Track 12: CT Passenger Stations, O-P
See TCS Home Page links for notes, abbreviations, and sources.
Use CTTRAXMAP on Track 11 to locate stations, rail and trolley lines, and POIs.
Use CTTRAXMAP on Track 11 to locate stations, rail and trolley lines, and POIs.
OAKVILLE1 [W&W, 1870]
This stop was established in Watertown in 1870 when the Waterbury and Watertown railroad opened. We have no photo yet of the first station which was reportedly near the site of the second depot.
This stop was established in Watertown in 1870 when the Waterbury and Watertown railroad opened. We have no photo yet of the first station which was reportedly near the site of the second depot.
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OAKVILLE2 [NYNH&H, 1908]
[REFS: CRC56.1908.49; CRC57.1909.46; NHAR37.1908.8; D100: near O1 site]
[REFS: CRC56.1908.49; CRC57.1909.46; NHAR37.1908.8; D100: near O1 site]
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OAKWOOD [NYNH&H, 1873]
An 1873 article said that a station on the H&NH was being opened here in connection with the new park and race track, their location seen somewhat later on the 1893 Hurd map at left. The map on the right shows the area today, where a Home Depot now stands. Two 1883 articles mention this station near the entrance to the park, presumably in connection with its namesake Oakwood Ave, itself an offshoot of the popular local 'Oak' motif. We do not find this station on any timetables and it may just have been the NYNH&H stop opposite the HP&F/NY&NE's CHARTER OAK PARK depot. We do not know what structure, if any, stood here. Since these two stops were in competition with each other, the redundant OAKWOOD was likely eliminated with the NYNH&H takeover of the NY&NE in 1898. [REFS: HDC/06/14/1873/02; HDC/06/18/1873/02; HDC/06/22/1880/02; NHER/01/21/1882/04; HDC/05/16/1883/01; HDC/10/17/1883/02]
An 1873 article said that a station on the H&NH was being opened here in connection with the new park and race track, their location seen somewhat later on the 1893 Hurd map at left. The map on the right shows the area today, where a Home Depot now stands. Two 1883 articles mention this station near the entrance to the park, presumably in connection with its namesake Oakwood Ave, itself an offshoot of the popular local 'Oak' motif. We do not find this station on any timetables and it may just have been the NYNH&H stop opposite the HP&F/NY&NE's CHARTER OAK PARK depot. We do not know what structure, if any, stood here. Since these two stops were in competition with each other, the redundant OAKWOOD was likely eliminated with the NYNH&H takeover of the NY&NE in 1898. [REFS: HDC/06/14/1873/02; HDC/06/18/1873/02; HDC/06/22/1880/02; NHER/01/21/1882/04; HDC/05/16/1883/01; HDC/10/17/1883/02]
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OAKWOOD AVENUE [NYNH&H, 1943]
This station was just above WINNIPAUK on the Danbury line. Al Weaver's scrutiny clarified that the road rising behind the shelter is the Merritt Parkway. It still crosses over the track today, marked by the red arrow in the upper left shot. Ironically, the current map at bottom right shows precisely where the OAKWOOD AVENUE stop was, labeling it mistakenly as today's MERRITT 7, which is actually a bit farther north. With the WWII clue on the photo at upper middle, we checked employee timetables for the war years to find this station shown from 1943 to 1945. The manufacturing history of this area goes back at least to the Civil War-era Norwalk Mills, which had fallen on hard times by 1912 when the 36-acre site with the buildings, canal, mill pond and water rights were rumored to be considered for purchase by the NYNH&H for the purpose of electrifying the Danbury line. The location is shown at the red arrow on the 1905 map snip at lower right. The Norwalk Tire and Rubber Co. took over the property in 1914 and began to make products for civilian and military use. The older mill complex is seen to the north in the photo at lower middle with arrows pointing out the catenary towers for the electrification that finally debuted in 1925. The lone 7:27 a.m. train, perhaps used mostly by employees while business boomed during the war, was probably complemented by an evening return trip. The tire company would tout 'Victory camelback' retreads to conserve rubber supplies during the war but would be sold in bankruptcy by 1950. This area experienced a renaissance around 1965 when a Courant article said that the property, then owned by the Armstrong Rubber Co., had been sold to the Caldor department store chain which was renovating the complex and tearing down the older buildings for its new operations base. Founded in 1951, the pioneering discount chain enjoyed phenomenal growth hereafter that would see it operating 166 stores at its height in 1994. By 1999, the pendulum would swing to bankruptcy and the chain would close all its remaining stores. Cornwall does not mention OAKLAND AVENUE but instead calls the station in this area NORWALK MILLS. [REFS: NH/06/04/1912/01; HC/03/24/1914/03; NYT/04/03/1942/24; NYT/02/05/1949/07; NYT/07/14/1950/42; NYT/09/26/1957/25; HC/05/28/1965/47; HC/06/06/1965/23D; SL17.4.24][rev033113]
This station was just above WINNIPAUK on the Danbury line. Al Weaver's scrutiny clarified that the road rising behind the shelter is the Merritt Parkway. It still crosses over the track today, marked by the red arrow in the upper left shot. Ironically, the current map at bottom right shows precisely where the OAKWOOD AVENUE stop was, labeling it mistakenly as today's MERRITT 7, which is actually a bit farther north. With the WWII clue on the photo at upper middle, we checked employee timetables for the war years to find this station shown from 1943 to 1945. The manufacturing history of this area goes back at least to the Civil War-era Norwalk Mills, which had fallen on hard times by 1912 when the 36-acre site with the buildings, canal, mill pond and water rights were rumored to be considered for purchase by the NYNH&H for the purpose of electrifying the Danbury line. The location is shown at the red arrow on the 1905 map snip at lower right. The Norwalk Tire and Rubber Co. took over the property in 1914 and began to make products for civilian and military use. The older mill complex is seen to the north in the photo at lower middle with arrows pointing out the catenary towers for the electrification that finally debuted in 1925. The lone 7:27 a.m. train, perhaps used mostly by employees while business boomed during the war, was probably complemented by an evening return trip. The tire company would tout 'Victory camelback' retreads to conserve rubber supplies during the war but would be sold in bankruptcy by 1950. This area experienced a renaissance around 1965 when a Courant article said that the property, then owned by the Armstrong Rubber Co., had been sold to the Caldor department store chain which was renovating the complex and tearing down the older buildings for its new operations base. Founded in 1951, the pioneering discount chain enjoyed phenomenal growth hereafter that would see it operating 166 stores at its height in 1994. By 1999, the pendulum would swing to bankruptcy and the chain would close all its remaining stores. Cornwall does not mention OAKLAND AVENUE but instead calls the station in this area NORWALK MILLS. [REFS: NH/06/04/1912/01; HC/03/24/1914/03; NYT/04/03/1942/24; NYT/02/05/1949/07; NYT/07/14/1950/42; NYT/09/26/1957/25; HC/05/28/1965/47; HC/06/06/1965/23D; SL17.4.24][rev033113]
ODD FELLOWS HOME [> FAIRVIEW]
OLD GREENWICH [> SOUND BEACH]
OLD LYME [> LYME]
OLD SAYBROOK [> SAYBROOK]
OLD GREENWICH [> SOUND BEACH]
OLD LYME [> LYME]
OLD SAYBROOK [> SAYBROOK]
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ONECO1 [HP&F, 1858?]
This stop apparently was not an original one when the HP&F opened from Providence to Willimantic in 1854. The village, pronounced OH-NEE-CO, in the town of Sterling is about a mile and a half from the Rhode Island border. Our red arrows show no depot on the 1856WC map at left but does indicate one at that location on the 1868 map to the right. The first PTT isting we find is in February, 1858, though we do not have anything earlier. The building of a depot here is not mentioned in the early annual reports, which do speak of PLAINFIELD, MOOSUP and STERLING being completed between 1855-1856. Based on the fact that the station in our next listing looks later to us than the 1850s, we have created this entry for ONECO1, for which no photo has been found. The stop here would soon become a busy one in this mineral-rich area. The blue arrow on the 1868 map points to the granite quarry southeast of the village. The Providence Evening Press cited the Hartford Post reporting in 1873 that marble from the quarries on the HP&F would be used for the new custom house in the Little Rhody's capital city and the Courant quotes the R.I. railroad commissioners as saying that "The Oneco Quarry branch railroad has been completed during the year. It is about one mile in length, extending from the Oneco Quarry in Sterling to Oneco Station and is now worked by the trustees of this corporation..." Indeed, a 1948 article in the Courant says that the Devil's Den Chimney, possibly related to mining and smelting activies here, was "blown up to make way for the railroad..." It sounds like the HP&F itself was in the rock business, either for internal railroad use or for income from the sale of product -- similar operations to ones seen elsewhere at LOFTY CREST and WEST NORFOLK. [REFS: ABC107.1858.11PEP/08/17/1873/02; HDC/02/05/1874/04;][rev020113]
This stop apparently was not an original one when the HP&F opened from Providence to Willimantic in 1854. The village, pronounced OH-NEE-CO, in the town of Sterling is about a mile and a half from the Rhode Island border. Our red arrows show no depot on the 1856WC map at left but does indicate one at that location on the 1868 map to the right. The first PTT isting we find is in February, 1858, though we do not have anything earlier. The building of a depot here is not mentioned in the early annual reports, which do speak of PLAINFIELD, MOOSUP and STERLING being completed between 1855-1856. Based on the fact that the station in our next listing looks later to us than the 1850s, we have created this entry for ONECO1, for which no photo has been found. The stop here would soon become a busy one in this mineral-rich area. The blue arrow on the 1868 map points to the granite quarry southeast of the village. The Providence Evening Press cited the Hartford Post reporting in 1873 that marble from the quarries on the HP&F would be used for the new custom house in the Little Rhody's capital city and the Courant quotes the R.I. railroad commissioners as saying that "The Oneco Quarry branch railroad has been completed during the year. It is about one mile in length, extending from the Oneco Quarry in Sterling to Oneco Station and is now worked by the trustees of this corporation..." Indeed, a 1948 article in the Courant says that the Devil's Den Chimney, possibly related to mining and smelting activies here, was "blown up to make way for the railroad..." It sounds like the HP&F itself was in the rock business, either for internal railroad use or for income from the sale of product -- similar operations to ones seen elsewhere at LOFTY CREST and WEST NORFOLK. [REFS: ABC107.1858.11PEP/08/17/1873/02; HDC/02/05/1874/04;][rev020113]
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ONECO2 [NYNH&H, c1900?]
This depot is the only one ever seen for this village. While both of the photos are undated, the people look dressed for the 1900s and that is when this structure may have been built. The extra tracks on the 1915 val map are atypical for a station of this size and may have had something to do with the 1873 quarry spur, although that is no longer seen. The granite business here predates the Civil War and, as late as 1899, the Connecticut railroad commissioners permitted a grade crossing at Norwich Tpke for a track to the quarries and stone-crushing plant of the Oneco Granite Co. The 1948 article already spoken of also bemoans the loss of this economic activity, and says mournfully that "Even the Oneco Railroad Station is gone now, as similar rural structures throughout the state have vanished, giving away [sic] to modern motor transportation." [REFS: NHER/04/13/1899/07; HC/02/08/1948/04][rev020113]
This depot is the only one ever seen for this village. While both of the photos are undated, the people look dressed for the 1900s and that is when this structure may have been built. The extra tracks on the 1915 val map are atypical for a station of this size and may have had something to do with the 1873 quarry spur, although that is no longer seen. The granite business here predates the Civil War and, as late as 1899, the Connecticut railroad commissioners permitted a grade crossing at Norwich Tpke for a track to the quarries and stone-crushing plant of the Oneco Granite Co. The 1948 article already spoken of also bemoans the loss of this economic activity, and says mournfully that "Even the Oneco Railroad Station is gone now, as similar rural structures throughout the state have vanished, giving away [sic] to modern motor transportation." [REFS: NHER/04/13/1899/07; HC/02/08/1948/04][rev020113]
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ORANGE [NH&D, 1871]
This station was built by the townspeople of Orange where the shopping center is located on today's Orange Center Rd. and presented to the NH&D in 1871. It reverted back to the town when passenger service was discontinued in 1925 and was used by the volunteer fire department until it was torn down in 1948.
This station was built by the townspeople of Orange where the shopping center is located on today's Orange Center Rd. and presented to the NH&D in 1871. It reverted back to the town when passenger service was discontinued in 1925 and was used by the volunteer fire department until it was torn down in 1948.
ORCUTTS1 [NLW&P, 1850]
This stop in the town of Stafford was established in 1850 with the opening of the NLW&P. We have no photo yet of the first depot. [REFS: HDC/01/23/1874/01]
This stop in the town of Stafford was established in 1850 with the opening of the NLW&P. We have no photo yet of the first depot. [REFS: HDC/01/23/1874/01]
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ICC / National Archives
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Max Miller Collection
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John H. Roy, Jr.
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ORCUTTS2 [CVT, 1876]
The railroad commissioners note the building of a new depot here in their annual report covering the year 1876. The shot at upper left looks north toward the depot in the distance from the Orcuttville mill complex and reportedly dates to 1903. The 1917 val map at upper middle shows the layout of the station area. The depot, in the northeast quadrant of the grade crossing, is shown by our red arrow. The PUC inspection photo at upper right is dated 10/28/1925. Irving Drake poses for the Louis H. Benton shot at lower left on 10/12/1933. According to information from John Roy, this structure has been moved from its original location on Rte. 319 and is still standing nearby. It may become the property of the local historical society at a future date. His March, 2013 photo is at lower right. [REFS: CRC24.1877.18][rev050113]
The railroad commissioners note the building of a new depot here in their annual report covering the year 1876. The shot at upper left looks north toward the depot in the distance from the Orcuttville mill complex and reportedly dates to 1903. The 1917 val map at upper middle shows the layout of the station area. The depot, in the northeast quadrant of the grade crossing, is shown by our red arrow. The PUC inspection photo at upper right is dated 10/28/1925. Irving Drake poses for the Louis H. Benton shot at lower left on 10/12/1933. According to information from John Roy, this structure has been moved from its original location on Rte. 319 and is still standing nearby. It may become the property of the local historical society at a future date. His March, 2013 photo is at lower right. [REFS: CRC24.1877.18][rev050113]
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ORE HILL1 [CW, 1871]
This was an original, timetable stop when the CW opened in 1871. On the F.H. DeMars photo at left that purports to be Ore Hill, we immediately noticed the station we have marked with the red arrow. The style does match TACONIC, nee CHAPINVILLE, and if the 1880 NY&NE appraisal of CW assets is taken into account, the structure here is valued exactly the same at $1800. The 1874 map at right is one of the few we have that shows the earliest configuration of the roads and mines here, as well as the location of the station itself. The center photo, also a DeMars, shows the CW line over the ore pit in 1878. The 300-ft long, 70-ft high bridge is noted in several newspaper articles and was apparently original to the line, the first mention being in June, 1872 when it was said that here "an opportunity is offered to inspect the depths of Mother Earth." With the village seen behind the train, we think the view looks south with the train heading east up the grade from here to Taconic that may be slightly noticeable in the photo. One story in the Winsted Herald reported a horse walking of his own accord safely across the bridge on the plank in the center of the rails! Tourism and animal shenanigans aside, the bridging of the ore pit has to be seen as somehow necessary for the considerable expense it must have involved. Its elimination probably coincided with the relocation of the line to go around the south end of the mining operation. A report in 1899 was among several at the time that said that the line, which had been changed some years before to avoid the mining operation, was about to be returned to its original location, whatever that was. Some reconfiguration possibly occurred in 1900 when an article in the Lakeville Journal said "the old depot at Ore Hill has been torn down and removed by the railroad company." Mine-flooding and track-sinkage problems frequently plagued the railroad here, causing a few wrecks and many a slow order. So, mysteries and questions abound. Is the depot in the photo ORE HILL1, torn down in 1900? Is this even in Connecticut?? According to family, DeMars, who had a studio in Winsted, took pictures throughout the northwestern part of the state and nearby Massachusetts, lived in Scranton, PA for a while, and incorporated photos from other collections into his own. The notation on the glass plate negative, shown at lower right, seems to say 'Depot & Pitt' or possibly 'Depot at Pitt No 129' and the wrapper says 'Heritage Village.' Discounting the relatively recent Southbury residential development of that name in this state, where else could this be? Pitt, PA? Stay tuned for answers to these burning questions about ORE HILL1 and, in the meantime, enjoy the exquisite photos in the DeMars collection, available for free browsing online [click here]. The ore shipments from the several pits in this area were a major source of income for the railroad and the mine workers and their families for many years comprised the largest school district in the town of Salisbury. The school house, moved away from the mines to escape the noise, still stands today on Rte 44 just west of the station site. In 1887, the newspaper noted that the Ore Hill mine had shipped 33,000 tons of ore in 1886, a larger figure than ever before. [REFS: CWN/06/14/1872/02; HDC/06/18/1872/02; WH/11/06/1874/03; HDC/11/26/1874/01; CWN/01/07/1876/02; NHER/02/12/1887/04; CWN/05/13/1897/03; SR/04/22/1899/12; HC/06/15/1899/05; NHER/06/15/1899/10]
This was an original, timetable stop when the CW opened in 1871. On the F.H. DeMars photo at left that purports to be Ore Hill, we immediately noticed the station we have marked with the red arrow. The style does match TACONIC, nee CHAPINVILLE, and if the 1880 NY&NE appraisal of CW assets is taken into account, the structure here is valued exactly the same at $1800. The 1874 map at right is one of the few we have that shows the earliest configuration of the roads and mines here, as well as the location of the station itself. The center photo, also a DeMars, shows the CW line over the ore pit in 1878. The 300-ft long, 70-ft high bridge is noted in several newspaper articles and was apparently original to the line, the first mention being in June, 1872 when it was said that here "an opportunity is offered to inspect the depths of Mother Earth." With the village seen behind the train, we think the view looks south with the train heading east up the grade from here to Taconic that may be slightly noticeable in the photo. One story in the Winsted Herald reported a horse walking of his own accord safely across the bridge on the plank in the center of the rails! Tourism and animal shenanigans aside, the bridging of the ore pit has to be seen as somehow necessary for the considerable expense it must have involved. Its elimination probably coincided with the relocation of the line to go around the south end of the mining operation. A report in 1899 was among several at the time that said that the line, which had been changed some years before to avoid the mining operation, was about to be returned to its original location, whatever that was. Some reconfiguration possibly occurred in 1900 when an article in the Lakeville Journal said "the old depot at Ore Hill has been torn down and removed by the railroad company." Mine-flooding and track-sinkage problems frequently plagued the railroad here, causing a few wrecks and many a slow order. So, mysteries and questions abound. Is the depot in the photo ORE HILL1, torn down in 1900? Is this even in Connecticut?? According to family, DeMars, who had a studio in Winsted, took pictures throughout the northwestern part of the state and nearby Massachusetts, lived in Scranton, PA for a while, and incorporated photos from other collections into his own. The notation on the glass plate negative, shown at lower right, seems to say 'Depot & Pitt' or possibly 'Depot at Pitt No 129' and the wrapper says 'Heritage Village.' Discounting the relatively recent Southbury residential development of that name in this state, where else could this be? Pitt, PA? Stay tuned for answers to these burning questions about ORE HILL1 and, in the meantime, enjoy the exquisite photos in the DeMars collection, available for free browsing online [click here]. The ore shipments from the several pits in this area were a major source of income for the railroad and the mine workers and their families for many years comprised the largest school district in the town of Salisbury. The school house, moved away from the mines to escape the noise, still stands today on Rte 44 just west of the station site. In 1887, the newspaper noted that the Ore Hill mine had shipped 33,000 tons of ore in 1886, a larger figure than ever before. [REFS: CWN/06/14/1872/02; HDC/06/18/1872/02; WH/11/06/1874/03; HDC/11/26/1874/01; CWN/01/07/1876/02; NHER/02/12/1887/04; CWN/05/13/1897/03; SR/04/22/1899/12; HC/06/15/1899/05; NHER/06/15/1899/10]
Dave Peters Collection
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ORE HILL2 [CNE, 1900]
Along with the tearing down of ORE HILL1 in September, 1900, a number of articles speak of raising and filling the track here with dirt being brought over from the construction project then underway for the State Line wye. The bridge was probably eliminated at this time. The relocation of the track to skirt the pit probably did not come until after 1903 when many local residents and even some employees of the mine owners, the Barnum-Richardson Co., were of the opinion that the railroad commissioners should condemn the right of way over the abandoned portion of the ore mines, which they said was a danger to miners and the public alike. Nimke's date box, says the ORE HILL2 passenger shelter, presumably meaning the small building with the flag mechanism, as well as the freight station, were built in 1893. How that jibes with the tearing down of ORE HILL1 in 1900, is unclear, except that, if these structures predated that event, they may have been left to do service thereafter. The val photo at upper left, missing the customary date notation, is probably ca. 1916 and the Benton and Drake shot at upper middle dates to the early 1930s. The map at upper right shows the layout of the mine operation. The image at lower left is the 1934 aerial map. The red line on both is what we have traced as the old ROW over the ore pit, which today appears like a small lake. The lower middle and right shots are east and west views from Rte. 44 at the station, both showing the abandoned switch track to the old ore processing area. Mining operations ended in 1923 almost two centuries after ore was first discovered in 1731 and was used in everything from Revolutionary War cannon to railroad track and car wheels. [REFS: SR/04/22/1899/12; HC/06/15/1899/05; SR/02/15/1900/07; LJ/08/04/1900/03; LJ/09/01/1900/05; SR/11/21/1902/10; SR/11/15/1903/11; NYT/06/26/1913/04; CWN/02/02/1905/03; D51; N3.100][rev033113]
Along with the tearing down of ORE HILL1 in September, 1900, a number of articles speak of raising and filling the track here with dirt being brought over from the construction project then underway for the State Line wye. The bridge was probably eliminated at this time. The relocation of the track to skirt the pit probably did not come until after 1903 when many local residents and even some employees of the mine owners, the Barnum-Richardson Co., were of the opinion that the railroad commissioners should condemn the right of way over the abandoned portion of the ore mines, which they said was a danger to miners and the public alike. Nimke's date box, says the ORE HILL2 passenger shelter, presumably meaning the small building with the flag mechanism, as well as the freight station, were built in 1893. How that jibes with the tearing down of ORE HILL1 in 1900, is unclear, except that, if these structures predated that event, they may have been left to do service thereafter. The val photo at upper left, missing the customary date notation, is probably ca. 1916 and the Benton and Drake shot at upper middle dates to the early 1930s. The map at upper right shows the layout of the mine operation. The image at lower left is the 1934 aerial map. The red line on both is what we have traced as the old ROW over the ore pit, which today appears like a small lake. The lower middle and right shots are east and west views from Rte. 44 at the station, both showing the abandoned switch track to the old ore processing area. Mining operations ended in 1923 almost two centuries after ore was first discovered in 1731 and was used in everything from Revolutionary War cannon to railroad track and car wheels. [REFS: SR/04/22/1899/12; HC/06/15/1899/05; SR/02/15/1900/07; LJ/08/04/1900/03; LJ/09/01/1900/05; SR/11/21/1902/10; SR/11/15/1903/11; NYT/06/26/1913/04; CWN/02/02/1905/03; D51; N3.100][rev033113]
OSBORN [> EAST WINDSOR1]
OSBORNTOWN [> ALLERTON FARMS]
OXFORD [> SOUTHFORD]
PACKERVILLE1 [HP&F, 1854]
This stop in the town of Plainfield was established by the HP&F in 1854. We have not yet found a photo of the first station that burned in 1893.
OSBORNTOWN [> ALLERTON FARMS]
OXFORD [> SOUTHFORD]
PACKERVILLE1 [HP&F, 1854]
This stop in the town of Plainfield was established by the HP&F in 1854. We have not yet found a photo of the first station that burned in 1893.
Max Miller Collection
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PACKERVILLE2 [NYNH&H, c1900]
Not on 1872TT; First we have showing it is 1878. [REFS: HC/07/15/1893/04: old station burns; RRC28.329 (8/7/1893)]
Not on 1872TT; First we have showing it is 1878. [REFS: HC/07/15/1893/04: old station burns; RRC28.329 (8/7/1893)]
ICC Collection / NARA
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Robert C. Jones Collection
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PALMERTOWN [CVT, 1899]
The 2.5-mile Palmertown branch headed west from the NLN main line just above Montville station. The railroad commissioners noted this development in their annual report of December, 1899, saying that "a spur track, 2 and 3/4 miles in length, extending from Montville station to the village of Montville, has been constructed to receive and deliver freight from and to the various manufactories near which the track has been located." The newspaper makes it sound like the work was nearly complete in March, 1899, when it said that "at the Montville depot end of the line, surveyors are at work preparing for the joining of the spur to the main track." According to Karr, these tracks were only removed in 1983. We have seen no photograph of any station that might have stood either at the junction with the main line or at the mill terminus, where both the Robertson and Montville Paper Cos. availed themselves to this industrial spur. The 1917 val map shows the terminus and the middle image is the schematic from Robert C. Jones, The Central Vermont: A Yankee Tradition. The spliced topo map at right is from 1941. [REFS: NLD/03/30/1899/02; CRC47.1899.33; C77; K104][rev051713]
The 2.5-mile Palmertown branch headed west from the NLN main line just above Montville station. The railroad commissioners noted this development in their annual report of December, 1899, saying that "a spur track, 2 and 3/4 miles in length, extending from Montville station to the village of Montville, has been constructed to receive and deliver freight from and to the various manufactories near which the track has been located." The newspaper makes it sound like the work was nearly complete in March, 1899, when it said that "at the Montville depot end of the line, surveyors are at work preparing for the joining of the spur to the main track." According to Karr, these tracks were only removed in 1983. We have seen no photograph of any station that might have stood either at the junction with the main line or at the mill terminus, where both the Robertson and Montville Paper Cos. availed themselves to this industrial spur. The 1917 val map shows the terminus and the middle image is the schematic from Robert C. Jones, The Central Vermont: A Yankee Tradition. The spliced topo map at right is from 1941. [REFS: NLD/03/30/1899/02; CRC47.1899.33; C77; K104][rev051713]
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PARKVILLE [HP&F, 1871; depot 1872]
According to the newspaper, was up and five trains daily were expected to begin stopping here on November 1, 1871. This area of Hartford was a new subdivision, developed by William Francis, Esq., a lawyer and real estate investor. The Courant reported that "the most important auction sale of the season" would be taking place here on 6/4/1872 and quoted another newspaper as follows: "This morning we took a look at Parkville. It is a pretty region, and well adapted, topographically as well as by its nearness to the more central parts of the city, to the purpose of cheap and good homes. It is all finely graded, and many handsome streets, along which young shade trees have been set out, crosses [sic] the domain in ordered series. On these new streets there are already, perhaps, nearly half a hundred houses, neat and unexpensive, such as mechanics and others will want. On one side of the domain are the railroad tracks of the Hartford and New Haven, and Hartford, Providence and Fishkill roads, with the railroad station right there, newly built expressly for Parkville; also a post office so that the residents need not come to the regular Hartford postoffice [sic] every time they want a letter or newspaper. Horse cars will run there before many years – very likely within a short time. Those in the other ends of the city who do not care to walk out there can go on the excursion train which leaves the Asylum street depot on Tuesday at 11:00. There’ll be a band of music and a free lunch... This month all trains on the Waterbury road will stop at the Parkville station which will very much increase the already favorable facilities for reaching that part of Hartford." The newspaper of the following day said 140 buyers committed themselves to nearly $56,000 in lot purchases, the majority of which had 50-ft frontage. This real estate venture is not unlike our website namesake Tyler City, which was also touted as an egalitarian community with "Homes for the People" in Orange. Backing up the dating provided by the newspapers, this stop is not found on an August, 1871 timetable but does show up on one in 1872. The naming of this neighborhood appears to derive from the Park River that cuts through this western part of the capital city. [REFS: HDC/10/21/1871/02; HPFTT 9/18/1872: yes; HDC/05/29/1872/02; HDC/02/15/1872/02; HDC/06/03/1872/02; HDC/06/18/1873/02; CRC30.1883.34: closed; reopened 1/24/1883][rev033113]
According to the newspaper, was up and five trains daily were expected to begin stopping here on November 1, 1871. This area of Hartford was a new subdivision, developed by William Francis, Esq., a lawyer and real estate investor. The Courant reported that "the most important auction sale of the season" would be taking place here on 6/4/1872 and quoted another newspaper as follows: "This morning we took a look at Parkville. It is a pretty region, and well adapted, topographically as well as by its nearness to the more central parts of the city, to the purpose of cheap and good homes. It is all finely graded, and many handsome streets, along which young shade trees have been set out, crosses [sic] the domain in ordered series. On these new streets there are already, perhaps, nearly half a hundred houses, neat and unexpensive, such as mechanics and others will want. On one side of the domain are the railroad tracks of the Hartford and New Haven, and Hartford, Providence and Fishkill roads, with the railroad station right there, newly built expressly for Parkville; also a post office so that the residents need not come to the regular Hartford postoffice [sic] every time they want a letter or newspaper. Horse cars will run there before many years – very likely within a short time. Those in the other ends of the city who do not care to walk out there can go on the excursion train which leaves the Asylum street depot on Tuesday at 11:00. There’ll be a band of music and a free lunch... This month all trains on the Waterbury road will stop at the Parkville station which will very much increase the already favorable facilities for reaching that part of Hartford." The newspaper of the following day said 140 buyers committed themselves to nearly $56,000 in lot purchases, the majority of which had 50-ft frontage. This real estate venture is not unlike our website namesake Tyler City, which was also touted as an egalitarian community with "Homes for the People" in Orange. Backing up the dating provided by the newspapers, this stop is not found on an August, 1871 timetable but does show up on one in 1872. The naming of this neighborhood appears to derive from the Park River that cuts through this western part of the capital city. [REFS: HDC/10/21/1871/02; HPFTT 9/18/1872: yes; HDC/05/29/1872/02; HDC/02/15/1872/02; HDC/06/03/1872/02; HDC/06/18/1873/02; CRC30.1883.34: closed; reopened 1/24/1883][rev033113]
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PARLOR ROCK [HRR, 1878]
This stop was established in 1878 by the HRR. It was a popular destination that brought crowds at its height from as far as Pittsfield and even more traffic from New Haven and the Naugatuck Valley after NH&D connected with the HRR at Botsford in 1888. The 1868 map [upper middle] shows the location of the grove containing the boulder with the parlor-like seat indentation, its fame already well established. The image at top left is a loosely drawn sketch with a train passing the station area. The 100-ft station platform shown in the photo at upper right is correctly sized and placed on the facilities map [bottom right], which, though its authorship is unknown and the number key is not given, seems to be quite accurate. It shows, as Al Weaver points out, a small station structure at the '9a' locator and we are, of course, looking for a photo at the Trumbull Historical Society, which has quite a bit of material [click here] on Parlor Rock's interesting history. In 1878, the HRR decided to make this a recreation facility to promote ridership, much like the D&N's BROOKSIDE PARK and the NRR's HIGH ROCK GROVE. Success was immediate and trains of 10 and more cars were not uncommon. In August, 1887, a huge 28-car train brought 4,000 Elks for their state picnic and the NYNH&H held an employee outing here as well, in spite of deteriorating relations with the HRR. The piece de resistance was when "the biggest toboggan slide in New England" was announced, likely the brainchild of the industrious HRR Vice Pres. William H. Stevenson. Elevators were reportedly going to transport people to the top of the ramp that was to be lined with ice cakes cut from Lake High-High to propel people clear across the frozen lake surface. Though we note the toboggan is facing away from the lake on the map, electric lights, steam heat, and refreshment stands were ready for its opening on 2/9/1888. With ice skating and ice polo and heated pavilions for roller skating and dancing, Parlor Rock was instantly made into a lucrative year-round attraction and it would continue to be popular even after the HRR was taken over by the NYNH&H in 1892. In that same year a tip from the Long Hill liquor agent led to a police raid and the confiscation of beer from outraged Knights of Pythias picnickers. Trumbull reportedly went 'dry' shortly thereafter. This, plus dwindling crowds due to competition from Bridgeport's Pleasure Beach and West Haven's Savin Rock, persuaded the NYNH&H to close the park in 1898 and the buildings were dismantled by 1908. According to THS, trains still brought teams to use the baseball field until 1913. By 1915 when the val map was drawn [click here] nothing shows for this stop. The color image at lower middle was taken on 10/23/2010 and it shows the rugged, natural beauty of this gorge and rocky glen. Parking for the short trek on the Pequonnock Valley Greenway is available on Whitney Ave., about 1,000 feet south, at the site of the former BEERS MILL, later LONG HILL, station. [REFS: DC/08/06/1874/02; NHER/12/24/1880/01; NHER/06/06/1885/04; NHER/06/21/1887/01; NHER/07/29/1887/04; NHER/07/30/1887/04; NHER/08/11/1887/01; NHER/08/31/1887/01; NHER/11/08/1887/01; NHER/02/08/1888/04; NHER/09/05/1888/ 04; NHER/07/06/1892/04; NHER/08/17/1893/04; NL10.1.2]
This stop was established in 1878 by the HRR. It was a popular destination that brought crowds at its height from as far as Pittsfield and even more traffic from New Haven and the Naugatuck Valley after NH&D connected with the HRR at Botsford in 1888. The 1868 map [upper middle] shows the location of the grove containing the boulder with the parlor-like seat indentation, its fame already well established. The image at top left is a loosely drawn sketch with a train passing the station area. The 100-ft station platform shown in the photo at upper right is correctly sized and placed on the facilities map [bottom right], which, though its authorship is unknown and the number key is not given, seems to be quite accurate. It shows, as Al Weaver points out, a small station structure at the '9a' locator and we are, of course, looking for a photo at the Trumbull Historical Society, which has quite a bit of material [click here] on Parlor Rock's interesting history. In 1878, the HRR decided to make this a recreation facility to promote ridership, much like the D&N's BROOKSIDE PARK and the NRR's HIGH ROCK GROVE. Success was immediate and trains of 10 and more cars were not uncommon. In August, 1887, a huge 28-car train brought 4,000 Elks for their state picnic and the NYNH&H held an employee outing here as well, in spite of deteriorating relations with the HRR. The piece de resistance was when "the biggest toboggan slide in New England" was announced, likely the brainchild of the industrious HRR Vice Pres. William H. Stevenson. Elevators were reportedly going to transport people to the top of the ramp that was to be lined with ice cakes cut from Lake High-High to propel people clear across the frozen lake surface. Though we note the toboggan is facing away from the lake on the map, electric lights, steam heat, and refreshment stands were ready for its opening on 2/9/1888. With ice skating and ice polo and heated pavilions for roller skating and dancing, Parlor Rock was instantly made into a lucrative year-round attraction and it would continue to be popular even after the HRR was taken over by the NYNH&H in 1892. In that same year a tip from the Long Hill liquor agent led to a police raid and the confiscation of beer from outraged Knights of Pythias picnickers. Trumbull reportedly went 'dry' shortly thereafter. This, plus dwindling crowds due to competition from Bridgeport's Pleasure Beach and West Haven's Savin Rock, persuaded the NYNH&H to close the park in 1898 and the buildings were dismantled by 1908. According to THS, trains still brought teams to use the baseball field until 1913. By 1915 when the val map was drawn [click here] nothing shows for this stop. The color image at lower middle was taken on 10/23/2010 and it shows the rugged, natural beauty of this gorge and rocky glen. Parking for the short trek on the Pequonnock Valley Greenway is available on Whitney Ave., about 1,000 feet south, at the site of the former BEERS MILL, later LONG HILL, station. [REFS: DC/08/06/1874/02; NHER/12/24/1880/01; NHER/06/06/1885/04; NHER/06/21/1887/01; NHER/07/29/1887/04; NHER/07/30/1887/04; NHER/08/11/1887/01; NHER/08/31/1887/01; NHER/11/08/1887/01; NHER/02/08/1888/04; NHER/09/05/1888/ 04; NHER/07/06/1892/04; NHER/08/17/1893/04; NL10.1.2]
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PEPPER CROSSING [NYNH&H, c1915]
At upper left is a shot from the 1934 aerial maps, delineated in modern terms for TCS by Kevin Daly. This flag station is not on our rev7/7/1912TT but does appear on the rev6/29/1914TT and the 1915 val map at upper middle. Throughout its existence, no trains were scheduled to stop there. On our 11/18/1928TT, it is listed as the sole flag stop on the old HRR branch which was being served by one train daily in each direction and it is gone by the 2/8/1932TT after passenger service ended. The small shelter was reportedly built for the comfort of visitors to the Garders, a couple who relocated here from New York and began to farm the land, sell produce, and run a modest vacation resort. They are remembered today with the naming of nearby Garder Rd. The val photo at lower left is from 1916. An article in the Newtown Bee claiming that the station was partly dismantled and taken down in 1921 and then used as a storehouse on the farm property is only partially correct. The date is contradicted by the 1927 PUC photo at upper right and by the 1932 Bridgeport Sunday Post image showing Henry Garder (inset) reclaiming his structure. While we are not sure of the legalities, this was not the first time that a station reverted to the donor when no longer used by the railroad for its intended purpose. Another case was the ORANGE depot that was built by locals in 1871 for the NH&D and surrendered to the town when passenger service ended in 1925. The other question that comes to mind is how the Garders persuaded the railroad to agree to the stop. While the railroad created any number of stations where it pleased, often as a result of public request, we know of no other like this one where the petitioners were presumably so few and focused on their own economic gain. [REFS: BSP/03/13/1932/14; NB/07/08/1994/??; K56; NL22.4.9][rev033113]
At upper left is a shot from the 1934 aerial maps, delineated in modern terms for TCS by Kevin Daly. This flag station is not on our rev7/7/1912TT but does appear on the rev6/29/1914TT and the 1915 val map at upper middle. Throughout its existence, no trains were scheduled to stop there. On our 11/18/1928TT, it is listed as the sole flag stop on the old HRR branch which was being served by one train daily in each direction and it is gone by the 2/8/1932TT after passenger service ended. The small shelter was reportedly built for the comfort of visitors to the Garders, a couple who relocated here from New York and began to farm the land, sell produce, and run a modest vacation resort. They are remembered today with the naming of nearby Garder Rd. The val photo at lower left is from 1916. An article in the Newtown Bee claiming that the station was partly dismantled and taken down in 1921 and then used as a storehouse on the farm property is only partially correct. The date is contradicted by the 1927 PUC photo at upper right and by the 1932 Bridgeport Sunday Post image showing Henry Garder (inset) reclaiming his structure. While we are not sure of the legalities, this was not the first time that a station reverted to the donor when no longer used by the railroad for its intended purpose. Another case was the ORANGE depot that was built by locals in 1871 for the NH&D and surrendered to the town when passenger service ended in 1925. The other question that comes to mind is how the Garders persuaded the railroad to agree to the stop. While the railroad created any number of stations where it pleased, often as a result of public request, we know of no other like this one where the petitioners were presumably so few and focused on their own economic gain. [REFS: BSP/03/13/1932/14; NB/07/08/1994/??; K56; NL22.4.9][rev033113]
PEQUABUCK [> TERRYVILLE]
PEQUONNOCK [> NORTH BRIDGEPORT]
PINE GROVE1 [HRR, 1873]
According to NHRR real estate records, this station was built in 1873. It served the Methodist camp meetings that some sources say went back to 1856. The first mention we find in the newspapers is in the Courant in 1867, which said a six-day meeting would be held along the line of the HRR, midway between Falls Village and North Canaan. Many religious associations deliberately located their grounds along railroad lines to make the events accessible, like at the CAMP STATION depots in Plainville and Willimantic and at TYLERVILLE where Camp Bethel in Haddam was served. Whenever it was built, a newspaper article in 1877 reported that "the debris of the camp meeting station building belonging to Housatonic R.R. Co. and located at the grounds of the Pine Grove Camp Meeting Society, between this place and Falls Village, and which was blown down, and blown pretty much all to pieces in a gale in the last part of December, is now entirely cleared away, and nothing but the platform and floor of the structure remains. It is presumed the building will be rebuilt before the advent of the next camp meeting at these grounds." No photo of this station, which may or may not have looked like the next one, has been identified. [REFS: HDC/08/03/1867/08; HDC/08/22/1873/04; CWN/02/23/1877/02; CWN/08/26/1885/03: 1860 first camp meeting][rev033113]
PEQUONNOCK [> NORTH BRIDGEPORT]
PINE GROVE1 [HRR, 1873]
According to NHRR real estate records, this station was built in 1873. It served the Methodist camp meetings that some sources say went back to 1856. The first mention we find in the newspapers is in the Courant in 1867, which said a six-day meeting would be held along the line of the HRR, midway between Falls Village and North Canaan. Many religious associations deliberately located their grounds along railroad lines to make the events accessible, like at the CAMP STATION depots in Plainville and Willimantic and at TYLERVILLE where Camp Bethel in Haddam was served. Whenever it was built, a newspaper article in 1877 reported that "the debris of the camp meeting station building belonging to Housatonic R.R. Co. and located at the grounds of the Pine Grove Camp Meeting Society, between this place and Falls Village, and which was blown down, and blown pretty much all to pieces in a gale in the last part of December, is now entirely cleared away, and nothing but the platform and floor of the structure remains. It is presumed the building will be rebuilt before the advent of the next camp meeting at these grounds." No photo of this station, which may or may not have looked like the next one, has been identified. [REFS: HDC/08/03/1867/08; HDC/08/22/1873/04; CWN/02/23/1877/02; CWN/08/26/1885/03: 1860 first camp meeting][rev033113]
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PINE GROVE2 [HRR, 1877]
This was the successor to the station that was blown down late in 1876. The newspaper said in August, 1877 that "the depot building at the camp grounds station, which was blown down by one of last December's gales, is again being rebuilt, and will be ready for the accommodation of the meetings next week." With eight HRR trains stopping here each way at the meetings in the previous year, there was certainly a need for the depot to be rebuilt, perhaps with larger dimensions than the original one. An 1878 article in Zion's Herald said that there were even special trains running down from Canaan that attendees arriving on both the HRR and CW had access and that there was a post office, telegraph service and "a daily paper printed on the ground (sic) reporting all the sermons." That paper appears to have been a special edition of the Connecticut Western News, which the Canaan-based outfit took special pride in issuing beyond the weekly edition. The station here was only open during the summer when the post office handled up to four deliveries per day. Seasonal attendance reportedly peaked at 7,000 persons, but with religious fervor ebbing, the last revival meeting was held in 1912. In 1920, the old camp meeting constituency morphed into the current Pine Grove Association. The Victorian cottages still stand today and are colorful reminders of the history here. According to NHRR real estate records, the station was sold on 12/28/1929. The photo at upper left looks east toward Canaan Mountain and shows the unusual design of this depot that had sliding doors so the structure could be open on both sides in good weather. The val photo at middle is dated 9/25/1916. [REFS: CWN/08/25/1876/02; ZH/09/05/1878/55,36, American Periodicals Series, p282; D89; CWN/08/29/1907/01; LJ/04/20/1989/D6/supp.][rev033113]
This was the successor to the station that was blown down late in 1876. The newspaper said in August, 1877 that "the depot building at the camp grounds station, which was blown down by one of last December's gales, is again being rebuilt, and will be ready for the accommodation of the meetings next week." With eight HRR trains stopping here each way at the meetings in the previous year, there was certainly a need for the depot to be rebuilt, perhaps with larger dimensions than the original one. An 1878 article in Zion's Herald said that there were even special trains running down from Canaan that attendees arriving on both the HRR and CW had access and that there was a post office, telegraph service and "a daily paper printed on the ground (sic) reporting all the sermons." That paper appears to have been a special edition of the Connecticut Western News, which the Canaan-based outfit took special pride in issuing beyond the weekly edition. The station here was only open during the summer when the post office handled up to four deliveries per day. Seasonal attendance reportedly peaked at 7,000 persons, but with religious fervor ebbing, the last revival meeting was held in 1912. In 1920, the old camp meeting constituency morphed into the current Pine Grove Association. The Victorian cottages still stand today and are colorful reminders of the history here. According to NHRR real estate records, the station was sold on 12/28/1929. The photo at upper left looks east toward Canaan Mountain and shows the unusual design of this depot that had sliding doors so the structure could be open on both sides in good weather. The val photo at middle is dated 9/25/1916. [REFS: CWN/08/25/1876/02; ZH/09/05/1878/55,36, American Periodicals Series, p282; D89; CWN/08/29/1907/01; LJ/04/20/1989/D6/supp.][rev033113]
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PINE MEADOW/N1 [NH&N, 1870]
The first station here was seems to have been put up in 1870 when the NH&N extended the Collinsville branch up to the Pine Meadow section of New Hartford. The Courant reported in July, 1870 that "three regular passenger trains now run daily over the new railroad from Collinsville to New Hartford." While a newspaper article in May, 1870 said no station was built here yet, by November, 1871 there is a report that a "town road to the depot is now being built in Pine Meadow." A section house is the only other structure we see on railroad property in the panorama. With railroads often recycling their buildings, we offer the possibility that this may have been the first station built by the Canal line. [REFS: HDC/07/30/1869/04; WH/05/27/1870/02; HDC/07/21/1870/04; WH/11/03/1871/02; DC/04/08/1874/02][rev033113]
The first station here was seems to have been put up in 1870 when the NH&N extended the Collinsville branch up to the Pine Meadow section of New Hartford. The Courant reported in July, 1870 that "three regular passenger trains now run daily over the new railroad from Collinsville to New Hartford." While a newspaper article in May, 1870 said no station was built here yet, by November, 1871 there is a report that a "town road to the depot is now being built in Pine Meadow." A section house is the only other structure we see on railroad property in the panorama. With railroads often recycling their buildings, we offer the possibility that this may have been the first station built by the Canal line. [REFS: HDC/07/30/1869/04; WH/05/27/1870/02; HDC/07/21/1870/04; WH/11/03/1871/02; DC/04/08/1874/02][rev033113]
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PINE MEADOW/N2 [NH&N, 1876]
In 1876, the NH&N would extend its line across the Farmington River to reach the Greenwoods Co. In their report of January, 1877, the railroad commissioners said that "the two new passenger depots at New Hartford and Pine Meadow, now nearly completed, promise to be models of their kind," thus contradicting Lord's early 1870s date for the building of this depot. The sharing of this station by the CW and the NH&N, for which no corroboration in the sources has been found, probably did not come about until 1895, as discussed under PINE MEADOW2. Nimke has a photo showing this station still standing in 1937. The val map is from 1916. [REFS: CWN/01/28/1876/2; CRC24.1877.17; D26,120; N3.33][rev010213]
In 1876, the NH&N would extend its line across the Farmington River to reach the Greenwoods Co. In their report of January, 1877, the railroad commissioners said that "the two new passenger depots at New Hartford and Pine Meadow, now nearly completed, promise to be models of their kind," thus contradicting Lord's early 1870s date for the building of this depot. The sharing of this station by the CW and the NH&N, for which no corroboration in the sources has been found, probably did not come about until 1895, as discussed under PINE MEADOW2. Nimke has a photo showing this station still standing in 1937. The val map is from 1916. [REFS: CWN/01/28/1876/2; CRC24.1877.17; D26,120; N3.33][rev010213]
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PINE MEADOW/C1 [CW, 1871]
The second station in this village was built by the CW. The Courant said this was a flag stop initially but the Winsted Herald reported that a station here was almost complete late in 1871 when the railroad opened. The real estate map of that same date at upper left seems to show the location right at the Albany Tpke crossing, as Bob Lord asserts, though with no building shown yet. Lord also says this depot was used until an agreement was reached with the NH&N for joint use of its station, which was not built until 1876. Just when that deal was arranged is uncertain, but an 1879 Courant article says that J.B. Beckwith, CW station agent "put in a set of hay scales near the Western depot" for a business that he ran in addition to being the agent and subsequent newspaper references until 1895 seem to verify that there was a separate CW station here. Al Weaver's colorization and enhancement of the valuable, though undated, panorama at upper middle makes the structure at the red arrow stand out in the close-up at upper right. The result seems to show it as PINE MEADOW2 in a size and shape that corresponds to other CW stations such as BLOOMFIELD and CANTON. Arguing against a depot of this size is that the 1880 NY&NE appraisal of CW property said there was a structure here to serve both passengers and freight valued at $175, compared to BLOOMFIELD which it appraised at $1500. Between PINE MEADOW2 and the Canal line station in the foreground, PINE MEADOW3, one can see the diagonal crossover that moved the CW to the north side of the NH&N as they headed east toward the fearful canyon known as Satan's Kingdom. The bottom views show trains heading east toward Collinsville: at left, a Canal line train on the west bank of the Farmington River and, at right, a CW consist taking the east bank. Oh, how we wish we could have ridden across that bridge! [REFS: HDC/11/14/1871/04; WH/12/15/1871/02; HDC/12/21/1871/02; HDC/10/16/1879/04; CW/NYNE1880; WH/11/20/1895/08; D26][rev033113]
The second station in this village was built by the CW. The Courant said this was a flag stop initially but the Winsted Herald reported that a station here was almost complete late in 1871 when the railroad opened. The real estate map of that same date at upper left seems to show the location right at the Albany Tpke crossing, as Bob Lord asserts, though with no building shown yet. Lord also says this depot was used until an agreement was reached with the NH&N for joint use of its station, which was not built until 1876. Just when that deal was arranged is uncertain, but an 1879 Courant article says that J.B. Beckwith, CW station agent "put in a set of hay scales near the Western depot" for a business that he ran in addition to being the agent and subsequent newspaper references until 1895 seem to verify that there was a separate CW station here. Al Weaver's colorization and enhancement of the valuable, though undated, panorama at upper middle makes the structure at the red arrow stand out in the close-up at upper right. The result seems to show it as PINE MEADOW2 in a size and shape that corresponds to other CW stations such as BLOOMFIELD and CANTON. Arguing against a depot of this size is that the 1880 NY&NE appraisal of CW property said there was a structure here to serve both passengers and freight valued at $175, compared to BLOOMFIELD which it appraised at $1500. Between PINE MEADOW2 and the Canal line station in the foreground, PINE MEADOW3, one can see the diagonal crossover that moved the CW to the north side of the NH&N as they headed east toward the fearful canyon known as Satan's Kingdom. The bottom views show trains heading east toward Collinsville: at left, a Canal line train on the west bank of the Farmington River and, at right, a CW consist taking the east bank. Oh, how we wish we could have ridden across that bridge! [REFS: HDC/11/14/1871/04; WH/12/15/1871/02; HDC/12/21/1871/02; HDC/10/16/1879/04; CW/NYNE1880; WH/11/20/1895/08; D26][rev033113]
PINE MEADOW/C2 [PR&NE, 1894]
The newly found Winsted Citizen article at left tells us that a new station at Salisbury opened in December, 1893 and an "old one has been taken to Pine Meadow to be put up there." It may be recalled that, when SALISBURY1 burned in January, 1893 the paper said that "a small building has been erected for present use." This must have been what was moved to become PINE MEADOW4. Factoring in a February, 1894 article that says this station is being closed and the operator is out of a job and a more telling the report in 1895 that "the Pine Meadow depot erected some years ago by the P.R. & N.E. people is being torn down." Taking everything into consideration, we are inclined to think that the elimination of this PR&NE agency position early in 1894 and the tearing down of the "small building" late in 1895 may have based on the agreement that PINE MEADOW3 was to be shared by both roads thereafter. It, of course, is also possible that the sharing started in 1904 when the NYNH&H got stock control of the then-CNE. [REFS: CWN/01/19/1893/02; WC/00/12/1893/00; CWN/02/15/1894/03; WH/11/20/1895/08][rev033113]
The newly found Winsted Citizen article at left tells us that a new station at Salisbury opened in December, 1893 and an "old one has been taken to Pine Meadow to be put up there." It may be recalled that, when SALISBURY1 burned in January, 1893 the paper said that "a small building has been erected for present use." This must have been what was moved to become PINE MEADOW4. Factoring in a February, 1894 article that says this station is being closed and the operator is out of a job and a more telling the report in 1895 that "the Pine Meadow depot erected some years ago by the P.R. & N.E. people is being torn down." Taking everything into consideration, we are inclined to think that the elimination of this PR&NE agency position early in 1894 and the tearing down of the "small building" late in 1895 may have based on the agreement that PINE MEADOW3 was to be shared by both roads thereafter. It, of course, is also possible that the sharing started in 1904 when the NYNH&H got stock control of the then-CNE. [REFS: CWN/01/19/1893/02; WC/00/12/1893/00; CWN/02/15/1894/03; WH/11/20/1895/08][rev033113]
PINE ORCHARD1 [NYNH&H, c1880]
The name for this area came about ca. 1830 from the grove of young pine trees near the Sheldon cottages where people began to vacation and thought the earlier name of World's End was no longer appropriate. By 1886, the newspaper said that those pines were dying out but the spot was still very popular as a "quiet summer resort." The article mentions that a station, possibly prior to the one seen in this 1888 photo, had been put up by the cottage proprietors. The earliest mention we have found for this stop is in an 1880 newspaper list of stations but it is not in the travel guide timetables at the time. The RRMs first show it in 1884 and the GHD in 1885. An 1899 article mentions the fact that the station, as well as the post office, would open about the 10th of June that year, as was the custom for seasonal stops in the shoreline resort communities. [REFS: 1871-1881TTs; NHER/04/01/1880/01; NHER/07/09/1886/01; NHER/07/30/1886/03; NHER/08/10/1886/04; NHER/06/02/1899/08; Carr, History of Early Branford, p48; R2.30]
The name for this area came about ca. 1830 from the grove of young pine trees near the Sheldon cottages where people began to vacation and thought the earlier name of World's End was no longer appropriate. By 1886, the newspaper said that those pines were dying out but the spot was still very popular as a "quiet summer resort." The article mentions that a station, possibly prior to the one seen in this 1888 photo, had been put up by the cottage proprietors. The earliest mention we have found for this stop is in an 1880 newspaper list of stations but it is not in the travel guide timetables at the time. The RRMs first show it in 1884 and the GHD in 1885. An 1899 article mentions the fact that the station, as well as the post office, would open about the 10th of June that year, as was the custom for seasonal stops in the shoreline resort communities. [REFS: 1871-1881TTs; NHER/04/01/1880/01; NHER/07/09/1886/01; NHER/07/30/1886/03; NHER/08/10/1886/04; NHER/06/02/1899/08; Carr, History of Early Branford, p48; R2.30]
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Dave Peters Collection
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Richard A. Fleischer Collection
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Branford Historical Society
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PINE ORCHARD2 [NYNH&H, 1893]
The build date in red on the NYNH&H real estate card [upper middle] says 1899 but that disagrees with the August, 1893 date on the top left image. Either the record card is in error or there was an intervening station here, in which case the other photos show a later structure virtually identical to the 1893 image. An April, 1893 Courant article does validate the year when it says "the Shore Line railroad has... built a fine new depot" that is contriuting to "quite a boom" in this beach-cottage community. The lower middle photo is dated 10/22/1938 and, if the real estate card is correct in the removal date, it was done in 1940. The upper right shot must be in the 1930s also, though we thought the vehicle was a little more modern looking than that. This would become a year-round station after increasing numbers of longer-term residents petitioned the railroad to make the change. The newspaper reported a burglary here in the winter of 1906. The 1915 valuation map at lower left shows the station and grounds at that time. The right of way seen to the left on the map is the earlier, more circuitous route of the NH&NL which was replaced by the double-tracked main line in 1893. [REFS: HC/04/14/1893/06; NHER/06/02/1899/08; NHER/08/22/1900/09; NHER/10/13/1900/08; HC/03/17/1906/08][rev050213]
The build date in red on the NYNH&H real estate card [upper middle] says 1899 but that disagrees with the August, 1893 date on the top left image. Either the record card is in error or there was an intervening station here, in which case the other photos show a later structure virtually identical to the 1893 image. An April, 1893 Courant article does validate the year when it says "the Shore Line railroad has... built a fine new depot" that is contriuting to "quite a boom" in this beach-cottage community. The lower middle photo is dated 10/22/1938 and, if the real estate card is correct in the removal date, it was done in 1940. The upper right shot must be in the 1930s also, though we thought the vehicle was a little more modern looking than that. This would become a year-round station after increasing numbers of longer-term residents petitioned the railroad to make the change. The newspaper reported a burglary here in the winter of 1906. The 1915 valuation map at lower left shows the station and grounds at that time. The right of way seen to the left on the map is the earlier, more circuitous route of the NH&NL which was replaced by the double-tracked main line in 1893. [REFS: HC/04/14/1893/06; NHER/06/02/1899/08; NHER/08/22/1900/09; NHER/10/13/1900/08; HC/03/17/1906/08][rev050213]
PINES BRIDGE [NRR, 1849]
This was an early and probably short-lived station above SEYMOUR. It is mentioned as a July, 4 excursion train stop in 1849 on the NRR which was still in the process of building north of Waterbury. It never appears on any timetable we have seen. [REFS: RF/06/26/1849/03]
This was an early and probably short-lived station above SEYMOUR. It is mentioned as a July, 4 excursion train stop in 1849 on the NRR which was still in the process of building north of Waterbury. It never appears on any timetable we have seen. [REFS: RF/06/26/1849/03]
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PLAINFIELD/N [N&W, 1840]
The N&W stop, designated by the '/N', in this village was established in 1840. The first station structure was undoubtedly among the ten "way-depots" the New York Spectator reported the railroad had built on opening, in addition to stations at its northern and southern termini. Specific references in out-of-state newspapers like the Spectator and the Daily National Intelligencer have been found verifying the existence of a station here but no photo has come to our attention. A Courant article in 1852, which tells of the coming of the HP&F, says that the new road will go "to the point of intersection with the Norwich and Worcester Railroad about one mile above the Plainfield Depot..." and thus corroborates a location south of the junction. Our red arrow on the 1856WC map at left points to the most likely spot and the snippet at right from the Google Earth map on Track 11 shows it in 2013. [REFS: NYS/12/16/1840/02; NYS/10/01/1842/01; DNI/11/29/1843/03; HDC/07/03/1852/02][rev020313]
The N&W stop, designated by the '/N', in this village was established in 1840. The first station structure was undoubtedly among the ten "way-depots" the New York Spectator reported the railroad had built on opening, in addition to stations at its northern and southern termini. Specific references in out-of-state newspapers like the Spectator and the Daily National Intelligencer have been found verifying the existence of a station here but no photo has come to our attention. A Courant article in 1852, which tells of the coming of the HP&F, says that the new road will go "to the point of intersection with the Norwich and Worcester Railroad about one mile above the Plainfield Depot..." and thus corroborates a location south of the junction. Our red arrow on the 1856WC map at left points to the most likely spot and the snippet at right from the Google Earth map on Track 11 shows it in 2013. [REFS: NYS/12/16/1840/02; NYS/10/01/1842/01; DNI/11/29/1843/03; HDC/07/03/1852/02][rev020313]
PLAINFIELD/H1 [HP&F, 1854; depot, 1856]
The first station that the HP&F built here was in 1856, just after the railroad opened, along with MOOSUP1 and STERLING1, all three mentioned in the early annual reports. As shown on the 1856WC, the new depot was at the junction where the new road crossed the N&W on the western outskirts of the village. This important junction was brought under the full control of a single company when the HP&F leased the N&W in 1869 and we assume that the earlier N&W depot was then given up and this one at the junction was shared thereafter by both lessor and lessee. While we do not yet know the fate of this depot, it would be replaced in 1881. [REFS: HPFAR6.1855.7; HPFAR7.1856.9; NA/06/03/1868/04][rev020313]
The first station that the HP&F built here was in 1856, just after the railroad opened, along with MOOSUP1 and STERLING1, all three mentioned in the early annual reports. As shown on the 1856WC, the new depot was at the junction where the new road crossed the N&W on the western outskirts of the village. This important junction was brought under the full control of a single company when the HP&F leased the N&W in 1869 and we assume that the earlier N&W depot was then given up and this one at the junction was shared thereafter by both lessor and lessee. While we do not yet know the fate of this depot, it would be replaced in 1881. [REFS: HPFAR6.1855.7; HPFAR7.1856.9; NA/06/03/1868/04][rev020313]
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PLAINFIELD/H2 [NY&NE, 1881]
According to NY&NE annual reports recently viewed at the Peters Railroad Museum, a new station was built here in 1881. That important date was previously lacking for what we have to assume is the two-story structure seen in virtually every photograph taken at this junction. We had always thought that this station was too substantial to be built in 1854 when the HP&F opened and we now are inclined to think that similar stations at BALTIC and SOUTH WINDHAM and possibly the one at HOP RIVER also came in the 1880s, not the 1850s. [REFS: NYNEAR6.1881.19]
According to NY&NE annual reports recently viewed at the Peters Railroad Museum, a new station was built here in 1881. That important date was previously lacking for what we have to assume is the two-story structure seen in virtually every photograph taken at this junction. We had always thought that this station was too substantial to be built in 1854 when the HP&F opened and we now are inclined to think that similar stations at BALTIC and SOUTH WINDHAM and possibly the one at HOP RIVER also came in the 1880s, not the 1850s. [REFS: NYNEAR6.1881.19]
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PLAINVILLE1 [NH&N, 1848]
Built for the Canal line's opening in 1848, this was one of the three depots that were designed by Henry Austin for the NH&N and its lessee, the NY&NH. The others were the grandiose 1848 union station in the Elm City, our NEW HAVEN3, and COLLINSVILLE1 in the town of Canton. PLAINVILLE1 probably first stood behind the freight station on the west side of the track. It was reportedly moved in 1850 to the east side of the track at the junction created by the arrival of the HP&F, as seen in the middle image and on the 1855HC map at right. This design is the simplest of the Austin trio, with just a shallow hip roof and no cupola like COLLINSVILLE1 had. PLAINVILLE1 was used jointly by the two roads until it was destroyed by fire in April of 1859. [REFS: HDC/04/30/1859/02; D107][rev033113]
Built for the Canal line's opening in 1848, this was one of the three depots that were designed by Henry Austin for the NH&N and its lessee, the NY&NH. The others were the grandiose 1848 union station in the Elm City, our NEW HAVEN3, and COLLINSVILLE1 in the town of Canton. PLAINVILLE1 probably first stood behind the freight station on the west side of the track. It was reportedly moved in 1850 to the east side of the track at the junction created by the arrival of the HP&F, as seen in the middle image and on the 1855HC map at right. This design is the simplest of the Austin trio, with just a shallow hip roof and no cupola like COLLINSVILLE1 had. PLAINVILLE1 was used jointly by the two roads until it was destroyed by fire in April of 1859. [REFS: HDC/04/30/1859/02; D107][rev033113]
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PLAINVILLE2 [NH&N, 1859]
The snippet on the left is from the 1878 Bailey bird's-eye map. Click here. The train is heading north on the Canal line so the new depot is in the southeast quadrant of the junction with the then-NY&NE. The Courant reported that this station was being built in May, 1859 to replace the Austin depot that had burned. The image on the right appeared in an 1890s newspaper article that sarcastically and humorously decried the decaying condition of the old Canal line depot, this even after refurbishment took place earlier in the decade. At one point, it was lamented that this station did not catch fire when some nearby buildings did, though the wish came true when this depot did, in fact, burn on July 3, 1900, reportedly "in a peculiarly mysterious way." Comparing the two images, we see that the bird's-eye artist caught the details of the station quite accurately, including the Adams Express Co. annex on the south end. [REFS: HDC/05/13/1859/02; HDC/11/29/1877/04; NHER/07/04/1900/09; HC/07/06/1900/12; NHER/07/11/1900/01; D107][rev033113]
The snippet on the left is from the 1878 Bailey bird's-eye map. Click here. The train is heading north on the Canal line so the new depot is in the southeast quadrant of the junction with the then-NY&NE. The Courant reported that this station was being built in May, 1859 to replace the Austin depot that had burned. The image on the right appeared in an 1890s newspaper article that sarcastically and humorously decried the decaying condition of the old Canal line depot, this even after refurbishment took place earlier in the decade. At one point, it was lamented that this station did not catch fire when some nearby buildings did, though the wish came true when this depot did, in fact, burn on July 3, 1900, reportedly "in a peculiarly mysterious way." Comparing the two images, we see that the bird's-eye artist caught the details of the station quite accurately, including the Adams Express Co. annex on the south end. [REFS: HDC/05/13/1859/02; HDC/11/29/1877/04; NHER/07/04/1900/09; HC/07/06/1900/12; NHER/07/11/1900/01; D107][rev033113]
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PLAINVILLE3 [NY&NE, 1881]
According to an article from an unidentified newspaper, this depot debuted on 6/2/1881. The dating is corroborated by the Courant report on June 10 that it opened last week. The Register had said in August, 1880 that the NY&NE planned to build a substantial combination station about 200 feet east of PLAINVILLE2 and that it was to be a union depot with the Canal road but "satisfactory arrangements could not be arrived at." The map at upper left is from 1893. The other maps are from an NY&NE real estate atlas that likely dates to the late 1880s. The footprint of the NY&NE depot is the same as other large combination stations along the line and so we have copied the SOUTHBURY photo here as what PLAINVILLE3 undoubtedly looked like. Most, if not all, of the NY&NE 1881 depots were built by the prolific Hartford contractor, Leman Oatman. The maps show the arrangement of the platforms and buildings that included a restaurant, the two stations forming an L that foreshadowed the next depot. In spite of its proximity, this station resisted catching fire in July, 1900 and took over duties for both the Canal and Highland lines until PLAINVILLE4 opened. A Courant article of October, 1901 said that PLAINVILLE3 was "being torn down and carted away." [REFS: NHER/08/18/1880/04; NHER/11/02/1880/01; HDC/06/10/1881/04; CRC29.1882.34; HC/10/18/1901/12]
According to an article from an unidentified newspaper, this depot debuted on 6/2/1881. The dating is corroborated by the Courant report on June 10 that it opened last week. The Register had said in August, 1880 that the NY&NE planned to build a substantial combination station about 200 feet east of PLAINVILLE2 and that it was to be a union depot with the Canal road but "satisfactory arrangements could not be arrived at." The map at upper left is from 1893. The other maps are from an NY&NE real estate atlas that likely dates to the late 1880s. The footprint of the NY&NE depot is the same as other large combination stations along the line and so we have copied the SOUTHBURY photo here as what PLAINVILLE3 undoubtedly looked like. Most, if not all, of the NY&NE 1881 depots were built by the prolific Hartford contractor, Leman Oatman. The maps show the arrangement of the platforms and buildings that included a restaurant, the two stations forming an L that foreshadowed the next depot. In spite of its proximity, this station resisted catching fire in July, 1900 and took over duties for both the Canal and Highland lines until PLAINVILLE4 opened. A Courant article of October, 1901 said that PLAINVILLE3 was "being torn down and carted away." [REFS: NHER/08/18/1880/04; NHER/11/02/1880/01; HDC/06/10/1881/04; CRC29.1882.34; HC/10/18/1901/12]
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PLAINVILLE4 [NYNH&H, 1901]
This L-shaped, brick station opened in 1901 in the junction's southeast quadrant to serve both the Canal line and the Highland Division, replacing both PLAINVILLE2 and PLAINVILLE3. Oddly enough, we have yet to find any newspaper coverage of the opening. An article does say that the railroad commissioners were in town in September to inspect the Bristol and Plainville Tramway Co. trolley line that ran nearby but no mention is made of them visiting the railroad station which must have been almost completed. Another article says that PLAINVILLE3 was being torn down on October 18, so we have to conclude that PLAINVILLE4 was open some time in between, probably earlier in October as has been claimed. It was razed after almost 90 years of service in 1989, its final incarnation as a flea market and haven for the homeless. [REFS: HC/10/04/1900/10; HC/09/06/1901/12; HC/10/18/1901/12; HC/10/29/1901/05; CRC49. 1901.19; HC/09/12/1989/04; NL10.3.6][rev033113]
This L-shaped, brick station opened in 1901 in the junction's southeast quadrant to serve both the Canal line and the Highland Division, replacing both PLAINVILLE2 and PLAINVILLE3. Oddly enough, we have yet to find any newspaper coverage of the opening. An article does say that the railroad commissioners were in town in September to inspect the Bristol and Plainville Tramway Co. trolley line that ran nearby but no mention is made of them visiting the railroad station which must have been almost completed. Another article says that PLAINVILLE3 was being torn down on October 18, so we have to conclude that PLAINVILLE4 was open some time in between, probably earlier in October as has been claimed. It was razed after almost 90 years of service in 1989, its final incarnation as a flea market and haven for the homeless. [REFS: HC/10/04/1900/10; HC/09/06/1901/12; HC/10/18/1901/12; HC/10/29/1901/05; CRC49. 1901.19; HC/09/12/1989/04; NL10.3.6][rev033113]
PLANTSVILLE1 [NH&N, 1848, as SOUTHINGTON CORNERS]
This station appears on the earliest Canal road timetable we have seen, shown at left, as SOUTHINGTON CORNERS. According to the newspaper, the depot facilities were in the Plant Manufacturing Co., which began making carriage bolts in 1842. A "Great Fire in Plantsville" burned the large wooden factory to the ground in 1859 and also took "the depot of the Canal R.R.... in the building... [though] the contents were mostly saved." The fire, which broke out "in several places at the same time" was thought to be arson. Proprietor A.P. Plant quickly vowed to rebuild and his products would grow thereafter to become nationally known in the next half century. [REFS: CR/02/05/1859/02; HDC/03/11/1859/02]
This station appears on the earliest Canal road timetable we have seen, shown at left, as SOUTHINGTON CORNERS. According to the newspaper, the depot facilities were in the Plant Manufacturing Co., which began making carriage bolts in 1842. A "Great Fire in Plantsville" burned the large wooden factory to the ground in 1859 and also took "the depot of the Canal R.R.... in the building... [though] the contents were mostly saved." The fire, which broke out "in several places at the same time" was thought to be arson. Proprietor A.P. Plant quickly vowed to rebuild and his products would grow thereafter to become nationally known in the next half century. [REFS: CR/02/05/1859/02; HDC/03/11/1859/02]
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PLANTSVILLE2 [NH&N, 1859]
This station was also at the Plant Manufacturing Co. which was to suffer two more fires, the latter of which was in 1874, when the Columbian Register said "the telegraph office and the Canal railroad depot were located in the factory buildings and, of course, were destroyed." The 1855HC map at left shows the footprint of the factory complex. By some odd coincidence, the NH&N was at this very time in the process of trying to eliminate this stop in a series of closures at ALLENS, BROOKS, and MOUNT CARMEL to cut costs and increase profitability. Some suspected that these moves, to the detriment of customers in its home state, were part of an effort to increase its through traffic to Massachusetts and to better compete with the NYNH&H. Ironically, that road, in its former incarnation as the NY&NH when it was leasing the Canal line, was blamed by some for saddling the NH&N with the unprofitable, small stops that now made it less competitive. With HITCHCOCKS, PLANTSVILLE and SOUTHINGTON within three miles of each other, as seen on the 1869TT, the middle one was thought the logical choice to put on the chopping block, in spite of its considerable traffic in metals which were so much heavier to haul any extra distance. Over vociferous public objection in both communities, the railroad commissioners permitted the abandonment of PLANTSVILLE as well as SOUTHINGTON on the promise of a newer station at an intermediate point. The NH&N then proceeded to build SOUTHINGTON2 at the location indicated on the snippet from our CTRRMAP [lower right]. With at least one source saying the construction was rushed or done clandestinely, no doubt on account of the impending controversy, the new station opened on 5/6/1874 and trains ceased stopping at PLANTSVILLE2 at that time. With the handsome new brick passenger station in service to complement the new brick freight house, Southington folk quickly accepted its new location and grew less sympathetic to those who had lost their station in the southern part of town. [REFS: DC/01/08/1874/02; CR/01/10/1874/03; RRC8.398 (2/3/1874); HDC/02/05/1874/04; HDC/02/07/1874/01; HDC/02/28/1874/02; HDC/03/25/1874/01; CR/03/28/1874/03; HDC/05/06/1874/04; HDC/05/28/1874/01; HDC/06/10/1874/02; HDC/07/03/1874/01]
This station was also at the Plant Manufacturing Co. which was to suffer two more fires, the latter of which was in 1874, when the Columbian Register said "the telegraph office and the Canal railroad depot were located in the factory buildings and, of course, were destroyed." The 1855HC map at left shows the footprint of the factory complex. By some odd coincidence, the NH&N was at this very time in the process of trying to eliminate this stop in a series of closures at ALLENS, BROOKS, and MOUNT CARMEL to cut costs and increase profitability. Some suspected that these moves, to the detriment of customers in its home state, were part of an effort to increase its through traffic to Massachusetts and to better compete with the NYNH&H. Ironically, that road, in its former incarnation as the NY&NH when it was leasing the Canal line, was blamed by some for saddling the NH&N with the unprofitable, small stops that now made it less competitive. With HITCHCOCKS, PLANTSVILLE and SOUTHINGTON within three miles of each other, as seen on the 1869TT, the middle one was thought the logical choice to put on the chopping block, in spite of its considerable traffic in metals which were so much heavier to haul any extra distance. Over vociferous public objection in both communities, the railroad commissioners permitted the abandonment of PLANTSVILLE as well as SOUTHINGTON on the promise of a newer station at an intermediate point. The NH&N then proceeded to build SOUTHINGTON2 at the location indicated on the snippet from our CTRRMAP [lower right]. With at least one source saying the construction was rushed or done clandestinely, no doubt on account of the impending controversy, the new station opened on 5/6/1874 and trains ceased stopping at PLANTSVILLE2 at that time. With the handsome new brick passenger station in service to complement the new brick freight house, Southington folk quickly accepted its new location and grew less sympathetic to those who had lost their station in the southern part of town. [REFS: DC/01/08/1874/02; CR/01/10/1874/03; RRC8.398 (2/3/1874); HDC/02/05/1874/04; HDC/02/07/1874/01; HDC/02/28/1874/02; HDC/03/25/1874/01; CR/03/28/1874/03; HDC/05/06/1874/04; HDC/05/28/1874/01; HDC/06/10/1874/02; HDC/07/03/1874/01]
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PLANTSVILLE3 [NH&N, 1875]
Of course, the loss of their station was unacceptable to the Plantsville people who, as the Southington Reporter said, began a determined effort to stem the tide of closure for smaller stations everywhere. The cause was carried to the state legislature which passed a law in July, 1875 amending the NH&N charter to read that, if locals provided a depot here within six months, the railroad would have to accept it. Faced with this prospect, the railroad offered to serve the coming new depot if it was built below Plant's pond and if the HITCHCOCKS station was eliminated as part of the deal, but the Plantsville people were not about to sacrifice one station for another. They purchased land and, undeterred by a short-lived injunction, broke ground with the Courant reporting in September of 1875 that the foundation had been laid and that the new station was going up "close by the site of the old one, which was removed by the railroad authorities." The location is penciled in on the NH&N real estate map at lower left. While construction was in progress, the local paper reported that the work was cheered on by a straw effigy with a cabbage for a head. It wielded a cane pointing at the new depot site and held a placard saying "I gave the land" with a paper inscribed as "Deed - $2500" sticking out of his pocket. Profuse denials were made that any particular railroad magnate was being vilified! The image at lower left is a sales tally from the Unionville station showing no tickets being sold to Plantsville in August, 1875, and it was no surprise that when the new station was "about completed" by the end of November, the railroad refused to take possession of it. Further NH&N foot-dragging led to a ruling in favor of the citizens by the Connecticut Supreme Court of Errors in May, 1876, after which the townspeople were said to be "in a 'high daddy' glee" at the news. PLANTSVILLE3 was festooned with flags and bunting and "all work was suspended [i.e., the factories closed], bells rung and cannon fired" as Canal line trains roared by, still not stopping but soon expected to do so. So elated were the Plantsville people and so divisive had the controversy become, it was reported that "yesterday at church [Sunday] they would not fellowship with Southington folk... [because] they have a depot of their own now, and will neither borrow or lend." It was also said that real estate values skyrocketed, seemingly overnight, based on the prospect of restored rail service. Trains, in fact, would not stop for a while yet and not before the arrest and release of NH&N Pres. Yeamans and the threat of the same for all the directors. Finally, a brief mention in the Courant on 4/2/1877 said simply that "the trains on the Canal road will stop at Plantsville to-day and hereafter." The NH&N ultimately appealed to the U.S. Supreme Court [click here] which in 1881 affirmed the lower court rulings. While we had previously assumed that the triple-dormered depot in the photos seen above was a NYNH&H, ca. 1900 structure, the 1878 bird's-eye map of Southington shows that this in fact was the station built by the residents and given to the railroad in 1875. It seems we can never thank Mr. Bailey enough for preserving these images! PLANTSVILLE3 would retain passenger service with the rest of the Canal line until 1925 and track would be removed in 1987. Rail is still in the ground from Plainville south to the I-84 overpass at Queen St. though service stops well north of that point. [REFS: 42 Conn. 57 (1875) and 43 Conn. 351 (1876), both State v. New Haven and Northampton Co.; HDC/05/29/1875/02; SRP/06/18/1875/02; HDC/06/24/1875/02; HDC/06/30/1875/02; HDC/07/08/1875/02; HDC/07/29/1875/02; HDC/08/13/1875/02; HDC/08/18/1875/02 HDC/09/14/1875/04; HDC/09/22/1875/02; HDC/09/23/1875/02; HDC/09/29/1875/02; SRP/10/01/1875/04; HDC/11/30/1875/02; HDC03/21/1877/02; HDC/03/22/1877/02; HDC/04/02/1877/01; 104 U.S. 1, Railroad Co. v. Hamersly (1881)][rev033113]
Of course, the loss of their station was unacceptable to the Plantsville people who, as the Southington Reporter said, began a determined effort to stem the tide of closure for smaller stations everywhere. The cause was carried to the state legislature which passed a law in July, 1875 amending the NH&N charter to read that, if locals provided a depot here within six months, the railroad would have to accept it. Faced with this prospect, the railroad offered to serve the coming new depot if it was built below Plant's pond and if the HITCHCOCKS station was eliminated as part of the deal, but the Plantsville people were not about to sacrifice one station for another. They purchased land and, undeterred by a short-lived injunction, broke ground with the Courant reporting in September of 1875 that the foundation had been laid and that the new station was going up "close by the site of the old one, which was removed by the railroad authorities." The location is penciled in on the NH&N real estate map at lower left. While construction was in progress, the local paper reported that the work was cheered on by a straw effigy with a cabbage for a head. It wielded a cane pointing at the new depot site and held a placard saying "I gave the land" with a paper inscribed as "Deed - $2500" sticking out of his pocket. Profuse denials were made that any particular railroad magnate was being vilified! The image at lower left is a sales tally from the Unionville station showing no tickets being sold to Plantsville in August, 1875, and it was no surprise that when the new station was "about completed" by the end of November, the railroad refused to take possession of it. Further NH&N foot-dragging led to a ruling in favor of the citizens by the Connecticut Supreme Court of Errors in May, 1876, after which the townspeople were said to be "in a 'high daddy' glee" at the news. PLANTSVILLE3 was festooned with flags and bunting and "all work was suspended [i.e., the factories closed], bells rung and cannon fired" as Canal line trains roared by, still not stopping but soon expected to do so. So elated were the Plantsville people and so divisive had the controversy become, it was reported that "yesterday at church [Sunday] they would not fellowship with Southington folk... [because] they have a depot of their own now, and will neither borrow or lend." It was also said that real estate values skyrocketed, seemingly overnight, based on the prospect of restored rail service. Trains, in fact, would not stop for a while yet and not before the arrest and release of NH&N Pres. Yeamans and the threat of the same for all the directors. Finally, a brief mention in the Courant on 4/2/1877 said simply that "the trains on the Canal road will stop at Plantsville to-day and hereafter." The NH&N ultimately appealed to the U.S. Supreme Court [click here] which in 1881 affirmed the lower court rulings. While we had previously assumed that the triple-dormered depot in the photos seen above was a NYNH&H, ca. 1900 structure, the 1878 bird's-eye map of Southington shows that this in fact was the station built by the residents and given to the railroad in 1875. It seems we can never thank Mr. Bailey enough for preserving these images! PLANTSVILLE3 would retain passenger service with the rest of the Canal line until 1925 and track would be removed in 1987. Rail is still in the ground from Plainville south to the I-84 overpass at Queen St. though service stops well north of that point. [REFS: 42 Conn. 57 (1875) and 43 Conn. 351 (1876), both State v. New Haven and Northampton Co.; HDC/05/29/1875/02; SRP/06/18/1875/02; HDC/06/24/1875/02; HDC/06/30/1875/02; HDC/07/08/1875/02; HDC/07/29/1875/02; HDC/08/13/1875/02; HDC/08/18/1875/02 HDC/09/14/1875/04; HDC/09/22/1875/02; HDC/09/23/1875/02; HDC/09/29/1875/02; SRP/10/01/1875/04; HDC/11/30/1875/02; HDC03/21/1877/02; HDC/03/22/1877/02; HDC/04/02/1877/01; 104 U.S. 1, Railroad Co. v. Hamersly (1881)][rev033113]
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PLATTS MILLS [NRR, c1900?]
This was an NRR station in the southern part of Waterbury. It is not on our 1894 timetable but does appear on a ca. 1902 railroad commissioners map. Although the namesake mills predated the later manufacturing activity here, the stop was probably established for the Bristol Company [click here and here], which was incorporated in 1894 and by 1918 employed 400 people in the production of measuring and sound- recording devices. There was no station structure here, just a platform. As seen on the map, it is below the "TO DEVON" in the middle left. As a flag stop for just a morning train and an evening train, this station seems to have only served commuting factory workers. This stop is still listed on the rev4/1/1917TT but gone by the 12/2/1923TT we have. The complex is still standing and are eerily silent today, as shown on the photo, where you can see the Bristol name and the word 'Recording' in faded letters. [rev033113]
This was an NRR station in the southern part of Waterbury. It is not on our 1894 timetable but does appear on a ca. 1902 railroad commissioners map. Although the namesake mills predated the later manufacturing activity here, the stop was probably established for the Bristol Company [click here and here], which was incorporated in 1894 and by 1918 employed 400 people in the production of measuring and sound- recording devices. There was no station structure here, just a platform. As seen on the map, it is below the "TO DEVON" in the middle left. As a flag stop for just a morning train and an evening train, this station seems to have only served commuting factory workers. This stop is still listed on the rev4/1/1917TT but gone by the 12/2/1923TT we have. The complex is still standing and are eerily silent today, as shown on the photo, where you can see the Bristol name and the word 'Recording' in faded letters. [rev033113]
PLYMOUTH [> THOMASTON]
POMFRET1 [BH&E, 1872]
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POMFRET2 [NYNH&H, c1900]
POMPERAUG VALLEY [> SOUTHBURY]
POQUETANUCK [NYNH&H, c1920?]
We don't know much about this stop yet but it appears on this ca. 1920 NYNH&H system map. It may be the same as the stop known as BREAKWATER which was also here at Poquetanuck Cove.
We don't know much about this stop yet but it appears on this ca. 1920 NYNH&H system map. It may be the same as the stop known as BREAKWATER which was also here at Poquetanuck Cove.
POQUONNOCK1 [NL&S, 1858]
This stop in the town of Groton was probably established in 1858 when the NL&S built from Groton Bank to Stonington Jct.
This stop in the town of Groton was probably established in 1858 when the NL&S built from Groton Bank to Stonington Jct.
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Copyright NHRHTA
POQUONNOCK2 [NYNH&H, 1901]
This depot was built in 1901 just east of its namesake river. The first station reportedly burned and presumably was replaced by this one. In 1889, trackage was built from just west of here to the new Thames River bridge making the connection point Poquonnock Junction or Switch. The image at upper right says correctly that the name was changed to MIDWAY after 10/28/1902. In fact, the renaming occurred in 1904 when the NYNH&H built a major freight yard and engine facility at this half-way point between Boston and New York. MIDWAY station is seen [upper left] on the north side of the tracks and east of Depot Rd. and in the 5/13/1917 val photo at upper middle. The site today is where the electrical facility [lower middle] is along the main. Click here for the valuation map that shows the massive Midway yards and facilities just east of this point. They were completed on December 1, 1904 with the name change effective thereafter. Today, an Amtrak maintenance plant occupies some of the land and the rest has been sold off for residential development, with telling street names like Midway Oval. The undated map sheet at bottom left shows the station west of the village road. According to a New London Day article of January, 1917, the station was being moved at that time as part of an expansion of the facilities. A 1935 map in Ed Ozog's 1981 Shoreliner article [p18] also shows the station on the west side of the road. [REFS: 1858TT; 1871TT; CRC49.1901.21; NHAR33.1904.6; HC/12/02/1904/02; NHAR34.1905.7; NLD/01/15/1917/08; NLD/07/16/1917/08; SL12.2.15; NL10.1.10; C171]
This depot was built in 1901 just east of its namesake river. The first station reportedly burned and presumably was replaced by this one. In 1889, trackage was built from just west of here to the new Thames River bridge making the connection point Poquonnock Junction or Switch. The image at upper right says correctly that the name was changed to MIDWAY after 10/28/1902. In fact, the renaming occurred in 1904 when the NYNH&H built a major freight yard and engine facility at this half-way point between Boston and New York. MIDWAY station is seen [upper left] on the north side of the tracks and east of Depot Rd. and in the 5/13/1917 val photo at upper middle. The site today is where the electrical facility [lower middle] is along the main. Click here for the valuation map that shows the massive Midway yards and facilities just east of this point. They were completed on December 1, 1904 with the name change effective thereafter. Today, an Amtrak maintenance plant occupies some of the land and the rest has been sold off for residential development, with telling street names like Midway Oval. The undated map sheet at bottom left shows the station west of the village road. According to a New London Day article of January, 1917, the station was being moved at that time as part of an expansion of the facilities. A 1935 map in Ed Ozog's 1981 Shoreliner article [p18] also shows the station on the west side of the road. [REFS: 1858TT; 1871TT; CRC49.1901.21; NHAR33.1904.6; HC/12/02/1904/02; NHAR34.1905.7; NLD/01/15/1917/08; NLD/07/16/1917/08; SL12.2.15; NL10.1.10; C171]
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PORTLAND [NHM&W, 1873]
The lower right photos show the freight portion of the depot, the only extant part, on the remaining depot property. We do not know what happened to the passenger portion, the eastern two thirds of the original combination station. The stub-ended Air Line now stops here also, just west of the former Rte. 66 crossing. The shots all look back toward Middletown and the Connecticut River bridge that is just out of sight in the distance. According to John Roy, this station was 'downsized' sometime after 1931 and restored after 1996. [REFS: R82]
The lower right photos show the freight portion of the depot, the only extant part, on the remaining depot property. We do not know what happened to the passenger portion, the eastern two thirds of the original combination station. The stub-ended Air Line now stops here also, just west of the former Rte. 66 crossing. The shots all look back toward Middletown and the Connecticut River bridge that is just out of sight in the distance. According to John Roy, this station was 'downsized' sometime after 1931 and restored after 1996. [REFS: R82]
Archives & Special Collections, UConn Libraries
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PRATTS [NY&NE, c1885?]
There are few references to this flag stop which was just west of CLAYTONS. The NY&NE property map [left], revised to 1888, shows a small structure in the southwest quadrant of the grade crossing at a highway we think is today's Allen St., just west of East St. We have put the red X there on the 1893 map at right. The Courant reported accidents at this busy intersection in 1882, 1885 and 1897. [REFS: HPF 9/18/1872TT; HDC/04/23/1873/04; HDC/09/29/1882/04; HDC/08/25/1885/02; HC/12/31/1897/08]
There are few references to this flag stop which was just west of CLAYTONS. The NY&NE property map [left], revised to 1888, shows a small structure in the southwest quadrant of the grade crossing at a highway we think is today's Allen St., just west of East St. We have put the red X there on the 1893 map at right. The Courant reported accidents at this busy intersection in 1882, 1885 and 1897. [REFS: HPF 9/18/1872TT; HDC/04/23/1873/04; HDC/09/29/1882/04; HDC/08/25/1885/02; HC/12/31/1897/08]
Dave Peters Collection
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PROSPECT [M&W, 1888]
This station on the MW&CR is shown by the blue arrow on the 1892 topographic map in between WEST CHESHIRE and SUMMIT. We are pretty sure that the tick mark is a bit misplaced since the property owner across what is now Rte. 68 testifies to the fact that the station was on his land. It stood where the capital on the letter C is on the map. In the 8/30/1916 val photo at left, the corner of his 1900s-era home is visible and it still looks out over the former station site today. Closer examination of this photo leads us to believe that the valuation photographer has caught the station up on some kind of moving device about to be shunted perhaps onto a flat car. Passenger service would end in 1917. The coach is actually on the stub-ended siding behind the station, where the box car appears in the panoramic photo at right. That shot looks north from the Laurel Grove hotel resort, known earlier as Dunham's Grove, a popular picnic spot that generated some traffic for the railroad. Perhaps the blue arrow indicates a flag stop for the grove that was perched on a high bluff and separated from the PROSPECT station by a deep ravine that the railroad crossed on the curved trestle seen in the photo.
This station on the MW&CR is shown by the blue arrow on the 1892 topographic map in between WEST CHESHIRE and SUMMIT. We are pretty sure that the tick mark is a bit misplaced since the property owner across what is now Rte. 68 testifies to the fact that the station was on his land. It stood where the capital on the letter C is on the map. In the 8/30/1916 val photo at left, the corner of his 1900s-era home is visible and it still looks out over the former station site today. Closer examination of this photo leads us to believe that the valuation photographer has caught the station up on some kind of moving device about to be shunted perhaps onto a flat car. Passenger service would end in 1917. The coach is actually on the stub-ended siding behind the station, where the box car appears in the panoramic photo at right. That shot looks north from the Laurel Grove hotel resort, known earlier as Dunham's Grove, a popular picnic spot that generated some traffic for the railroad. Perhaps the blue arrow indicates a flag stop for the grove that was perched on a high bluff and separated from the PROSPECT station by a deep ravine that the railroad crossed on the curved trestle seen in the photo.
PUTNAM1 [N&W, 1840]
This is the location shown on the 1856WC map. The word 'DEPOT' seems to us to be indicating the structure on the west side of the track, a building that is coincidentally not seen in any of the PUTNAM3 photos below.
This is the location shown on the 1856WC map. The word 'DEPOT' seems to us to be indicating the structure on the west side of the track, a building that is coincidentally not seen in any of the PUTNAM3 photos below.
PUTNAM2 [BH&E, 1868]
The Courant, touting the arrival of the BH&E here in 1868 reported in August that "sills for the new depot are being placed upon the foundation" and in September said that the large new freight depot would be used as a passenger station for "a few months." By March of 1869, it was reported that the two companies had both agreed to use the N&W station, PUTNAM1, exclusively for passengers and the new BH&E depot jointly for freight. The snip is from the Bailey 1877 bird's-eye map and shows the tracks of both roads passing in front of PUTNAM2. The BH&E met the N&W north of town near Mechanicsville, paralleled it into Putnam, and crossed just above the N&W station to be able to head west toward Willimantic. [REFS: HDC/08/07/1868/02; HDC/09/05/1868/02; HDC/03/06/1869/04]
The Courant, touting the arrival of the BH&E here in 1868 reported in August that "sills for the new depot are being placed upon the foundation" and in September said that the large new freight depot would be used as a passenger station for "a few months." By March of 1869, it was reported that the two companies had both agreed to use the N&W station, PUTNAM1, exclusively for passengers and the new BH&E depot jointly for freight. The snip is from the Bailey 1877 bird's-eye map and shows the tracks of both roads passing in front of PUTNAM2. The BH&E met the N&W north of town near Mechanicsville, paralleled it into Putnam, and crossed just above the N&W station to be able to head west toward Willimantic. [REFS: HDC/08/07/1868/02; HDC/09/05/1868/02; HDC/03/06/1869/04]
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PUTNAM3 [BH&E/NY&NE, c1875]
[REFS: R83]
[REFS: R83]
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PUTNAM4 [NYNH&H, 1907]
This station opened on 6/16/1907. The newspaper said the main building was 83x27 feet, with a platform 132 feet long. Sixty-one years later, the NYNH&H, soon to go out of existence, filed legal papers to close this and 16 other passenger stations to save maintenance costs. It deferred a decision on this one after objections were voiced by public officials who said that passengers were still using the building and that the city was paying the janitorial expenses. No one objected, however, to the other closings at Cannondale, Redding, Brookfield, Gaylordsville, Cornwall Bridge and West Cornwall on the Danbury line, Talmadge Hill on the New Canaan line, and the eastbound stations on the main line at Greenwich, Cos Cob, Old Greenwich, Darien, Westport, Southport, and Fairfield. [REFS: CRC.54.1906.34; HC/06/171907/01; HC/02/28/1963/06; R83; SL28.1.25]
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This station opened on 6/16/1907. The newspaper said the main building was 83x27 feet, with a platform 132 feet long. Sixty-one years later, the NYNH&H, soon to go out of existence, filed legal papers to close this and 16 other passenger stations to save maintenance costs. It deferred a decision on this one after objections were voiced by public officials who said that passengers were still using the building and that the city was paying the janitorial expenses. No one objected, however, to the other closings at Cannondale, Redding, Brookfield, Gaylordsville, Cornwall Bridge and West Cornwall on the Danbury line, Talmadge Hill on the New Canaan line, and the eastbound stations on the main line at Greenwich, Cos Cob, Old Greenwich, Darien, Westport, Southport, and Fairfield. [REFS: CRC.54.1906.34; HC/06/171907/01; HC/02/28/1963/06; R83; SL28.1.25]
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