addition to practical considerations, they wisely disallowed the desecration "because gratitude to our noble defenders will not allow us to let a railroad run over, or seriously injure a memorial monument, dedicated to their memory, at the same time striking down in its passage trees of the century's growth, necessary to the comfort and enjoyment of the public, and for which money is no equivalent, unless we feel compelled to it by such controlling necessity as does not here exist." The result was a right of way just to the east of the green and at a low enough grade to necessitate the building of a long bridge to let the tracks pass below the busy Greenwoods Tpke. Hence was born the unique, 50-ft 'tunnel' that was part of town history for years. The upper left and middle photos show NORFOLK1, which was up for the opening of the CW in 1871. The 1880 NY&NE appraisal of CW properties said the building was in good condition and put a value of $1700 on it, making it comparable to BLOOMFIELD and CANTON which were similar in appearance. The photo at upper right is an eastward look through the tunnel and, at lower left, the PUC has the 'story stick' out to measure the tunnel's clearance in the 1920s. The other lower images look west along the turnpike, with the one on the left clearly showing the planks that created the bridge over the tracks. The Norfolk Library [click here] now stands where the Old Store is seen, just beyond the tunnel. The church-like ambience inside is inviting, even as a bustling library goes about its business. The historical scrapbooks that we pored over are well worth asking for. Equally rewarding is a trip to the Norfolk Historical Society [click here] just across the Green where we were welcomed and treated to a large collection of railroad material, including some of the photographs seen here. [REFS: CRC17.1870.268; HDC/12/14/1871/02; WH/12/15/1871/02; D22+; R77]
The coming of the railroad to this town was unique in several ways. Removed from direct railroad service, residents of this town had to go either to Canaan, Winsted or Torrington to catch the train. This situation played no small role in local resident Egbert T. Butler's advocacy for the building of the CW to relieve Norfolk of its isolation. The other unusual circumstance here was that the original plans called for the rails to be laid right through the trees and war monuments on the town green. Opinions ran high against this but were countered by people who feared that the railroad might avoid the town center altogether if it didn't get the route that it wanted. The railroad commissioners had the final say and, in addition to practical considerations, they wisely disallowed the desecration "because gratitude to our noble defenders will not allow us to let a railroad run over, or seriously injure a memorial monument, dedicated to their memory, at the same time striking down in its passage trees of the century's growth, necessary to the comfort and enjoyment of the public, and for which money is no equivalent, unless we feel compelled to it by such controlling necessity as does not here exist." The result was a right of way just to the east of the green and at a low enough grade to necessitate the building of a long bridge to let the tracks pass below the busy Greenwoods Tpke. Hence was born the unique, 50-ft 'tunnel' that was part of town history for years. The upper left and middle photos show NORFOLK1, which was up for the opening of the CW in 1871. The 1880 NY&NE appraisal of CW properties said the building was in good condition and put a value of $1700 on it, making it comparable to BLOOMFIELD and CANTON which were similar in appearance. The photo at upper right is an eastward look through the tunnel and, at lower left, the PUC has the 'story stick' out to measure the tunnel's clearance in the 1920s. The other lower images look west along the turnpike, with the one on the left clearly showing the planks that created the bridge over the tracks. The Norfolk Library [click here] now stands where the Old Store is seen, just beyond the tunnel. The church-like ambience inside is inviting, even as a bustling library goes about its business. The historical scrapbooks that we pored over are well worth asking for. Equally rewarding is a trip to the Norfolk Historical Society [click here] just across the Green where we were welcomed and treated to a large collection of railroad material, including some of the photographs seen here. [REFS: CRC17.1870.268; HDC/12/14/1871/02; WH/12/15/1871/02; D22+; R77]
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NORFOLK2 [PR&NE, 1898]
"Practically completed" by 8/18/1898, this depot was evidently the idea of the PR&NE who reportedly started negotiations with locals for building a new depot in 1895, cost projected at $5000 to be shared equally by the town and the railroad. When finished, the cost was double that. Hill & Turner, a New York architectural firm, drew up the plans that called for a 76x30-ft granite building, with 320 feet of covered platform and a semi-circular driveway leading to the porte cochere. As the floor plan from the April 15th newspaper shows, the offices, baggage, and express rooms were in the south end of the building and the rest rooms, ladies' sitting rooms, and telephone booth were on the north end. The lot, probably a little east of NORFOLK1, was donated by the Battell family. One newspaper reported that "Norfolk's princely railroad depot is now practically completed" and that local residents had furnished framed photographs of world-travel scenes and a elegant clock for the interior. As late as 1904 the Springfield Republican was still remarking that the walls inside "instead of being covered with flaring railroad advertisements, are ornamented with fine views of beautiful buildings and landscapes -- a little art gallery, in short, for eyes that are weary of cinders and smoke and time-tables." In 1925, when passenger service only would last two years more, it was Norfolk, the town that wanted the railroad so much in the 1860s, that was petitioning the PUC for more trains! We don't know when the tunnel was filled but in 2011 the old ornamental railings still grace the crest of the hill and a sloping, grassy path covers the right of way. It still leads to the station building and a playground-size, wooden train does its best to commemorate the days when the real ones ran a few feet away. [REFS: CWN/06/27/1895/02; CRC46.1898.23; HC/02/11/1898/07; CWN/02/24/1898/02; LJ/02/26/1898/01; CWN/03/24/1898/02; WEC/04/15/1898/??; CWN/04/28/1898/02; CWN/08/18/1898/02; SR/07/31/1904/11; WEC/06/24/1925/01; A38; D35; NL21.5.2; R77] [rev032913]
"Practically completed" by 8/18/1898, this depot was evidently the idea of the PR&NE who reportedly started negotiations with locals for building a new depot in 1895, cost projected at $5000 to be shared equally by the town and the railroad. When finished, the cost was double that. Hill & Turner, a New York architectural firm, drew up the plans that called for a 76x30-ft granite building, with 320 feet of covered platform and a semi-circular driveway leading to the porte cochere. As the floor plan from the April 15th newspaper shows, the offices, baggage, and express rooms were in the south end of the building and the rest rooms, ladies' sitting rooms, and telephone booth were on the north end. The lot, probably a little east of NORFOLK1, was donated by the Battell family. One newspaper reported that "Norfolk's princely railroad depot is now practically completed" and that local residents had furnished framed photographs of world-travel scenes and a elegant clock for the interior. As late as 1904 the Springfield Republican was still remarking that the walls inside "instead of being covered with flaring railroad advertisements, are ornamented with fine views of beautiful buildings and landscapes -- a little art gallery, in short, for eyes that are weary of cinders and smoke and time-tables." In 1925, when passenger service only would last two years more, it was Norfolk, the town that wanted the railroad so much in the 1860s, that was petitioning the PUC for more trains! We don't know when the tunnel was filled but in 2011 the old ornamental railings still grace the crest of the hill and a sloping, grassy path covers the right of way. It still leads to the station building and a playground-size, wooden train does its best to commemorate the days when the real ones ran a few feet away. [REFS: CWN/06/27/1895/02; CRC46.1898.23; HC/02/11/1898/07; CWN/02/24/1898/02; LJ/02/26/1898/01; CWN/03/24/1898/02; WEC/04/15/1898/??; CWN/04/28/1898/02; CWN/08/18/1898/02; SR/07/31/1904/11; WEC/06/24/1925/01; A38; D35; NL21.5.2; R77] [rev032913]
NORFOLK SUMMIT1 [CW, 1872]
This was a flag stop known as SUMMIT, or SPAULDINGS SUMMIT, almost from the opening of the CW. The Winsted Herald in April, 1872 said that... "the new milk train on the Conn. Western railroad has been the means of adding a number of new stations between Winsted and Millerton, including two between Winsted and Norfolk -- Brook's and the Summit." We do not know if there was a passenger structure here or just a platform. A decade later, reports in 1881 said that the H&CW was "putting in a long side track at the summit for the benefit of their numerous extra freight trains, and are soon to rebuild the dilapidated milk house at that station." The late Victor M. Newton left a sheaf of notes and detailed maps showing the development of the CNE and its predecessors over the years. The one at left shows the evolution of the stations here, the first being slightly north of the spot that would host the second and third structures. [REFS: WH/04/05/1872/02; CWN/11/02/1881/02][rev122112]
This was a flag stop known as SUMMIT, or SPAULDINGS SUMMIT, almost from the opening of the CW. The Winsted Herald in April, 1872 said that... "the new milk train on the Conn. Western railroad has been the means of adding a number of new stations between Winsted and Millerton, including two between Winsted and Norfolk -- Brook's and the Summit." We do not know if there was a passenger structure here or just a platform. A decade later, reports in 1881 said that the H&CW was "putting in a long side track at the summit for the benefit of their numerous extra freight trains, and are soon to rebuild the dilapidated milk house at that station." The late Victor M. Newton left a sheaf of notes and detailed maps showing the development of the CNE and its predecessors over the years. The one at left shows the evolution of the stations here, the first being slightly north of the spot that would host the second and third structures. [REFS: WH/04/05/1872/02; CWN/11/02/1881/02][rev122112]
Connecticut Historical Society
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National Archives
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National Archives
NORFOLK SUMMIT2 [CNE, 1900]
According to the newspapers, this station was being completed early in 1900 and local residents had contributed funds. It was expected to cost about $2,000 and cater mostly to summer traffic. The interior was said to consist of a waiting room with rustic fireplace, baggage room, and ticket office. Though unattended at the start, it was hoped that patronage would grow and an agent would be on duty here. A covered platform was built nearly all the way around the building and the roof extended out on the west side to form a porte cochere that was built around the trunk of a hemlock tree and supported by two large hemlock posts. The exterior was dressed, as seen, with slabs of bark giving the structure its unique, log-cabin look. In the photo at right, the darker, covered carriage porch can be seen in the rear, as well as the tree trunk acting as a center support. The arrangement of the grounds is seen in the 1916 val map at upper right, and the station footprint includes the projection on the south end for the agent's bay. The ICC field notes [lower left] gives a host of details. The depot's 20x27-ft floor dimensions are supplemented with an eave measurement [E] of 10 feet and a roof height [R] of 16 feet. Bureaucratically precise computation pegs the total physical volume of station space at 7020 cu. ft., to which is added 240 cu. ft. for the 3x8x10-ft agents bay. The agent's bay is discernable if you look closely at the shorter roof brackets on the left end of the depot where a side entrance door is also seen. On opening, the rustic-style station was christened NORFOLK SUMMIT and it may have seen more than its assumed share of service. Perhaps catering to affluent businessmen, a 12:52 train originating here is mentioned in the Courant in 1906 as making connections via Canaan for a 5:20 arrival in New York City. In 1915, the name of this station reverted to simply SUMMIT, presumably to avoid confusion with NORFOLK. This change was probably per ICC order No. F1611. As reproduced in Lord, the NYNH&H notification to its station agents and other interested parties had a date of 11/16/1915. According to the Courant, the CNE made the changes proactively effective on 6/6/1915. If the newspaper was correct, one wonders if any confusion was caused in the intervening months. This station burned on 8/10/1922 with the Courant reporting as follows: "The Summit station on the Central New England Railroad, which was located on the highest spot in this section of the state and which was built about twenty-five years ago mainly through subscriptions by summer residents, was burned shortly after noon today. The fire was discovered shortly after a west bound train had passed and it is believed was caused by sparks from the locomotive. There is no water supply at the Summit and in consequence little could be done to check the flames." According to an undated clipping from Ted Vaill's Winsted Herald column, it was standing when one train went by and, when the next train passed, it was gone. [REFS: HDC/12/21/1871/02; WH/04/05/1872/02; CWN/01/04/1900/02; WEC/02/07/1900/00; HC/06/09/1906/09; HC/05/28/1915/06; SR/05/28/1915/04; HC/08/11/1922/04; D32,43][rev121912]
According to the newspapers, this station was being completed early in 1900 and local residents had contributed funds. It was expected to cost about $2,000 and cater mostly to summer traffic. The interior was said to consist of a waiting room with rustic fireplace, baggage room, and ticket office. Though unattended at the start, it was hoped that patronage would grow and an agent would be on duty here. A covered platform was built nearly all the way around the building and the roof extended out on the west side to form a porte cochere that was built around the trunk of a hemlock tree and supported by two large hemlock posts. The exterior was dressed, as seen, with slabs of bark giving the structure its unique, log-cabin look. In the photo at right, the darker, covered carriage porch can be seen in the rear, as well as the tree trunk acting as a center support. The arrangement of the grounds is seen in the 1916 val map at upper right, and the station footprint includes the projection on the south end for the agent's bay. The ICC field notes [lower left] gives a host of details. The depot's 20x27-ft floor dimensions are supplemented with an eave measurement [E] of 10 feet and a roof height [R] of 16 feet. Bureaucratically precise computation pegs the total physical volume of station space at 7020 cu. ft., to which is added 240 cu. ft. for the 3x8x10-ft agents bay. The agent's bay is discernable if you look closely at the shorter roof brackets on the left end of the depot where a side entrance door is also seen. On opening, the rustic-style station was christened NORFOLK SUMMIT and it may have seen more than its assumed share of service. Perhaps catering to affluent businessmen, a 12:52 train originating here is mentioned in the Courant in 1906 as making connections via Canaan for a 5:20 arrival in New York City. In 1915, the name of this station reverted to simply SUMMIT, presumably to avoid confusion with NORFOLK. This change was probably per ICC order No. F1611. As reproduced in Lord, the NYNH&H notification to its station agents and other interested parties had a date of 11/16/1915. According to the Courant, the CNE made the changes proactively effective on 6/6/1915. If the newspaper was correct, one wonders if any confusion was caused in the intervening months. This station burned on 8/10/1922 with the Courant reporting as follows: "The Summit station on the Central New England Railroad, which was located on the highest spot in this section of the state and which was built about twenty-five years ago mainly through subscriptions by summer residents, was burned shortly after noon today. The fire was discovered shortly after a west bound train had passed and it is believed was caused by sparks from the locomotive. There is no water supply at the Summit and in consequence little could be done to check the flames." According to an undated clipping from Ted Vaill's Winsted Herald column, it was standing when one train went by and, when the next train passed, it was gone. [REFS: HDC/12/21/1871/02; WH/04/05/1872/02; CWN/01/04/1900/02; WEC/02/07/1900/00; HC/06/09/1906/09; HC/05/28/1915/06; SR/05/28/1915/04; HC/08/11/1922/04; D32,43][rev121912]
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NORFOLK SUMMIT3 [CNE, 1922]
This simple shelter replaced the log-cabin station that burned in 1922. Nimke [3.56] says this photo is 1928. The unidentified young man is seen in other CNE station shots, sometimes with a motorbike also visible that must have transported him and the photographer on their railfanning adventures in the northwest corner. [rev121912]
This simple shelter replaced the log-cabin station that burned in 1922. Nimke [3.56] says this photo is 1928. The unidentified young man is seen in other CNE station shots, sometimes with a motorbike also visible that must have transported him and the photographer on their railfanning adventures in the northwest corner. [rev121912]
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NOROTON1 [NY&NH, c1850]
Seen as mistakenly called NORTON or NEWTON, this was not an original stop on the NY&NH when it opened through the town of Darien in 1849. Seven years later, however, the 1856FC map at left shows the DARIEN station at the blue arrow and another depot at the red arrow. This latter one was near the home of W. Lockwood and corresponds to the LOCKWOODS stop on the 1861 conductor's tally at rmiddle. Both the 1856 map and the one at right, which also dates to the 1850s, show the station south of the NY&NH track and at a location just east of today's Noroton Ave., then known as Railroad Ave. Nowhere else to be found in railroad documents or in travel publications like Snow's Pathfinder Railway Guide, the stop is first mentioned as Noroton in the newspapers in 1865. By 1868, the high ground of this locale, with its vistas of Long Island Sound, its beautiful dwellings, and good clean air, was being touted as: "a desirable Summer residence for people desiring good society and at the same time easy and quick transit to the city, as business may demand." Access to the "flourishing village" of Stamford is also cited in the description which is aimed at the real estate market. The official timetable debut in sources we had access to was 1868 and in the next year, the Herald-Tribune said "a fine depot has recently been erected" here. It added that property values had doubled in the last three years, due certainly to the railroad providing service to this village. Even assuming that no structure preceded this 1869 station, the stop certainly predates it and goes back at least to the 1856 map. The reference to the "fine new depot" has us wondering if this was not a cross-gabled, Gothic structure akin to GREENWICH1, SOUTHPORT1, and other early NY&NH stations. NOROTON1 appears to have been removed in 1888 due to track improvements. A newspaper article said that workers had arrived to begin straightening the curve here where freight trains were having difficulty and "by so doing will do away with the old depot and erect a new one farther north." [REFS: PTH107.1858.14; CR/07/10/1858/04: Lockwood's Corner; HDC/08/05/1865/02: NEWTON; CR/08/12/1865/03; RF/08/11/1865/02; NYHT/07/27/1867/05; HDC/07/01/1868/04; NYHT/05/22/1869/04; CC/09/13/1873/04; RRC31.84 (12/22/1887); BEF/04/24/1888/??]
Seen as mistakenly called NORTON or NEWTON, this was not an original stop on the NY&NH when it opened through the town of Darien in 1849. Seven years later, however, the 1856FC map at left shows the DARIEN station at the blue arrow and another depot at the red arrow. This latter one was near the home of W. Lockwood and corresponds to the LOCKWOODS stop on the 1861 conductor's tally at rmiddle. Both the 1856 map and the one at right, which also dates to the 1850s, show the station south of the NY&NH track and at a location just east of today's Noroton Ave., then known as Railroad Ave. Nowhere else to be found in railroad documents or in travel publications like Snow's Pathfinder Railway Guide, the stop is first mentioned as Noroton in the newspapers in 1865. By 1868, the high ground of this locale, with its vistas of Long Island Sound, its beautiful dwellings, and good clean air, was being touted as: "a desirable Summer residence for people desiring good society and at the same time easy and quick transit to the city, as business may demand." Access to the "flourishing village" of Stamford is also cited in the description which is aimed at the real estate market. The official timetable debut in sources we had access to was 1868 and in the next year, the Herald-Tribune said "a fine depot has recently been erected" here. It added that property values had doubled in the last three years, due certainly to the railroad providing service to this village. Even assuming that no structure preceded this 1869 station, the stop certainly predates it and goes back at least to the 1856 map. The reference to the "fine new depot" has us wondering if this was not a cross-gabled, Gothic structure akin to GREENWICH1, SOUTHPORT1, and other early NY&NH stations. NOROTON1 appears to have been removed in 1888 due to track improvements. A newspaper article said that workers had arrived to begin straightening the curve here where freight trains were having difficulty and "by so doing will do away with the old depot and erect a new one farther north." [REFS: PTH107.1858.14; CR/07/10/1858/04: Lockwood's Corner; HDC/08/05/1865/02: NEWTON; CR/08/12/1865/03; RF/08/11/1865/02; NYHT/07/27/1867/05; HDC/07/01/1868/04; NYHT/05/22/1869/04; CC/09/13/1873/04; RRC31.84 (12/22/1887); BEF/04/24/1888/??]
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Dave Peters Collection
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NOROTON2 [NYNH&H, 1888, WB]
Built with the 1888 improvements, this small saltbox structure was put up north of the tracks on the west side of Noroton Ave. This westbound passenger station was specifically mentioned in August, 1897, when early-morning burglars forced the door with a coupling pin and rifled the drawers in the ticket office, only to find that station agent Robert Dewitt had wisely taken all the cash home with him. The val photo at lower left appears to be dated 8/26/1930 and the arrow on the blueprint map at lower right shows the 1850s depot location with the proposed grounds to the west. NOROTON2 was taken out of railroad service on 5/28/1974 with the inauguration of NOROTON4/5 and the high-level platforms about 1,000 feet west. The old structure then became the base for a nationally recognized teen-run ambulance service called Post 53, still in operation today [click here]. Threatened with demolition in 1989, the station was subsequently turned into The Depot, a drug-free gathering spot for young people.
Built with the 1888 improvements, this small saltbox structure was put up north of the tracks on the west side of Noroton Ave. This westbound passenger station was specifically mentioned in August, 1897, when early-morning burglars forced the door with a coupling pin and rifled the drawers in the ticket office, only to find that station agent Robert Dewitt had wisely taken all the cash home with him. The val photo at lower left appears to be dated 8/26/1930 and the arrow on the blueprint map at lower right shows the 1850s depot location with the proposed grounds to the west. NOROTON2 was taken out of railroad service on 5/28/1974 with the inauguration of NOROTON4/5 and the high-level platforms about 1,000 feet west. The old structure then became the base for a nationally recognized teen-run ambulance service called Post 53, still in operation today [click here]. Threatened with demolition in 1989, the station was subsequently turned into The Depot, a drug-free gathering spot for young people.
Wikipedia
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Wikipedia
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These Wikipedia shots show NOROTON2 on the west end of a composite structure that includes what looks like a freight depot and lumber shed in the center and a newer wing on the east end. Together, the components preserve a continuity going back over a century and a unique evolution of use from railroad to community service. [REFS: NHER/02/08/1897/04; NHER/08/10/1897/01; HC/05/23/1974/95D; R77]
Dave Peters Collection
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NOROTON3 [NYNH&H, c1895, EB]
The upper photos show this eastbound depot, the even more diminutive counterpart of its cousin across the tracks in the different-sized pairings that came with the four-tracking of the New York Division. The 1915 val map at lower left shows NOROTON2 at the red arrow and NOROTON3 at the blue arrow. The shot at lower right looks west with NOROTON3 south of the tracks and NOROTON2 on the opposite side. This stop was renamed NOROTON HEIGHTS in 1942, reportedly to highlight access to the U.S. Navy radio school operating during World War II. The location was about a mile north and up the hill at the Fitch's Home for Soldiers and Their Orphans that dated back to the Civil War [click here]. Currently, these buildings are the Allen-O'Neill housing complex at the corner of West and Noroton Aves. NOROTON3 was removed in the McGinnis era. [REFS: NL7.8.5; NL8.2.7; R77]
The upper photos show this eastbound depot, the even more diminutive counterpart of its cousin across the tracks in the different-sized pairings that came with the four-tracking of the New York Division. The 1915 val map at lower left shows NOROTON2 at the red arrow and NOROTON3 at the blue arrow. The shot at lower right looks west with NOROTON3 south of the tracks and NOROTON2 on the opposite side. This stop was renamed NOROTON HEIGHTS in 1942, reportedly to highlight access to the U.S. Navy radio school operating during World War II. The location was about a mile north and up the hill at the Fitch's Home for Soldiers and Their Orphans that dated back to the Civil War [click here]. Currently, these buildings are the Allen-O'Neill housing complex at the corner of West and Noroton Aves. NOROTON3 was removed in the McGinnis era. [REFS: NL7.8.5; NL8.2.7; R77]
Wikipedia
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Wikipedia
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NOROTON4 [PC, c1970]
This westbound station was built in the Penn Central era to replace NOROTON2. In 1974, it was moved about 1,000 feet west on straighter track to accommodate the high-level platforms that the new M2 cars were going to use. The sleek platform canopy, the back of which is seen in the photo on the left, was designed by World Trade Center architect Minoru Yamasaki in 1955 and was apparently incorporated into the station relocation. His other railroad-station canopy at ROWAYTON4, was completely different in style. Perhaps because of the early date in his career, no newspaper articles or other documentation found thus far mention his involvement or, more importantly, the reason for it, with the two stations. Yamasaki died in 1986 [click here]. [REFS: SL13.4.28]
This westbound station was built in the Penn Central era to replace NOROTON2. In 1974, it was moved about 1,000 feet west on straighter track to accommodate the high-level platforms that the new M2 cars were going to use. The sleek platform canopy, the back of which is seen in the photo on the left, was designed by World Trade Center architect Minoru Yamasaki in 1955 and was apparently incorporated into the station relocation. His other railroad-station canopy at ROWAYTON4, was completely different in style. Perhaps because of the early date in his career, no newspaper articles or other documentation found thus far mention his involvement or, more importantly, the reason for it, with the two stations. Yamasaki died in 1986 [click here]. [REFS: SL13.4.28]
NOROTON5 [MN, 1992?]
This eastbound platform is seen on the right in the photograph.
This eastbound platform is seen on the right in the photograph.
NORTH BLOOMFIELD1 [CW, c1875]
This was not an original stop when the Connecticut Western RR opened in 1871, but a SCOTLAND station appears by 1875. It was later renamed by the PR&NE, probably ca. 1893. We have no photos yet of the first station structure under either of these names. [rev022413]
This was not an original stop when the Connecticut Western RR opened in 1871, but a SCOTLAND station appears by 1875. It was later renamed by the PR&NE, probably ca. 1893. We have no photos yet of the first station structure under either of these names. [rev022413]
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NORTH BLOOMFIELD2 [CNE, 1903]
The PR&NE, which controlled the line from 1892 to 1899, would rename this stop NORTH BLOOMFIELD. The 1893 map implies the new name by linking it to the adjacent post office, though we note the Scotland name still in use for the local schools. The railroad commissioners say a new station was built at NORTH BLOOMFIELD in 1903. The Courant reported in that year that the CNE had wanted to abandon this location for one 3/4 of mile to the east to accommodate the International Tobacco Corporation. Small tobacco farmers objected that they would be inconvenienced and that their rights of having a say in depot locations were due them for subsidizing the railroad when it was built and they won the day. Surprisingly, in addition to not eliminating the NORTH BLOOMFIELD stop, this new station was built here in that very year and the depot that the tobacco company wanted, CLARKVILLE, was constructed as well. The CNE would begin calling this station BARNARDS on 11/16/1915 following the ICC's F1611 directive for renaming stops to avoid train order confusion, and our 1917TT reflects the new name. Passenger service was replaced by bus on this part of the CNE on 1/17/1926, the year before it was merged with the NYNH&H. We think the 10/12/1933 shot at right was taken by Louis H. Benton, with 'chauffeur' Irving Drake standing on the track. The oft-seen touring car is out of sight this time and the handwritten captioning that is usually seen at the bottom of the photo has apparently been cropped out. That may be Carlton Parker, another rail historian and photographer, at the station doorway. A photo in Nimke shows BARNARDS still standing in 1936 and the ICC gave permission to abandon the from CLARKVILLE, by then GRIFFINS, to Feeding Hills, Mass. in 1938. [REFS: HDC/12/21/1871/02; PTH18.1875.48; CRC53.1903.22; HC/06/20/1903/13; CWN/06/25/1903/02; RRC16.319 (6/26/1903); HC/07/02/1903/15; HC/11/14/1903/05; PTH517.1917.16; 1923TT; HC/01/17/1926/10; HC/01/09/1939/07; A26; D17,43 ; K115; N3.11][rev022413]
The PR&NE, which controlled the line from 1892 to 1899, would rename this stop NORTH BLOOMFIELD. The 1893 map implies the new name by linking it to the adjacent post office, though we note the Scotland name still in use for the local schools. The railroad commissioners say a new station was built at NORTH BLOOMFIELD in 1903. The Courant reported in that year that the CNE had wanted to abandon this location for one 3/4 of mile to the east to accommodate the International Tobacco Corporation. Small tobacco farmers objected that they would be inconvenienced and that their rights of having a say in depot locations were due them for subsidizing the railroad when it was built and they won the day. Surprisingly, in addition to not eliminating the NORTH BLOOMFIELD stop, this new station was built here in that very year and the depot that the tobacco company wanted, CLARKVILLE, was constructed as well. The CNE would begin calling this station BARNARDS on 11/16/1915 following the ICC's F1611 directive for renaming stops to avoid train order confusion, and our 1917TT reflects the new name. Passenger service was replaced by bus on this part of the CNE on 1/17/1926, the year before it was merged with the NYNH&H. We think the 10/12/1933 shot at right was taken by Louis H. Benton, with 'chauffeur' Irving Drake standing on the track. The oft-seen touring car is out of sight this time and the handwritten captioning that is usually seen at the bottom of the photo has apparently been cropped out. That may be Carlton Parker, another rail historian and photographer, at the station doorway. A photo in Nimke shows BARNARDS still standing in 1936 and the ICC gave permission to abandon the from CLARKVILLE, by then GRIFFINS, to Feeding Hills, Mass. in 1938. [REFS: HDC/12/21/1871/02; PTH18.1875.48; CRC53.1903.22; HC/06/20/1903/13; CWN/06/25/1903/02; RRC16.319 (6/26/1903); HC/07/02/1903/15; HC/11/14/1903/05; PTH517.1917.16; 1923TT; HC/01/17/1926/10; HC/01/09/1939/07; A26; D17,43 ; K115; N3.11][rev022413]
Max Miller Collection
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Max Miller Collection
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NORTH BRIDGEPORT [HRR, c1866, 1924]
The location of this elusive stop is seen on Carson St. in the snippet at upper right from Hurd's 1893 Connecticut atlas [click here]. The station in this vicinity originally began as PEQUONNOCK in 1866 when local residents petitioned the railroad commissioners to order trains to stop here but the HRR was permitted to discontinue the stop shortly thereafter for lack of patronage. It seems to have reappeared, however, by 1873 under the new name, when the Palladium said: "the Housatonic Railroad company are building a cattle depot about fifty rods this side [south] of the station at North Bridgeport." Other 1873 newspaper articles also note incidents here and one in 1895 mentions an injured person being brought inside the depot. Even though it is not on any HRR timetable or map until ca. 1890, and Lee Beaujon says its last appearance on his timetables is May 9, 1901, NORTH BRIDGEPORT is seen sporadically on other lists into the 1920s. An 1894TT puts it at 2.21 miles out of Bridgeport. Thought to have been reincarnated as LYONS, a sign for that stop is seen in the PUC inspection photograph at upper left, but in the southwest quadrant of the Reservoir Ave. grade crossing, one street below Carson, where no station is seen in other photo. The red arrows on the 1934 aerial map at lower right show the two locations, with no structures apparent in either spot by then. Since there is also nothing on the 1915 val map [click here], NORTH BRIDGEPORT must have been gone by that time and LYONS appeared thereafter, in time to be photographed in 1924. With gas rail cars doing the honors from 1925 on and passenger service on this part of the old HRR ending by 1932, the LYONS days were numbered and, in fact, we have yet to see it on any official list. About two miles to the north of this stop, a railroad bridge would be built in Trumbull over the Merritt Pkwy, the roadway opening on 11/19/1939. The photo at bottom left is from the 1980s and shows the (in)famous 'bridge to nowhere' in its later incarnation as Rocky Hill Rd. The need for the bridge was pushed by the NHRR as a precautionary detour in case of main line tie-ups. At a reported cost of $30G, it was used but once or twice before the track from Bridgeport to Stepney was abandoned a year later in 1940! The unutilized structure still stands today. The embarrassment this caused for the state highway commission nixed a similar bridge over the Wilbur Cross Pkwy that would have continued rail service on the NH&D line from Derby Jct. to Orange in 1941: see Track 4B, MP 4.51.1. [REFS: RRC5.27 (6/30/1866); NHDP/04/30/1873/04; HDC/09/17/1873/04; HDC/09/19/1873/04; NHER/03/30/1889/01; CRC41.1893.293; NYH/12/31/1895/11; HC/11/13/1939/14; RAM1908; 1919OL: no; 1923OL: yes; BT/02/26/1925; K55; NL19.8.10]
The location of this elusive stop is seen on Carson St. in the snippet at upper right from Hurd's 1893 Connecticut atlas [click here]. The station in this vicinity originally began as PEQUONNOCK in 1866 when local residents petitioned the railroad commissioners to order trains to stop here but the HRR was permitted to discontinue the stop shortly thereafter for lack of patronage. It seems to have reappeared, however, by 1873 under the new name, when the Palladium said: "the Housatonic Railroad company are building a cattle depot about fifty rods this side [south] of the station at North Bridgeport." Other 1873 newspaper articles also note incidents here and one in 1895 mentions an injured person being brought inside the depot. Even though it is not on any HRR timetable or map until ca. 1890, and Lee Beaujon says its last appearance on his timetables is May 9, 1901, NORTH BRIDGEPORT is seen sporadically on other lists into the 1920s. An 1894TT puts it at 2.21 miles out of Bridgeport. Thought to have been reincarnated as LYONS, a sign for that stop is seen in the PUC inspection photograph at upper left, but in the southwest quadrant of the Reservoir Ave. grade crossing, one street below Carson, where no station is seen in other photo. The red arrows on the 1934 aerial map at lower right show the two locations, with no structures apparent in either spot by then. Since there is also nothing on the 1915 val map [click here], NORTH BRIDGEPORT must have been gone by that time and LYONS appeared thereafter, in time to be photographed in 1924. With gas rail cars doing the honors from 1925 on and passenger service on this part of the old HRR ending by 1932, the LYONS days were numbered and, in fact, we have yet to see it on any official list. About two miles to the north of this stop, a railroad bridge would be built in Trumbull over the Merritt Pkwy, the roadway opening on 11/19/1939. The photo at bottom left is from the 1980s and shows the (in)famous 'bridge to nowhere' in its later incarnation as Rocky Hill Rd. The need for the bridge was pushed by the NHRR as a precautionary detour in case of main line tie-ups. At a reported cost of $30G, it was used but once or twice before the track from Bridgeport to Stepney was abandoned a year later in 1940! The unutilized structure still stands today. The embarrassment this caused for the state highway commission nixed a similar bridge over the Wilbur Cross Pkwy that would have continued rail service on the NH&D line from Derby Jct. to Orange in 1941: see Track 4B, MP 4.51.1. [REFS: RRC5.27 (6/30/1866); NHDP/04/30/1873/04; HDC/09/17/1873/04; HDC/09/19/1873/04; NHER/03/30/1889/01; CRC41.1893.293; NYH/12/31/1895/11; HC/11/13/1939/14; RAM1908; 1919OL: no; 1923OL: yes; BT/02/26/1925; K55; NL19.8.10]
Robert T. Eastwood photo
NORTH CROMWELL [CV, c1880?]
This was not an original stop when the CV opened in 1871 and we need to check timetables further to determine when it first appears. That is Irving Drake walking the rail and mugging it up for photographer Louis H. Benton. The pair perambulated through New England in the late 1920s and early 1930s taking pictures of railroad stations. [REFS: HDC/08/25/1871/02; SL22.4.29]
This was not an original stop when the CV opened in 1871 and we need to check timetables further to determine when it first appears. That is Irving Drake walking the rail and mugging it up for photographer Louis H. Benton. The pair perambulated through New England in the late 1920s and early 1930s taking pictures of railroad stations. [REFS: HDC/08/25/1871/02; SL22.4.29]
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NORTH GROSVENORDALE [N&W, 1840?; opens as FISHERVILLE]
This stop began as FISHERVILLE, as seen on the 1856WC map at upper left, and was still referred to as such at least until 1860. The station seen in these photos is pretty substantial and very likely is not the first one built here. [REFS: HDC/06/01/1860/02]
This stop began as FISHERVILLE, as seen on the 1856WC map at upper left, and was still referred to as such at least until 1860. The station seen in these photos is pretty substantial and very likely is not the first one built here. [REFS: HDC/06/01/1860/02]
North Haven Historical Society
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NORTH HAVEN1 [H&NH, 1838]
This stop was established when the H&NH first opened from New Haven to Meriden in 1838. A room in the private home, seen in the distance in the view at upper left and behind the locomotive in the photograph at upper middle, reportedly served as the first depot and its location corresponds to that shown on the 1852NH map at right. This building, still standing in photos into the 1930s, was apparently superceded by NORTH HAVEN2 at some point before 1865. [rev032913]
This stop was established when the H&NH first opened from New Haven to Meriden in 1838. A room in the private home, seen in the distance in the view at upper left and behind the locomotive in the photograph at upper middle, reportedly served as the first depot and its location corresponds to that shown on the 1852NH map at right. This building, still standing in photos into the 1930s, was apparently superceded by NORTH HAVEN2 at some point before 1865. [rev032913]
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NORTH HAVEN2 [H&NH, c1860]
At some point, possibly in 1860, the depot was relocated. A station house and station master are, in fact, mentioned in the newspaper in 1864, prior to the Columbian Register reporting on 4/8/1865 that "the building occupied by the Post Office, Adams Express, Railroad Station, and the grocery store of George W. Stiles... was destroyed by fire about 8:00 this morning." While the Courant somehow managed to scoop the local paper and ascertain that the event really took place on March 31, the reports are similar. We have posted this zoom shot of the building that some sources say was an earlier depot but, as it is from a ca. 1930 Benton and Drake photo [#2830] - the touring car is front and center - it either caught fire in 1865 but was not destroyed or it was rebuilt. In either case, it presumably served until early 1867 when NORTH HAVEN3 opened. The postcard at right shows the structure beyond its successor. [REFS: CR/06/18/1864/03; HDC/04/01/1865/03; CR/04/08/1865/03; R78][rev051613]
At some point, possibly in 1860, the depot was relocated. A station house and station master are, in fact, mentioned in the newspaper in 1864, prior to the Columbian Register reporting on 4/8/1865 that "the building occupied by the Post Office, Adams Express, Railroad Station, and the grocery store of George W. Stiles... was destroyed by fire about 8:00 this morning." While the Courant somehow managed to scoop the local paper and ascertain that the event really took place on March 31, the reports are similar. We have posted this zoom shot of the building that some sources say was an earlier depot but, as it is from a ca. 1930 Benton and Drake photo [#2830] - the touring car is front and center - it either caught fire in 1865 but was not destroyed or it was rebuilt. In either case, it presumably served until early 1867 when NORTH HAVEN3 opened. The postcard at right shows the structure beyond its successor. [REFS: CR/06/18/1864/03; HDC/04/01/1865/03; CR/04/08/1865/03; R78][rev051613]
North Haven Historical Society
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Joe Taylor Collection
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NORTH HAVEN3 [H&NH, 1867]
The 1912 photo at upper left shows off this elegant, Italianate brick depot ornamented with chimneys in each of the four corners. An article we chanced upon in the Norwich Aurora has finally given us a build date of 1867 for this station, saying that "The New Haven, Hartford and Springfield Railroad Co. have erected a new and tasty depot at North Haven." The 1868 map at upper middle corroborates the change, showing the depot now on the west side of the track. The Joe Taylor card at upper right, postmarked 1904, looks west. The 1915 val map at lower left shows the arrangement of facilities at that time. The shot at lower middle dates to 1960 and looks south with the freight house, still extant in 2012, in the distance. NORTH HAVEN3, bereft of its awnings and apparently turned 90 degrees, is seen at lower right, today in commercial use. This view looks south, with the Hartford line tracks just out of sight to the left. [REFS: NA/02/131867/04; R78: 1860][rev051613]
The 1912 photo at upper left shows off this elegant, Italianate brick depot ornamented with chimneys in each of the four corners. An article we chanced upon in the Norwich Aurora has finally given us a build date of 1867 for this station, saying that "The New Haven, Hartford and Springfield Railroad Co. have erected a new and tasty depot at North Haven." The 1868 map at upper middle corroborates the change, showing the depot now on the west side of the track. The Joe Taylor card at upper right, postmarked 1904, looks west. The 1915 val map at lower left shows the arrangement of facilities at that time. The shot at lower middle dates to 1960 and looks south with the freight house, still extant in 2012, in the distance. NORTH HAVEN3, bereft of its awnings and apparently turned 90 degrees, is seen at lower right, today in commercial use. This view looks south, with the Hartford line tracks just out of sight to the left. [REFS: NA/02/131867/04; R78: 1860][rev051613]
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NORTH HAVEN4 [ATK, 1980]
This was a former Amtrak stop on Devine St. in North Haven with CT Rte. 40 passing behind. In the upper row, the photo at left looks southwest and the others look northeast. We took the newer photos on 3/11/2012 and they validate the location. According to an article in Meriden's Record-Journal, service began on 10/26/1980. The New York Times even picked up on the news, saying that passengers could board or detrain here for the first time since the early 1970s and use a 100-car parking lot that the DOT had provided. The CTTRAXMAP snippet at lower left shows the location on a current map. It was further noted that Connecticut's purchase of new railcars, Budd SPVs, made the extra trains possible, with 13 runs each way daily and nine on weekends. Service ended here, as well as at ENFIELD, on 10/25/1986 because of low ridership, according to an article in the Courant. As far back as 2004, both towns were looking to reinstitute their stops and this is now, in 2012, part of a new state plan to upgrade the Springfield line. [REFS: HC/10/18/1980/A9; MRJ/10/18/1980/03; NYT/11/30/1980/CN3; HC/08/27/1981/A1; HC/10/02/1986/C6; HC/12/19/2004/A1; HC/01/16/2012/B1; NL8.1.5][rev101112]
This was a former Amtrak stop on Devine St. in North Haven with CT Rte. 40 passing behind. In the upper row, the photo at left looks southwest and the others look northeast. We took the newer photos on 3/11/2012 and they validate the location. According to an article in Meriden's Record-Journal, service began on 10/26/1980. The New York Times even picked up on the news, saying that passengers could board or detrain here for the first time since the early 1970s and use a 100-car parking lot that the DOT had provided. The CTTRAXMAP snippet at lower left shows the location on a current map. It was further noted that Connecticut's purchase of new railcars, Budd SPVs, made the extra trains possible, with 13 runs each way daily and nine on weekends. Service ended here, as well as at ENFIELD, on 10/25/1986 because of low ridership, according to an article in the Courant. As far back as 2004, both towns were looking to reinstitute their stops and this is now, in 2012, part of a new state plan to upgrade the Springfield line. [REFS: HC/10/18/1980/A9; MRJ/10/18/1980/03; NYT/11/30/1980/CN3; HC/08/27/1981/A1; HC/10/02/1986/C6; HC/12/19/2004/A1; HC/01/16/2012/B1; NL8.1.5][rev101112]
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NORTH KENT1 [HRR, 1880]
Also known as KENT FURNACE. While never seen at all on the RRMs or as a railroad station in the GHDs, this stop first appears on timetables around 1880.
Also known as KENT FURNACE. While never seen at all on the RRMs or as a railroad station in the GHDs, this stop first appears on timetables around 1880.
Max Miller Collection
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Dave Peters Collection
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NORTH KENT2 [NYNH&H, c1900]
The structure in the 1916 val photo [lower left] is a milk depot but was probably also used for passengers, as was done at BOARDMANS BRIDGE, ROXBURY FALLS, WHITING RIVER, and elsewhere in Litchfield County dairy country. The PUC photo at upper left is an eastward looking view on 10/19/1927. The original passenger depot is the store and post office in the middle distance in the shot at upper right, with the milk station seen in the center. The val photo at lower right is dated 9/22/1916. The 1915 val map st lower right shows the location highlighted in yellow, though the footprint of the milk depot is not on the map for some reason. The title shows the evolution of the name of the stop here. It was renamed FLANDERS after an accident of 6/2/1913 when a southbound special did not take the siding as instructed and plowed into northbound milk train waiting for the special to go around. Engineer Rigby of the special was indicted for manslaughter in the death of his fireman but acquitted by a jury on the criminal charge. The PUC investigation said that the multiple KENT station names may have played a role in the mishap. SOUTH KENT was also changed to LILY LAKE and then to WOODROW as a result of the same incident. FLANDERS is on our 1923TT as such and is gone by our 1937TT. [REFS: CRC36.1888.29; HC/06/04/1913/15; HC/07/09/1913/17; HC/07/18/1913/02; HC/11/06/1913/15; D74]
The structure in the 1916 val photo [lower left] is a milk depot but was probably also used for passengers, as was done at BOARDMANS BRIDGE, ROXBURY FALLS, WHITING RIVER, and elsewhere in Litchfield County dairy country. The PUC photo at upper left is an eastward looking view on 10/19/1927. The original passenger depot is the store and post office in the middle distance in the shot at upper right, with the milk station seen in the center. The val photo at lower right is dated 9/22/1916. The 1915 val map st lower right shows the location highlighted in yellow, though the footprint of the milk depot is not on the map for some reason. The title shows the evolution of the name of the stop here. It was renamed FLANDERS after an accident of 6/2/1913 when a southbound special did not take the siding as instructed and plowed into northbound milk train waiting for the special to go around. Engineer Rigby of the special was indicted for manslaughter in the death of his fireman but acquitted by a jury on the criminal charge. The PUC investigation said that the multiple KENT station names may have played a role in the mishap. SOUTH KENT was also changed to LILY LAKE and then to WOODROW as a result of the same incident. FLANDERS is on our 1923TT as such and is gone by our 1937TT. [REFS: CRC36.1888.29; HC/06/04/1913/15; HC/07/09/1913/17; HC/07/18/1913/02; HC/11/06/1913/15; D74]
NORTH MIDDLETOWN
Possibly NEWFIELD?
NORTH NEWTOWN [> NEWTOWN/N]
NORTH WESTCHESTER
[RAM1908: AMSTON?]
Possibly NEWFIELD?
NORTH NEWTOWN [> NEWTOWN/N]
NORTH WESTCHESTER
[RAM1908: AMSTON?]
Dave Peters Collection
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Dave Peters Collection
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NORTH WINDHAM [BH&E, 1872]
NORTHFORD1 [NHM&W, 1870]
This stop in North Haven was established in 1870 by the NHM&W. We have no photo yet of the first depot.
This stop in North Haven was established in 1870 by the NHM&W. We have no photo yet of the first depot.
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NORTHFORD2 [NYNH&H, 1880s?]
[REFS: RAM1908 says CLINTONVILLE]
[REFS: RAM1908 says CLINTONVILLE]
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NORWALK/D1 [D&N, 1852]
This depot was above the tracks on Wall St. at the blue arrow. Peter Cornwall says that a "novel station at Norwalk was built 'over the tracks... like the one at New Rochelle' adjacent to Wall Street where the track went through a deep cut which is today a man-made tunnel." According to the Danbury Times ad, this station also had boat service. The green arrow points to docks that passengers may have used on the adjacent Norwalk River. This station was destroyed in a fire that took much of the downtown and was replaced by NORWALK3 in 1859. In material apparently quoted in the NHRHTA newsletter from the May, 1925 issue of Along the Line, the tunnel was through rock that was "so hard and tenacious that it broke the contractor." The yellow arrow points to the D&N steamboat dock: see NORWALK4, below. [REFS: CC/11/19/1858/02; SL16.4.26; NL6.8.6]
This depot was above the tracks on Wall St. at the blue arrow. Peter Cornwall says that a "novel station at Norwalk was built 'over the tracks... like the one at New Rochelle' adjacent to Wall Street where the track went through a deep cut which is today a man-made tunnel." According to the Danbury Times ad, this station also had boat service. The green arrow points to docks that passengers may have used on the adjacent Norwalk River. This station was destroyed in a fire that took much of the downtown and was replaced by NORWALK3 in 1859. In material apparently quoted in the NHRHTA newsletter from the May, 1925 issue of Along the Line, the tunnel was through rock that was "so hard and tenacious that it broke the contractor." The yellow arrow points to the D&N steamboat dock: see NORWALK4, below. [REFS: CC/11/19/1858/02; SL16.4.26; NL6.8.6]
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Dave Peters Collection
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NORWALK/D2 [D&N, 1859]
This station was built to replace NORWALK2 and was reported to have been almost finished early in July, 1859. It was refurbished in 1870 and the railroad commissioners said in 1881 that the "upper Norwalk" depot had been expanded and its retaining walls strengthened. The val photo at upper middle shows the front of the station and the 1907 shot at upper left shows a side view of it and the surrounding street scene. The upper right image is from the 1876 Hyde map of Norwalk and clearly shows the depot. The lower left photo is a 1910 view of the lower level of this station, with the covered stairway on the left leading down to the tracks. The lower middle image from the Landis and Hughes 1899 bird's-eye map of the Norwalks [click here] shows the short railroad tunnel under Wall St. station. The 1915 val map at lower right shows the brick passenger station on Wall St. at the yellow highlight on the left. How long NORWALK3 was used is not clear but it stood until demolition in the 1960s with downtown redevelopment. The yellow highlight at right on the val map shows where its successor, NORWALK8, would be located. [REFS: HDC/07/08/1859/02; DT/11/30/1870/02; CRC31.1881.14]
This station was built to replace NORWALK2 and was reported to have been almost finished early in July, 1859. It was refurbished in 1870 and the railroad commissioners said in 1881 that the "upper Norwalk" depot had been expanded and its retaining walls strengthened. The val photo at upper middle shows the front of the station and the 1907 shot at upper left shows a side view of it and the surrounding street scene. The upper right image is from the 1876 Hyde map of Norwalk and clearly shows the depot. The lower left photo is a 1910 view of the lower level of this station, with the covered stairway on the left leading down to the tracks. The lower middle image from the Landis and Hughes 1899 bird's-eye map of the Norwalks [click here] shows the short railroad tunnel under Wall St. station. The 1915 val map at lower right shows the brick passenger station on Wall St. at the yellow highlight on the left. How long NORWALK3 was used is not clear but it stood until demolition in the 1960s with downtown redevelopment. The yellow highlight at right on the val map shows where its successor, NORWALK8, would be located. [REFS: HDC/07/08/1859/02; DT/11/30/1870/02; CRC31.1881.14]
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NORWALK/D3 [D&N, 1871]
This was the D&N's steamboat wharf and, though hampered by harbor freezes during the winter, a considerable amount of freight was handled here, at least until the Wilson Point warmer-water terminal was opened in 1882. The 50x938-ft long pier and harbor buildings opened in early 1871. We agree with Cornwall that this is not seen as a stop on passenger timetables, but we have found the newspaper ad at lower left that says passenger connections were made here, and that free transfer service was offered from the NYNH&H station. The railroad commissioners mention that the D&N was using horsecars, this on a separate Water St. track, between the Norwalk and South Norwalk stations. Perhaps they fit into the transfer service here. We assume that the earlier boat connections at Wall St. were moved here after 1871, when this extensive facility opened. According to material in NHRHTA newsletter apparently taken from the May, 1925 Along the Line, Legrand Lockwood's 1862 charter for a street railway in Norwalk [click here] that would have competed with the horse line was the reason for the family getting control of the D&N. Once the Lockwoods were in charge in 1864, the railroad service was discontinued and, according to the Courant, the new horse railroad was carrying 1,000 passengers per day. The 1876 [upper left and middle] and 1905 [upper right] maps show the Dock freight yard that was below NORWALK4 and that was on NYNH&H employee timetables well into the late 20th century and by that time stretched almost all the way down to the main line. [REFS: CRC10.1863.16; NHDP/04/23/1863/02; HDC/04/22/1864/02; DT/11/24/1870/02; DT/04/26/1871/02; NL6.8.6; SL17.4.23]
This was the D&N's steamboat wharf and, though hampered by harbor freezes during the winter, a considerable amount of freight was handled here, at least until the Wilson Point warmer-water terminal was opened in 1882. The 50x938-ft long pier and harbor buildings opened in early 1871. We agree with Cornwall that this is not seen as a stop on passenger timetables, but we have found the newspaper ad at lower left that says passenger connections were made here, and that free transfer service was offered from the NYNH&H station. The railroad commissioners mention that the D&N was using horsecars, this on a separate Water St. track, between the Norwalk and South Norwalk stations. Perhaps they fit into the transfer service here. We assume that the earlier boat connections at Wall St. were moved here after 1871, when this extensive facility opened. According to material in NHRHTA newsletter apparently taken from the May, 1925 Along the Line, Legrand Lockwood's 1862 charter for a street railway in Norwalk [click here] that would have competed with the horse line was the reason for the family getting control of the D&N. Once the Lockwoods were in charge in 1864, the railroad service was discontinued and, according to the Courant, the new horse railroad was carrying 1,000 passengers per day. The 1876 [upper left and middle] and 1905 [upper right] maps show the Dock freight yard that was below NORWALK4 and that was on NYNH&H employee timetables well into the late 20th century and by that time stretched almost all the way down to the main line. [REFS: CRC10.1863.16; NHDP/04/23/1863/02; HDC/04/22/1864/02; DT/11/24/1870/02; DT/04/26/1871/02; NL6.8.6; SL17.4.23]
NORWALK/D4 [NYNH&H, c1945]
When this shed replaced the aging NORWALK3 as the new Wall St. station, is unclear. This one was actually on Water St., today Commerce St., just south of the tunnel which can be seen in the distance. Cornwall dates this photo to 4/13/1946 after he says the shed was refurbished and another in 1954 showing the structure in a state of disrepair and says only minimal train service was provided by then. We do not know when it was completely eliminated but a 10/28/1956 timetable shows just one New York-bound morning train stopping here. The rest of downtown Norwalk service was via the Danbury Bus Corp. stopping at the United Cigar store in the Marshall Bldg. at Main and Wall Sts. The store happened to be purchased by Major Patrick H. Lyden [click here], the NYNH&H's South Norwalk ticket agent who got a 'leave of absence' from the road to anticipate retirement while working at his new post. [REFS: SL17.4.23; SL31.3.13; P102]
When this shed replaced the aging NORWALK3 as the new Wall St. station, is unclear. This one was actually on Water St., today Commerce St., just south of the tunnel which can be seen in the distance. Cornwall dates this photo to 4/13/1946 after he says the shed was refurbished and another in 1954 showing the structure in a state of disrepair and says only minimal train service was provided by then. We do not know when it was completely eliminated but a 10/28/1956 timetable shows just one New York-bound morning train stopping here. The rest of downtown Norwalk service was via the Danbury Bus Corp. stopping at the United Cigar store in the Marshall Bldg. at Main and Wall Sts. The store happened to be purchased by Major Patrick H. Lyden [click here], the NYNH&H's South Norwalk ticket agent who got a 'leave of absence' from the road to anticipate retirement while working at his new post. [REFS: SL17.4.23; SL31.3.13; P102]
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NORWALK/N1 [NY&NH, 1848]
This station is seen at upper left in the Illustrated News of 5/14/1853 after the Norwalk River drawbridge catastrophe and on the 1875 Bailey bird's-eye map at upper middle. This building is similar in design to the other early NY&NH stations. The 1856FC map [upper right] shows the location and even notes the 'Pump' on the east end of the complex. The signal tower to control access to the drawbridge dated to the 1853 disaster and stood east of the station, just beyond where the D&N came in. A similar structure was put up in the same year at the Housatonic River crossing in Milford [see NAUGATUCK JUNCTION1] and perhaps elsewhere along the NY&NH to forestall more tragedy.
This station is seen at upper left in the Illustrated News of 5/14/1853 after the Norwalk River drawbridge catastrophe and on the 1875 Bailey bird's-eye map at upper middle. This building is similar in design to the other early NY&NH stations. The 1856FC map [upper right] shows the location and even notes the 'Pump' on the east end of the complex. The signal tower to control access to the drawbridge dated to the 1853 disaster and stood east of the station, just beyond where the D&N came in. A similar structure was put up in the same year at the Housatonic River crossing in Milford [see NAUGATUCK JUNCTION1] and perhaps elsewhere along the NY&NH to forestall more tragedy.
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NORWALK/N2 [NY&NH, 1867]
A newly discovered 5/16/1867 article says the "commodious and beautiful new depot erected at South Norwalk by the New York and New Haven Railroad Company, is completed, and will be occupied to-day. It is one of the finest structures of the kind in the State, and reflects much credit on the Company." Very similar to STAMFORD2, which debuted earlier in 1867, this one apparently also had the mansard roof, central clock tower and multiple chimneys. In the 1875 map snippet at upper left, the new station is seen adjacent to NORWALK1. That gabled structure was now "being appropriated for freight use," according to the NY&NH annual report cited in the newspaper. Also seen is the three-stall engine house and turntable mentioned as having been built now. There are two switchman's shanties on the east end of the station that would be replaced in 1888 by the wooden block tower visible in the photo at lower right. The four-tracking of the line to New York, here as in Stamford and elsewhere, required the demolition of old stations to accommodate the elevated and realigned tracks. NORWALK5 was torn down in 1895 when NORWALK6 and NORWALK7 were built. [REFS: CRC14.1867.13; CH/05/16/1867/02; NA/12/25/1867/04; R91]
A newly discovered 5/16/1867 article says the "commodious and beautiful new depot erected at South Norwalk by the New York and New Haven Railroad Company, is completed, and will be occupied to-day. It is one of the finest structures of the kind in the State, and reflects much credit on the Company." Very similar to STAMFORD2, which debuted earlier in 1867, this one apparently also had the mansard roof, central clock tower and multiple chimneys. In the 1875 map snippet at upper left, the new station is seen adjacent to NORWALK1. That gabled structure was now "being appropriated for freight use," according to the NY&NH annual report cited in the newspaper. Also seen is the three-stall engine house and turntable mentioned as having been built now. There are two switchman's shanties on the east end of the station that would be replaced in 1888 by the wooden block tower visible in the photo at lower right. The four-tracking of the line to New York, here as in Stamford and elsewhere, required the demolition of old stations to accommodate the elevated and realigned tracks. NORWALK5 was torn down in 1895 when NORWALK6 and NORWALK7 were built. [REFS: CRC14.1867.13; CH/05/16/1867/02; NA/12/25/1867/04; R91]
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NORWALK/N3 [NYNH&H, 1895, WB]
This was the new westbound station, necessitated by the four-tracking of the New York Division. The Landis and Hughes 1899 map at upper left shows the 1895 twin railroad stations. New viaducts over Burbank and Monroe Sts. are evidence of the elevation of the line to eliminate grade crossings. The railroad commissioners said that two new stations were now in use south of the site of the old one. The photo at upper right looks to the west, with the stub-end tracks for the Danbury line at the east end of both stations. NORWALK6 is on the right. The 1915 val map at lower left has the Wilson Point branch marked with the red arrow. The photo at lower right shows the west end of this station. Click here for the full map. [REFS: CRC43.1895.12; NHER/09/27/1895/01]
This was the new westbound station, necessitated by the four-tracking of the New York Division. The Landis and Hughes 1899 map at upper left shows the 1895 twin railroad stations. New viaducts over Burbank and Monroe Sts. are evidence of the elevation of the line to eliminate grade crossings. The railroad commissioners said that two new stations were now in use south of the site of the old one. The photo at upper right looks to the west, with the stub-end tracks for the Danbury line at the east end of both stations. NORWALK6 is on the right. The 1915 val map at lower left has the Wilson Point branch marked with the red arrow. The photo at lower right shows the west end of this station. Click here for the full map. [REFS: CRC43.1895.12; NHER/09/27/1895/01]
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NORWALK/N4 [NYNH&H, 1895, EB]
This is the station on the eastbound side of the track, the far side in the postcard view, and is also seen in the 1916 val photo at top right. It is on the far end in the lower photo in a view sometime after its 1994 renovation. [REFS: R91]
This is the station on the eastbound side of the track, the far side in the postcard view, and is also seen in the 1916 val photo at top right. It is on the far end in the lower photo in a view sometime after its 1994 renovation. [REFS: R91]
NORWALK/N5 [MN, 1996, WB]
This mammoth concrete and steel structure replaced NORWALK6 on westbound side of the tracks in 1996. [REFS: R91]
This mammoth concrete and steel structure replaced NORWALK6 on westbound side of the tracks in 1996. [REFS: R91]
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NORWALK MILLS [NYNH&H, c1945]
This stop, which Cornwall says was created during WWII, seems to have been the successor to OAKLAND AVENUE where ETTs 153-158 [lower left] show one daily train each way stopping from 1943-1945. Our 9/30/1945 PTT shows trains serving NORWALK MILLS, .28 miles north, instead, in spite of a February,1949 Times article saying that the railroad wanted to eliminate stops here, at Wall St., and at other points on the Danbury branch. NORWALK MILLS appears to have been the sole casualty at between our 6/13/1954rev and 10/28/1956PTTs. The 1905 map at lower middle shows the actual location of the original mill complex, in business since at least the Civil War. The PUC photo at upper left looks north from the crossing below the mill, today's Glover Ave., where the OAKLAND AVENUE station would stand. The newer building in the foreground, east of the track, is Norwalk Tire and Rubber, which took over the property in 1914 and the original mill is seen behind it in the distance. Our GE map at lower right shows the location of the two older stops, as well as the newer MERRITT 7 station that opened on 7/29/1985 and is in use today. The image at upper right shows the entire complex, perhaps in the 1940s, with the red arrow indicating approximately where riders would have boarded trains at NORWALK MILLS. Could the structure at the red arrow have been used as a station? [REFS: SL17.4.24; NYT/02/05/1949/07][rev032913]
This stop, which Cornwall says was created during WWII, seems to have been the successor to OAKLAND AVENUE where ETTs 153-158 [lower left] show one daily train each way stopping from 1943-1945. Our 9/30/1945 PTT shows trains serving NORWALK MILLS, .28 miles north, instead, in spite of a February,1949 Times article saying that the railroad wanted to eliminate stops here, at Wall St., and at other points on the Danbury branch. NORWALK MILLS appears to have been the sole casualty at between our 6/13/1954rev and 10/28/1956PTTs. The 1905 map at lower middle shows the actual location of the original mill complex, in business since at least the Civil War. The PUC photo at upper left looks north from the crossing below the mill, today's Glover Ave., where the OAKLAND AVENUE station would stand. The newer building in the foreground, east of the track, is Norwalk Tire and Rubber, which took over the property in 1914 and the original mill is seen behind it in the distance. Our GE map at lower right shows the location of the two older stops, as well as the newer MERRITT 7 station that opened on 7/29/1985 and is in use today. The image at upper right shows the entire complex, perhaps in the 1940s, with the red arrow indicating approximately where riders would have boarded trains at NORWALK MILLS. Could the structure at the red arrow have been used as a station? [REFS: SL17.4.24; NYT/02/05/1949/07][rev032913]
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NORWICH/N1 [N&W, 1840]
Referred to as the Upper Depot, this station was on Ferry St. and was likely completed for the 3/9/1840 opening of the N&W. It served as the first terminus, of which the Boston Traveler said "until completion of the track to steamboat wharf, passengers will be taken from the present depot to the steamboats, free of charge." [<add5/19] Its location is seen on the 1854NL map at the red arrow to the right. It was used until 1892 when the union station with the CVT, NORWICH/W3, was built, but was reopened in 1893 for boat train patrons. It resumed its old importance in 1899 when the Groton extension was opened and N&W trains could reach New London without using trackage rights on the NLN/CVT as they had since 1855. The 1876 map at right 1876 shows the station at our red arrow and Mr. Bailey once again captured the details precisely in the triple-arched portico on each end. Coincidentally, the only other station we have ever noticed them on in the state is TOLLAND AND WILLINGTON1. [REFS: BT/03/10/1840/03; Q21,52e][rev051913]
Referred to as the Upper Depot, this station was on Ferry St. and was likely completed for the 3/9/1840 opening of the N&W. It served as the first terminus, of which the Boston Traveler said "until completion of the track to steamboat wharf, passengers will be taken from the present depot to the steamboats, free of charge." [<add5/19] Its location is seen on the 1854NL map at the red arrow to the right. It was used until 1892 when the union station with the CVT, NORWICH/W3, was built, but was reopened in 1893 for boat train patrons. It resumed its old importance in 1899 when the Groton extension was opened and N&W trains could reach New London without using trackage rights on the NLN/CVT as they had since 1855. The 1876 map at right 1876 shows the station at our red arrow and Mr. Bailey once again captured the details precisely in the triple-arched portico on each end. Coincidentally, the only other station we have ever noticed them on in the state is TOLLAND AND WILLINGTON1. [REFS: BT/03/10/1840/03; Q21,52e][rev051913]
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NORWICH/N2 [N&W, 1840]
This depot came shortly after NORWICH1. The New World reported in September that "an extensive and handsome depot is now erecting at the landing place in Norwich..." It was called the Lower Depot for its geographic location and was usually labeled as a freight facility, as seen at the left arrow on the 1854NL map. It did, however, also serve steamboat passengers, probably until the 1900s even after tracks were extended to the south in 1843 and 1899. The first structure burned in 1860 and was rebuilt. Note the large roundhouse in the card at middle, which is a later view. The val photo at right seems to be dated 5/2/1916. This freight structure collapsed from the force of the water during the hurricane of 1938. [REFS: NW/09/26/1840/269; NYHT/07/16/1860/05; CR/07/21/1860/02; NLDC/12/11/1860/03; R79][rev051913]
This depot came shortly after NORWICH1. The New World reported in September that "an extensive and handsome depot is now erecting at the landing place in Norwich..." It was called the Lower Depot for its geographic location and was usually labeled as a freight facility, as seen at the left arrow on the 1854NL map. It did, however, also serve steamboat passengers, probably until the 1900s even after tracks were extended to the south in 1843 and 1899. The first structure burned in 1860 and was rebuilt. Note the large roundhouse in the card at middle, which is a later view. The val photo at right seems to be dated 5/2/1916. This freight structure collapsed from the force of the water during the hurricane of 1938. [REFS: NW/09/26/1840/269; NYHT/07/16/1860/05; CR/07/21/1860/02; NLDC/12/11/1860/03; R79][rev051913]
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Tom Hassenmayer Collection
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NORWICH/N3 [NYNH&H, 1900]
This station opened for business and public inspection on the evening of 1/27/1900, a Saturday. While speech-making was to be omitted, the Register said that music would be provided on this occasion of "general jubilation" for the city and the surrounding towns in the building that was "to be lighted with electricity furnished by the local company." Come spring, the paper went on, flower beds would be planted outside in keeping with "the highest standard of condition and appearance" that the Consolidated was known for. The rare view at upper right looks northeast at the station and shows the 1876 Shetucket River bridge to ALLYNS POINT and, as of 6/2/1899, to NEW LONDON with the opening of the Groton extension. Thereafter, the trains of the NY&NE/N&W, absorbed by the NYNH&H in 1898, used this bridge to go down the east side of the Thames River to get to the Whaling City. The tracks in the left foreground go to the steamboat dock and further on cross the Yantic River to reach the NLN which the N&W had used since 1853 to get to New London on the west side of the river. The lower photos were taken on 5/10/2013 and show NORWICH/N3, the 1875 Laurel Hill tunnel, and the 1900 bridge that replaced the earlier one. The image at bottom left [add051913] is a tablet on Railroad Ave. that sits on a sill from the 1840 freight house destroyed in the 1938 hurricane and commemorates the history of the N&W at its centennial in 1940. According to Farnham, the locomotive is a replica of the Boston, the ninth N&W engine and one that for a time pulled the boat train. [REFS: NHER/07/01/1899/03; CRC47.1899.5,31; NHER/01/26/1900/05; NB/01/29/1900/05; R79; Q148ff][rev051913]
This station opened for business and public inspection on the evening of 1/27/1900, a Saturday. While speech-making was to be omitted, the Register said that music would be provided on this occasion of "general jubilation" for the city and the surrounding towns in the building that was "to be lighted with electricity furnished by the local company." Come spring, the paper went on, flower beds would be planted outside in keeping with "the highest standard of condition and appearance" that the Consolidated was known for. The rare view at upper right looks northeast at the station and shows the 1876 Shetucket River bridge to ALLYNS POINT and, as of 6/2/1899, to NEW LONDON with the opening of the Groton extension. Thereafter, the trains of the NY&NE/N&W, absorbed by the NYNH&H in 1898, used this bridge to go down the east side of the Thames River to get to the Whaling City. The tracks in the left foreground go to the steamboat dock and further on cross the Yantic River to reach the NLN which the N&W had used since 1853 to get to New London on the west side of the river. The lower photos were taken on 5/10/2013 and show NORWICH/N3, the 1875 Laurel Hill tunnel, and the 1900 bridge that replaced the earlier one. The image at bottom left [add051913] is a tablet on Railroad Ave. that sits on a sill from the 1840 freight house destroyed in the 1938 hurricane and commemorates the history of the N&W at its centennial in 1940. According to Farnham, the locomotive is a replica of the Boston, the ninth N&W engine and one that for a time pulled the boat train. [REFS: NHER/07/01/1899/03; CRC47.1899.5,31; NHER/01/26/1900/05; NB/01/29/1900/05; R79; Q148ff][rev051913]
Connecticut Historical Society
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NORWICH/W1 [NLW&P, 1849]
The NLW&P opened in 1849 on the west side of the Yantic River. This image shows its first station on North Thames St., the small building to the right, said to be adequate only for a dozen passengers. The captioning on one copy of this photo says that the structure on the left is the water tank and that the freight depot was "located in the rear." The image on the right is from the 1854NL map and shows the new connector that opened for service in 1854 to link the N&W with the NLW&P and allowed trains of the former road to get to New London via trackage rights. The station photo shows the curve of the connector in the foreground and therefore dates the shot to between 1854 and 1863 when the next station was built on the other side of the track. Later maps show the trestle in the distance is a railroad spur dead-ending at the NLW&P track, the purpose and positioning of which are unclear. Finding out when that was erected may also help to date this photo more precisely. [REFS: HDC/08/18/1853/02; HDC/07/26/1881/04; CRC1.1854.8; Q85,91; R79][rev033013]
The NLW&P opened in 1849 on the west side of the Yantic River. This image shows its first station on North Thames St., the small building to the right, said to be adequate only for a dozen passengers. The captioning on one copy of this photo says that the structure on the left is the water tank and that the freight depot was "located in the rear." The image on the right is from the 1854NL map and shows the new connector that opened for service in 1854 to link the N&W with the NLW&P and allowed trains of the former road to get to New London via trackage rights. The station photo shows the curve of the connector in the foreground and therefore dates the shot to between 1854 and 1863 when the next station was built on the other side of the track. Later maps show the trestle in the distance is a railroad spur dead-ending at the NLW&P track, the purpose and positioning of which are unclear. Finding out when that was erected may also help to date this photo more precisely. [REFS: HDC/08/18/1853/02; HDC/07/26/1881/04; CRC1.1854.8; Q85,91; R79][rev033013]
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NORWICH/W2 [NLN, 1863]
The 1876 Bailey bird's-eye map shows this depot, the NLN's replacement for NORWICH/W1. Farnham says that this station would be torn down in 1893 when its successor was built, but it seems to still be standing on the 1917 val map at middle. The map at right dates prior to 1939 and shows this structure enlarged. Its ultimate fate is unknown. [REFS: NHER/02/05/1891/01; Q92; R79][rev051913]
The 1876 Bailey bird's-eye map shows this depot, the NLN's replacement for NORWICH/W1. Farnham says that this station would be torn down in 1893 when its successor was built, but it seems to still be standing on the 1917 val map at middle. The map at right dates prior to 1939 and shows this structure enlarged. Its ultimate fate is unknown. [REFS: NHER/02/05/1891/01; Q92; R79][rev051913]
Dave Peters Collection
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NORWICH/W3 [NY&NE/CVT, 1892]
This was one of the several union stations, others being NEW BRITAIN2 and WILLIMANTIC2, that were ordered by legislative act because of the failure of the railroads to cooperate with each other. [add5/19> The railroad commissioners held three hearings on where this should be built. The Central Wharf location that was ultimately chosen was preferred by the city but not by the railroads who said that the preliminary expenses alone would cost over $100,000, presumably in large part for the "great amount of piling" that would have to be done for the portion that was to stand over the river. Work was reportedly to begin "within the next few days" on 4/18/1891 and Farnham tells us (without citation) that all trains on 10/3/1892 and thereafter were to "depart from and arrive at Union Station, Norwich, which we so far only learn belatedly cost $75,000 for the structure.<] John Roy tells us that the prestigious Shepley, Rutan and Coolidge, successor firm to H.H. Richardson, was hired to design the spacious Romanesque-style station and, in fact, some of the plans are found at Harvard [click here]. While granite and brownstone were the originally planned materials, the ICC field notes say the exterior construction was of "common brick." Still of impressive appearance and dimension, the two-story, 37x105-ft building was a victim of unfortunate timing. Prior to its debut, when N&W trains were using the NLN line on the west side of the Thames River to get to New London, a union depot here made sense. Within six years, however, the NYNH&H would get control of the N&W along with its lessee, the NY&NE, and would complete the N&W line to Groton on the east side of the river. With N&W trains using the new route, this station was ultimately left to the CVT, which was then operating the NLN. The 1917 val photo at upper left shows NORWICH5 straddling the west channel of the Yantic River with NYNH&H box cars parked on the spur behind the depot. The map at upper middle is a 1912 Bailey aero view [click here] and shows the station at the locator number 11 that we have circled in red. The val map [upper right] shows the station as part of NYNH&H assets, though it was jointly owned with the CVT. The shot at lower left is a ca. 1930 Benton and Drake that shows the N&W connector as well as the CVT running on the west shore. This station would serve until its vulnerable position over the river led to the majority of it being demolished after the hurricane of 1938. The photo at lower right shows the station still standing after the storm, appearing to have fared pretty well, though one report we read said a railroad station in town, probably this one, was almost completed submerged in the high waters of the storm. While damage to the piers may indeed have been a factor, no doubt the CVT took this opportunity to unload what must have become a white elephant for them. The company was also abandoning stations and cutting back passenger service at other, albeit smaller, stations all along its line by the late 1930s. The leveled area over the water apparently was deemed safe enough for small freight interchange yard as seen in subsequent photographs. The 1946 topographic map at bottom left no longer shows the connector, although Karr says it was not abandoned until 1966 and Farnham says it was not in service but was still in place when he was writing in 1973. [REFS: NYT/01/23/1889/02; NYT/05/13/1889/05; HC/04/11/1890/06; HC/04/29/1890/06; HC/07/30/1890/06; HC/04/18/1891/06; NHER/09/23/1892/04; Q91+,148a,180g, K106; R79; [rev051913]
This was one of the several union stations, others being NEW BRITAIN2 and WILLIMANTIC2, that were ordered by legislative act because of the failure of the railroads to cooperate with each other. [add5/19> The railroad commissioners held three hearings on where this should be built. The Central Wharf location that was ultimately chosen was preferred by the city but not by the railroads who said that the preliminary expenses alone would cost over $100,000, presumably in large part for the "great amount of piling" that would have to be done for the portion that was to stand over the river. Work was reportedly to begin "within the next few days" on 4/18/1891 and Farnham tells us (without citation) that all trains on 10/3/1892 and thereafter were to "depart from and arrive at Union Station, Norwich, which we so far only learn belatedly cost $75,000 for the structure.<] John Roy tells us that the prestigious Shepley, Rutan and Coolidge, successor firm to H.H. Richardson, was hired to design the spacious Romanesque-style station and, in fact, some of the plans are found at Harvard [click here]. While granite and brownstone were the originally planned materials, the ICC field notes say the exterior construction was of "common brick." Still of impressive appearance and dimension, the two-story, 37x105-ft building was a victim of unfortunate timing. Prior to its debut, when N&W trains were using the NLN line on the west side of the Thames River to get to New London, a union depot here made sense. Within six years, however, the NYNH&H would get control of the N&W along with its lessee, the NY&NE, and would complete the N&W line to Groton on the east side of the river. With N&W trains using the new route, this station was ultimately left to the CVT, which was then operating the NLN. The 1917 val photo at upper left shows NORWICH5 straddling the west channel of the Yantic River with NYNH&H box cars parked on the spur behind the depot. The map at upper middle is a 1912 Bailey aero view [click here] and shows the station at the locator number 11 that we have circled in red. The val map [upper right] shows the station as part of NYNH&H assets, though it was jointly owned with the CVT. The shot at lower left is a ca. 1930 Benton and Drake that shows the N&W connector as well as the CVT running on the west shore. This station would serve until its vulnerable position over the river led to the majority of it being demolished after the hurricane of 1938. The photo at lower right shows the station still standing after the storm, appearing to have fared pretty well, though one report we read said a railroad station in town, probably this one, was almost completed submerged in the high waters of the storm. While damage to the piers may indeed have been a factor, no doubt the CVT took this opportunity to unload what must have become a white elephant for them. The company was also abandoning stations and cutting back passenger service at other, albeit smaller, stations all along its line by the late 1930s. The leveled area over the water apparently was deemed safe enough for small freight interchange yard as seen in subsequent photographs. The 1946 topographic map at bottom left no longer shows the connector, although Karr says it was not abandoned until 1966 and Farnham says it was not in service but was still in place when he was writing in 1973. [REFS: NYT/01/23/1889/02; NYT/05/13/1889/05; HC/04/11/1890/06; HC/04/29/1890/06; HC/07/30/1890/06; HC/04/18/1891/06; NHER/09/23/1892/04; Q91+,148a,180g, K106; R79; [rev051913]
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National Archives
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National Archives
NORWICH/W4 [CVT, 1939]
Richard Fleischer recently offered the observation that this depot might not have been new in 1939, but rather a remnant of the preceding union station. He based this theory on the stone window sills and lintels, the protruding corbels and the unpainted areas above each of them. Though photos of the old union station never reveal such details, the ICC field notes seems to supply the answer. The corbels, seen at our red arrow in the photo at upper left and in the ICC snippet at middle, supported the braces for the roof overhang and covershed. The photo must be right after the transformation was completed. The 1940 shot at right seems to show the 'new' depot freshly painted and sporting a signboard not seen in the first photo. The field notes at lower left show the first-floor footprint and our red arrow points to the west wing that was not demolished in 1939. The clincher in following up this unusual transformation came in a trip to the Otis Library [click here], which produced the the article cited in part here: "Cutting Down Size of Central Vermont Railway Station. Within a short time the old Central Vermont railway passenger station, off Falls avenue, will be only a fraction of its original size. Wrecking operations on this brick building are now going on which will eliminate the big waiting room section and leave only the westerly end of the building for railroad use. The rest of the building will be leveled to the ground. In the section that will be left, there will be a sizable waiting room, large enough to accommodate the present day passenger traffic, a telegraph room and ticket office, room for storage and records, and a toilet room. As this end of the building is shut off from the easterly end by a brick wall, it can be readily adapted to the plans. The roof will be lowered to fit in with the plans and the heating apparatus now in this part of the building will be retained. As there are only two passenger trains daily on the road now, one north in the morning and the other south at night, this diminished space will be ample for the present day traffic on the road… It was remarked Tuesday that the station was built at a cost of about $75,000 but the railroad had to give it away in order to get it torn down." The view in the photo at upper left looks south with the Main St. overpass in the distance. The 1940 shot looks east and behind this "diminshed" depot, freight cars can be seen taking up the space where the rest of the old union station once stood. We do not yet know what became of this 'rump station' once CVT passenger service was discontinued altogether in 1947. [REFS: NB/05/31/1939/10; HC/12/04/1966/15C3; K101,106; Q93][rev051313]
Richard Fleischer recently offered the observation that this depot might not have been new in 1939, but rather a remnant of the preceding union station. He based this theory on the stone window sills and lintels, the protruding corbels and the unpainted areas above each of them. Though photos of the old union station never reveal such details, the ICC field notes seems to supply the answer. The corbels, seen at our red arrow in the photo at upper left and in the ICC snippet at middle, supported the braces for the roof overhang and covershed. The photo must be right after the transformation was completed. The 1940 shot at right seems to show the 'new' depot freshly painted and sporting a signboard not seen in the first photo. The field notes at lower left show the first-floor footprint and our red arrow points to the west wing that was not demolished in 1939. The clincher in following up this unusual transformation came in a trip to the Otis Library [click here], which produced the the article cited in part here: "Cutting Down Size of Central Vermont Railway Station. Within a short time the old Central Vermont railway passenger station, off Falls avenue, will be only a fraction of its original size. Wrecking operations on this brick building are now going on which will eliminate the big waiting room section and leave only the westerly end of the building for railroad use. The rest of the building will be leveled to the ground. In the section that will be left, there will be a sizable waiting room, large enough to accommodate the present day passenger traffic, a telegraph room and ticket office, room for storage and records, and a toilet room. As this end of the building is shut off from the easterly end by a brick wall, it can be readily adapted to the plans. The roof will be lowered to fit in with the plans and the heating apparatus now in this part of the building will be retained. As there are only two passenger trains daily on the road now, one north in the morning and the other south at night, this diminished space will be ample for the present day traffic on the road… It was remarked Tuesday that the station was built at a cost of about $75,000 but the railroad had to give it away in order to get it torn down." The view in the photo at upper left looks south with the Main St. overpass in the distance. The 1940 shot looks east and behind this "diminshed" depot, freight cars can be seen taking up the space where the rest of the old union station once stood. We do not yet know what became of this 'rump station' once CVT passenger service was discontinued altogether in 1947. [REFS: NB/05/31/1939/10; HC/12/04/1966/15C3; K101,106; Q93][rev051313]
NORWICHTOWN1 [NLW&P, 1849]
This depot was located as seen on the 1854NL map. A small station was authorized here on 9/3/1850 at a cost of $300. No photo yet. [REFS: W37][rev033013]
This depot was located as seen on the 1854NL map. A small station was authorized here on 9/3/1850 at a cost of $300. No photo yet. [REFS: W37][rev033013]
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