Track 12: CT Passenger Stations, Q-R
See TCS Home Page links for notes, abbreviations, and sources.
Use link for CTTRAXMAP on Track 11 to locate stations, rail and trolley lines, and POIs.
Use link for CTTRAXMAP on Track 11 to locate stations, rail and trolley lines, and POIs.
QUAKER HILL [> WATERFORD/C1,2]
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QUARRY JUNCTION [M&W, 1888]
The name for this location may not go back to 1888 and probably was not a passenger station but it is nevertheless an interesting railroad meeting point with a history of its own. Later NYNH&H ETTs referred to this point as QUARRY JUNCTION for the fact that the York Hill Quarry about two miles to the east was accessed by the interchange here. The bridge over the NYNH&H was originally constructed in 1888 for the new M&W line to Waterbury. The photo at lower left appears in the history of the successor company, the Meriden, Waterbury & Connecticut River RR, written by Glover A. Snow [click here]. The Consolidated must have been greatly annoyed at this 7/19/1889 incident after it fought long and hard to prevent any crossing of its line by the upstart railroad, claiming at one point in litigation that the property rights on all parcels it owned went from the heavens above down to the center of the Earth below! The photo at upper left looks east toward the bridge in the 1980s and the corroborating shot at middle was taken in 2012. The track to the right heads for the bridge which is just out of sight. The one going left is the interchange track which the Consolidated was forced to accept. It curves to the north to descend down the ridge where the onlookers perched in the accident photo. The bridge stands today off Gracey Ave., still spanning the Amtrak line as seen in our 3/15/2012 northward-looking photo at right. [REFS: SR/05/13/1870/08; CRC37.1889.14: connection; S30][rev040113]
The name for this location may not go back to 1888 and probably was not a passenger station but it is nevertheless an interesting railroad meeting point with a history of its own. Later NYNH&H ETTs referred to this point as QUARRY JUNCTION for the fact that the York Hill Quarry about two miles to the east was accessed by the interchange here. The bridge over the NYNH&H was originally constructed in 1888 for the new M&W line to Waterbury. The photo at lower left appears in the history of the successor company, the Meriden, Waterbury & Connecticut River RR, written by Glover A. Snow [click here]. The Consolidated must have been greatly annoyed at this 7/19/1889 incident after it fought long and hard to prevent any crossing of its line by the upstart railroad, claiming at one point in litigation that the property rights on all parcels it owned went from the heavens above down to the center of the Earth below! The photo at upper left looks east toward the bridge in the 1980s and the corroborating shot at middle was taken in 2012. The track to the right heads for the bridge which is just out of sight. The one going left is the interchange track which the Consolidated was forced to accept. It curves to the north to descend down the ridge where the onlookers perched in the accident photo. The bridge stands today off Gracey Ave., still spanning the Amtrak line as seen in our 3/15/2012 northward-looking photo at right. [REFS: SR/05/13/1870/08; CRC37.1889.14: connection; S30][rev040113]
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Dave Peters Collection
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QUINEBAUG [BH&E, c1870, opens as NEW BOSTON]
This stop first appears under the name of NEW BOSTON on our 1871TT and becomes QUINEBAUG, sometimes spelled with 2 Ns, by our 1875TT. The Southbridge branch from EAST THOMPSON [see E stations] opened in February, 1867. The val photo at middle dates to 1917. [REFS: K111][rev040113]
This stop first appears under the name of NEW BOSTON on our 1871TT and becomes QUINEBAUG, sometimes spelled with 2 Ns, by our 1875TT. The Southbridge branch from EAST THOMPSON [see E stations] opened in February, 1867. The val photo at middle dates to 1917. [REFS: K111][rev040113]
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QUINNIPIACK [H&NH, 1871]
The station is noted on the 1893 Hurd map [lower left] at the 'New' in New York and its footprint is seen on the 1915 valuation map [lower middle; click here]. 'FP' stands for frame (wooden) passenger station. On the present-day map [lower right], it looks to have stood at State and Foote Sts. This stop was created in 1871 according to a Register article, which said that the NYNH&H had just located a new station, half way between New Haven and North Haven. The article goes on to say that most people would be very surprised to know that the Hamden town border reached as far east as the Quinnipiac River. The article also stated that the stop was to be called EAST HAMDEN. Apparently the proximity to the nearby river won out, with the variant spelling of QUINNIPIACK. This station does not appear in 1858 to 1879TTs but it is clearly mentioned in the newspaper at that exact latter time when a church group from North Haven was stopping at this station "a few moments later" on the way to a picnic at the NRR's HIGH ROCK GROVE in Beacon Falls. Interestingly, the NYNH&H cars were to be switched to the NH&D, which was to run a "special train direct to the grove." This sharing of passenger train business is interesting at a time when the NH&D was seeking legislative redress for discrimination by the two other roads in freight traffic. See Track 2, MP2.2.2. The QUINNIPIACK structure survives as CHESTER3, having been donated to Valley RR which placed it at the former site of CHESTER2 in that town. [REFS: NHER/09/22/1871/02; BDA/09/28/1871/02; HDC/05/31/1872/02; NHER/08/05/1879/04; NHER/05/07/1896/01]
The station is noted on the 1893 Hurd map [lower left] at the 'New' in New York and its footprint is seen on the 1915 valuation map [lower middle; click here]. 'FP' stands for frame (wooden) passenger station. On the present-day map [lower right], it looks to have stood at State and Foote Sts. This stop was created in 1871 according to a Register article, which said that the NYNH&H had just located a new station, half way between New Haven and North Haven. The article goes on to say that most people would be very surprised to know that the Hamden town border reached as far east as the Quinnipiac River. The article also stated that the stop was to be called EAST HAMDEN. Apparently the proximity to the nearby river won out, with the variant spelling of QUINNIPIACK. This station does not appear in 1858 to 1879TTs but it is clearly mentioned in the newspaper at that exact latter time when a church group from North Haven was stopping at this station "a few moments later" on the way to a picnic at the NRR's HIGH ROCK GROVE in Beacon Falls. Interestingly, the NYNH&H cars were to be switched to the NH&D, which was to run a "special train direct to the grove." This sharing of passenger train business is interesting at a time when the NH&D was seeking legislative redress for discrimination by the two other roads in freight traffic. See Track 2, MP2.2.2. The QUINNIPIACK structure survives as CHESTER3, having been donated to Valley RR which placed it at the former site of CHESTER2 in that town. [REFS: NHER/09/22/1871/02; BDA/09/28/1871/02; HDC/05/31/1872/02; NHER/08/05/1879/04; NHER/05/07/1896/01]
RAWSON [> HAMPTON]
RED BRIDGE [> HANOVER]
RED BRIDGE [> HANOVER]
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RED TOP [NYNH&H, c1900?]
This was a later stop on the N&W between GALES FERRY and NAVY YARD connected with the annual Yale-Harvard boat races. While the Elis were headquartered at GALES FERRY, the Crimson located just to the south in a structure reportedly built in 1881 with the red roof that occasioned the name. 'Red Top, Conn.' is the dateline location in New York Times articles covering the race in the early 1900s. The Harvard quarters remain at this location today [click here]. A 1900 Register article reads as follows: "Red Top, the Harvard quarters, a half a mile down the river, is deserted but the building and grounds where the crimson will be located after their arrival next week, have ben [sic] put in the neatest condition imaginable for their reception. The New London Board of Trade and the Consolidated railroad have seen that the building was given a number of minor but badly needed repairs and the grounds were cleaned and mowed. Red Top now looks like a well-kept country seat with a carefully trimmed lawn. More visitors than ever before will visit the oarsmen at their quarters this season. They'll take advantage of the new branch of the Consolidated Railroad and the new trolley line from New London to Norwich..." In anticipation of the 1899 opening of the "new branch" from ALLYNS POINT to GROTON, the NYNH&H actually bought the Harvard crew property in 1898 and apparently leased it to the team thereafter, which might explain why the railroad is fixing up the property in 1900. In spite of all this early activity, RED TOP is not seen as a timetable stop even in the 1907 Official List. We catch it for the first time in the ICC's 1916 field notes and it is gone by the 1923 Official List. With later service cutbacks on the N&W line, perhaps Harvard continued to have rail access by special arrangement. The ICC labels RED TOP a passenger station on the field-notes index page at left, not a 'shelter shed' like FORT POINT or a 'flag station' like STODDARDS WHARF and the val map at right shows a 'Red Top shanty,' as well as the quarters building and boathouse. We will recheck on our next trip to the National Archives for a photo or more detailed information on this station, as well has how to decipher the terminology that the ICC used for labeling structures. [REFS: NHER/06/18/1888/01; NYT/06/28/1893/09; HC/09/12/1898/09; NHER/06/07/1900/01; 1907OL: no; 1919ICC: yes; 1923OL: no][rev1210312]
This was a later stop on the N&W between GALES FERRY and NAVY YARD connected with the annual Yale-Harvard boat races. While the Elis were headquartered at GALES FERRY, the Crimson located just to the south in a structure reportedly built in 1881 with the red roof that occasioned the name. 'Red Top, Conn.' is the dateline location in New York Times articles covering the race in the early 1900s. The Harvard quarters remain at this location today [click here]. A 1900 Register article reads as follows: "Red Top, the Harvard quarters, a half a mile down the river, is deserted but the building and grounds where the crimson will be located after their arrival next week, have ben [sic] put in the neatest condition imaginable for their reception. The New London Board of Trade and the Consolidated railroad have seen that the building was given a number of minor but badly needed repairs and the grounds were cleaned and mowed. Red Top now looks like a well-kept country seat with a carefully trimmed lawn. More visitors than ever before will visit the oarsmen at their quarters this season. They'll take advantage of the new branch of the Consolidated Railroad and the new trolley line from New London to Norwich..." In anticipation of the 1899 opening of the "new branch" from ALLYNS POINT to GROTON, the NYNH&H actually bought the Harvard crew property in 1898 and apparently leased it to the team thereafter, which might explain why the railroad is fixing up the property in 1900. In spite of all this early activity, RED TOP is not seen as a timetable stop even in the 1907 Official List. We catch it for the first time in the ICC's 1916 field notes and it is gone by the 1923 Official List. With later service cutbacks on the N&W line, perhaps Harvard continued to have rail access by special arrangement. The ICC labels RED TOP a passenger station on the field-notes index page at left, not a 'shelter shed' like FORT POINT or a 'flag station' like STODDARDS WHARF and the val map at right shows a 'Red Top shanty,' as well as the quarters building and boathouse. We will recheck on our next trip to the National Archives for a photo or more detailed information on this station, as well has how to decipher the terminology that the ICC used for labeling structures. [REFS: NHER/06/18/1888/01; NYT/06/28/1893/09; HC/09/12/1898/09; NHER/06/07/1900/01; 1907OL: no; 1919ICC: yes; 1923OL: no][rev1210312]
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REDDING1 [D&N, 1852]
Seen west of the track on the 1856FC map at left, the stop was established in 1852 when the D&N opened. The 1868 map on the right not only has that first 'station' shown, but it also shows a 'depot' on the east side of the track, probably indicating the structure that we have now listed as REDDING2. Just what the first station looked like, we do not know. Also called WEST REDDING for the section of the town where the railroad built, this stop would receive passengers for the camp meeting ground nearby, later transformed by the D&N into BROOKSIDE PARK. [rev040113]
Seen west of the track on the 1856FC map at left, the stop was established in 1852 when the D&N opened. The 1868 map on the right not only has that first 'station' shown, but it also shows a 'depot' on the east side of the track, probably indicating the structure that we have now listed as REDDING2. Just what the first station looked like, we do not know. Also called WEST REDDING for the section of the town where the railroad built, this stop would receive passengers for the camp meeting ground nearby, later transformed by the D&N into BROOKSIDE PARK. [rev040113]
Max Miller Collection
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Archives & Spec. Colls., UCoon Libraries
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REDDING2 [D&N, c1864]
Brent Colley [click here] says this structure, which would serve for nearly a century as the depot, was built in 1864 and that is plausible for making it too late to appear on the 1856FC map but in time to be seen on the 1868 map, both shown in our previous entry. This building has gone through a succession of owners and remodelings and worn many hats over the years, serving as general store, post office, railroad station, private residence, and rental apartments. The PUC photo at upper left likely dates to 1928 and the one at middle shows Emory P. Sanford as the proprietor, after taking over ca. 1914. The floor plan at right shows the arrangement of the depot wing, the dating of which addition is not clear. The colorful shot at lower left shows a bay window added to the south wall of the old depot space and being operated as a liquor store after REDDING3 was built to the south in 1952. Currently, in 2011, REDDING2 houses a cafe and a church. [REFS: R84; SL17.4.26]
Brent Colley [click here] says this structure, which would serve for nearly a century as the depot, was built in 1864 and that is plausible for making it too late to appear on the 1856FC map but in time to be seen on the 1868 map, both shown in our previous entry. This building has gone through a succession of owners and remodelings and worn many hats over the years, serving as general store, post office, railroad station, private residence, and rental apartments. The PUC photo at upper left likely dates to 1928 and the one at middle shows Emory P. Sanford as the proprietor, after taking over ca. 1914. The floor plan at right shows the arrangement of the depot wing, the dating of which addition is not clear. The colorful shot at lower left shows a bay window added to the south wall of the old depot space and being operated as a liquor store after REDDING3 was built to the south in 1952. Currently, in 2011, REDDING2 houses a cafe and a church. [REFS: R84; SL17.4.26]
REDDING3 [NYNH&H, 1952]
This may be the structure that the NYNH&H built in 1952, probably on the expiration of the agreement for use of REDDING2. John Roy describes this as "a no-frills concrete block passenger shelter" so either we have the wrong building or it has been dressed up by the time this undated photo was taken. [REFS: R84]
This may be the structure that the NYNH&H built in 1952, probably on the expiration of the agreement for use of REDDING2. John Roy describes this as "a no-frills concrete block passenger shelter" so either we have the wrong building or it has been dressed up by the time this undated photo was taken. [REFS: R84]
REDDING4 [MN, 1999]
Now located south of Long Ridge Rd. on the west side of the track and afforded a large parking lot, this high-level platform has been in use since 1999. The stop is now known as WEST REDDING. [rev040113]
Now located south of Long Ridge Rd. on the west side of the track and afforded a large parking lot, this high-level platform has been in use since 1999. The stop is now known as WEST REDDING. [rev040113]
REEDS GAP [NHM&W, 1870]
We are not sure whether this location was ever a passenger stop on the NHM&W after it opened in 1870. It was the site of a notable cut, comparable to the one at Allingtown on the NH&D that was 55 feet deep. Rock is quarried here even today along Rte 68 in Durham.
We are not sure whether this location was ever a passenger stop on the NHM&W after it opened in 1870. It was the site of a notable cut, comparable to the one at Allingtown on the NH&D that was 55 feet deep. Rock is quarried here even today along Rte 68 in Durham.
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REYNOLDS BRIDGE [NRR, c1864]
The first listing we have for this station is in 1864, and though its timetable appearance thereafter is a bit erratic as a flag stop, it is on all the RRM maps from 1876 onward. Al Weaver colorized the photo at upper middle, making the station more easily visible. We think the shot looks south from the west side of the river. In the foreground is the trolley line from Thomaston, which crossed the river just south of here, as seen highlighted in yellow on the map from the book Waterbury Trolleys at lower left. The NRR itself recrossed the river to the east side where the station is seen below its namesake highway bridge. The 9/17/1924 PUC photo at upper right looks south on the at the station on the west side of the NRR track. REYNOLDS BRIDGE is still on the official list of 1923 but is gone in 1928. The structure was moved in 1925 to serve as CAMPVILLE3, replacing the station that had just burned there. According to a Courant article, REYNOLDS BRIDGE, BURRVILLE, CAMPVILLE, EAST LITCHFIELD and FLUTEVILLE were about to lose their passenger trains in 1926, likely due to trolley competition. All service from Waterbury to Winsted was being reduced to two round trips by steam train and four by gas rail car, with the yard at the latter place being closed "as no trains are to lie over there" any more. The 1892 topo map at lower middle pinpoints the location of this station. The red arrow shows the same point on the present day map at bottom right. The 'new' Reynolds Bridge crossing is seen at the top of that map where it spans both the railroad track and the river. The beautiful concrete arch structure, still in use today, opened on 5/18/1928. [REFS: NYH/11/27/1870/07; HDC/05/12/1876/01; CRC34.1886.57; SR/09/10/1896/07; HC/12/13/1906/15; HC/06/20/1926/A12; HC/05/13/1928/03; D89][rev100112]
RICHARDS GROVE [> WATERFORD/C2]
The first listing we have for this station is in 1864, and though its timetable appearance thereafter is a bit erratic as a flag stop, it is on all the RRM maps from 1876 onward. Al Weaver colorized the photo at upper middle, making the station more easily visible. We think the shot looks south from the west side of the river. In the foreground is the trolley line from Thomaston, which crossed the river just south of here, as seen highlighted in yellow on the map from the book Waterbury Trolleys at lower left. The NRR itself recrossed the river to the east side where the station is seen below its namesake highway bridge. The 9/17/1924 PUC photo at upper right looks south on the at the station on the west side of the NRR track. REYNOLDS BRIDGE is still on the official list of 1923 but is gone in 1928. The structure was moved in 1925 to serve as CAMPVILLE3, replacing the station that had just burned there. According to a Courant article, REYNOLDS BRIDGE, BURRVILLE, CAMPVILLE, EAST LITCHFIELD and FLUTEVILLE were about to lose their passenger trains in 1926, likely due to trolley competition. All service from Waterbury to Winsted was being reduced to two round trips by steam train and four by gas rail car, with the yard at the latter place being closed "as no trains are to lie over there" any more. The 1892 topo map at lower middle pinpoints the location of this station. The red arrow shows the same point on the present day map at bottom right. The 'new' Reynolds Bridge crossing is seen at the top of that map where it spans both the railroad track and the river. The beautiful concrete arch structure, still in use today, opened on 5/18/1928. [REFS: NYH/11/27/1870/07; HDC/05/12/1876/01; CRC34.1886.57; SR/09/10/1896/07; HC/12/13/1906/15; HC/06/20/1926/A12; HC/05/13/1928/03; D89][rev100112]
RICHARDS GROVE [> WATERFORD/C2]
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RIDGEFIELD1 [D&N, 1852, opens as BEERS STATION]
The first depot in this town was known as BEERS STATION or RIDGEFIELD STATION is the white house on the hillock above the track and the later station. Seen on the 1856FC map, this stop was on the D&N main line at the point that would become known as BRANCHVILLE [see B stations] when the Ridgefield branch was opened in 1870. Initially the railroad intended to build a depot here, but then decided to rent space instead. Sherman Beers, who had already made land available for the right of way, leased "the front two rooms in the basement in the dwelling house now occupied by me, together with the room or office between the said front two rooms and now occupied as a bar room... for the uses and privileges of a passenger house and ticket office for said railroad company." While we need to verify the source of the quoted material, we thank Brent Colley [click here] who submitted it and Jack Sanders [click here], on whose research this is based in part. [REFS: RP/07/06/1981/??]
The first depot in this town was known as BEERS STATION or RIDGEFIELD STATION is the white house on the hillock above the track and the later station. Seen on the 1856FC map, this stop was on the D&N main line at the point that would become known as BRANCHVILLE [see B stations] when the Ridgefield branch was opened in 1870. Initially the railroad intended to build a depot here, but then decided to rent space instead. Sherman Beers, who had already made land available for the right of way, leased "the front two rooms in the basement in the dwelling house now occupied by me, together with the room or office between the said front two rooms and now occupied as a bar room... for the uses and privileges of a passenger house and ticket office for said railroad company." While we need to verify the source of the quoted material, we thank Brent Colley [click here] who submitted it and Jack Sanders [click here], on whose research this is based in part. [REFS: RP/07/06/1981/??]
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historyofredding.com
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RIDGEFIELD2 [D&N, 1870]
This depot was built in the center of town in 1870 as the terminus of the new line from the D&N main where RIDGEFIELD1 or BEERS STATION then became BRANCHVILLE1. The 1915 val map looks looks to the south, with the station on the west side of the track at what was then called Depot Hill St., now Prospect St. The track continued on to the freight house off the bottom of the map snippet. John Roy [p85] gives 8/8/1925 as the last date of railroad use, part of the severe passenger service cutbacks of that year. and Cornwall has a photo of an NE Transportation bus [SL17.4.28] serving the station in 1926. NYNH&H real estate records show the structure was sold on 10/31/1946 and is still is in use today as a lumber-company storage building. The photo in the upper left probably shows the station near the time of opening. The tall, derby-hatted gentleman in the center is said to be John Bacon, D&N superintendent and later a state railroad commissioner. According to the Ridgefield Historical Society [click here], the building only later had the water-catching cistern connections installed on the flat roof. Perhaps the changes in the doors and windows that we see in photos came with the retrofitting.
This depot was built in the center of town in 1870 as the terminus of the new line from the D&N main where RIDGEFIELD1 or BEERS STATION then became BRANCHVILLE1. The 1915 val map looks looks to the south, with the station on the west side of the track at what was then called Depot Hill St., now Prospect St. The track continued on to the freight house off the bottom of the map snippet. John Roy [p85] gives 8/8/1925 as the last date of railroad use, part of the severe passenger service cutbacks of that year. and Cornwall has a photo of an NE Transportation bus [SL17.4.28] serving the station in 1926. NYNH&H real estate records show the structure was sold on 10/31/1946 and is still is in use today as a lumber-company storage building. The photo in the upper left probably shows the station near the time of opening. The tall, derby-hatted gentleman in the center is said to be John Bacon, D&N superintendent and later a state railroad commissioner. According to the Ridgefield Historical Society [click here], the building only later had the water-catching cistern connections installed on the flat roof. Perhaps the changes in the doors and windows that we see in photos came with the retrofitting.
RIVERSIDE1 [NY&NH, 1869, WB]
This stop on the east side of Cos Cob harbor in the town of Greenwich was established in 1869. A February, 1869 newspaper article said: "The New York and New Haven Railroad Company intend rebuilding that section of the bridge at Cos Cob, which was destroyed by fire about three [sic] ago. The materials will be of wood and iron, put together in the most substantial manner. The company also intends erecting at Riverside, at the eastern end of Cos Cob bridge, a fine brick passenger depot." Also mentioned in the Register in 1872, it is seen in timetables thereafter as well. This photo shows a sizeable structure and the 1894 date is supported by the two-track main line that would be doubled in size shortly. It looks to us like that station, true to its name, is situated on the riverbank itself, with the railing for the bridge across the harbor seen right behind it. That would put it on the westbound side of the tracks. [REFS: CC/02/27/1869/02; CR/06/08/1872/03; CRC29.1882.103; NHER/06/09/1882/01; NHER/05/13/1893/04; NHER/07/17/1894/01; R85][rev011813]
This stop on the east side of Cos Cob harbor in the town of Greenwich was established in 1869. A February, 1869 newspaper article said: "The New York and New Haven Railroad Company intend rebuilding that section of the bridge at Cos Cob, which was destroyed by fire about three [sic] ago. The materials will be of wood and iron, put together in the most substantial manner. The company also intends erecting at Riverside, at the eastern end of Cos Cob bridge, a fine brick passenger depot." Also mentioned in the Register in 1872, it is seen in timetables thereafter as well. This photo shows a sizeable structure and the 1894 date is supported by the two-track main line that would be doubled in size shortly. It looks to us like that station, true to its name, is situated on the riverbank itself, with the railing for the bridge across the harbor seen right behind it. That would put it on the westbound side of the tracks. [REFS: CC/02/27/1869/02; CR/06/08/1872/03; CRC29.1882.103; NHER/06/09/1882/01; NHER/05/13/1893/04; NHER/07/17/1894/01; R85][rev011813]
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RIVERSIDE2 [NYNH&H, c1895, WB]
This is a 1930 val photo of this station that was built ca. 1895 on the westbound side of the tracks. According to the Register, the four-tracking work was to begin in this area on July 18, 1894, with J.K. Ryan, the same contractor who was building the new Shore Line cut-off in Fair Haven, getting the job. The 1915 val map shows the salt-box station at our red arrow, standing a little farther away from the bridge than its predecessor did. This depot apparently stood until it was burned in an arson fire set by teenaged volunteer firemen in 1975. [REFS: NHER/07/17/1894/01; NHER/01/18/1897/01; HC/01/23/1975/68; NYT/01/23/1975/30; HC/03/07/1975/04][rev011813]
This is a 1930 val photo of this station that was built ca. 1895 on the westbound side of the tracks. According to the Register, the four-tracking work was to begin in this area on July 18, 1894, with J.K. Ryan, the same contractor who was building the new Shore Line cut-off in Fair Haven, getting the job. The 1915 val map shows the salt-box station at our red arrow, standing a little farther away from the bridge than its predecessor did. This depot apparently stood until it was burned in an arson fire set by teenaged volunteer firemen in 1975. [REFS: NHER/07/17/1894/01; NHER/01/18/1897/01; HC/01/23/1975/68; NYT/01/23/1975/30; HC/03/07/1975/04][rev011813]
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RIVERSIDE3 [NYNH&H, c1895, EB]
A new, canopied platform and small station on the eastbound side were put up at the time of the four-tracking. The station is seen in the photo at upper left and, though unmarked on the 1915 val map [add011813] at upper right, our blue arrow points to its footprint. The covered platform is on the right in the postcard view at lower left and RIVERSIDE2 is visible across the tracks on the westbound side. The old eastbound depots at most stops on the New York line were demolished by 1974 with the debut of the high-level platforms and M2 commuter cars. [REFS: HC/05/23/1974/95D][rev011813]
A new, canopied platform and small station on the eastbound side were put up at the time of the four-tracking. The station is seen in the photo at upper left and, though unmarked on the 1915 val map [add011813] at upper right, our blue arrow points to its footprint. The covered platform is on the right in the postcard view at lower left and RIVERSIDE2 is visible across the tracks on the westbound side. The old eastbound depots at most stops on the New York line were demolished by 1974 with the debut of the high-level platforms and M2 commuter cars. [REFS: HC/05/23/1974/95D][rev011813]
RIVERSIDE4 [PC, c1975, WB]
This brick structure was built on the westbound side to replace RIVERSIDE2. Based on the fact that the fire was in 1975, we have had to extend John Roy's 1945-1965 date range for this structure. No newspaper articles have been found on the actual opening, which may not have been until sometime after 1975. [REFS: R85] [rev011813]
This brick structure was built on the westbound side to replace RIVERSIDE2. Based on the fact that the fire was in 1975, we have had to extend John Roy's 1945-1965 date range for this structure. No newspaper articles have been found on the actual opening, which may not have been until sometime after 1975. [REFS: R85] [rev011813]
RIVERSIDE5 [MN, 1990s, EB]
Shelter built in the 1990s on eastbound side of tracks to replace RIVERSIDE3.
Shelter built in the 1990s on eastbound side of tracks to replace RIVERSIDE3.
Dave Peters Collection
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Max Miller Collection
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ROCKFALL [NHM&W, 1870]
This stop was established in 1870 by the NHM&W. The approach to this station was on a high bridge [lower right] over the Coginchaug River just south of the depot and today located in Wadsworth Falls State Park.
This stop was established in 1870 by the NHM&W. The approach to this station was on a high bridge [lower right] over the Coginchaug River just south of the depot and today located in Wadsworth Falls State Park.
Dave Peters Collection
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ROCKVILLE [RRR, 1863]
This was the terminus of the Rockville RR in the village of that name in the town of Vernon. According to the Courant, most of the branch track was laid, the depot was nearly finished, and workmen were laying the foundation for a 75-ft long freight house in early July, 1863. There was talk of the possibility of a new depot in 1903 when wires were being strung for the trolley operation to Hartford and Melrose, but we have never seen any photos of a station other than this one, which we have to conclude is the one built in 1863. The ROCKVILLE station is on the 1940 Building List as structure #6091, retired and to be removed per AFE31456. We do not yet know when it actually left the real estate rolls of the NYNH&H. [REFS: HDC/07/02/1863/02; CRC43.1895.23; HC/03/03/1903/02][rev040113]
This was the terminus of the Rockville RR in the village of that name in the town of Vernon. According to the Courant, most of the branch track was laid, the depot was nearly finished, and workmen were laying the foundation for a 75-ft long freight house in early July, 1863. There was talk of the possibility of a new depot in 1903 when wires were being strung for the trolley operation to Hartford and Melrose, but we have never seen any photos of a station other than this one, which we have to conclude is the one built in 1863. The ROCKVILLE station is on the 1940 Building List as structure #6091, retired and to be removed per AFE31456. We do not yet know when it actually left the real estate rolls of the NYNH&H. [REFS: HDC/07/02/1863/02; CRC43.1895.23; HC/03/03/1903/02][rev040113]
ROCKVILLE JUNCTION [> WEST STREET]
ROCKY HILL1 [CV, 1871]
This was apparently an old house that had been in use presumably from 1871 when the CV opened and replacement was called for in 1888. [REFS: HDC/03/07/1888/06]
ROCKY HILL1 [CV, 1871]
This was apparently an old house that had been in use presumably from 1871 when the CV opened and replacement was called for in 1888. [REFS: HDC/03/07/1888/06]
Dave Peters Collection
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ROCKY HILL2 [NYNH&H, 1892]
[REFS: HC/12/01/1891/06: work begun on new station; R86]
[REFS: HC/12/01/1891/06: work begun on new station; R86]
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ROMFORD1 [SV, 1872]
This proper little depot was built in 1872 when the Shepaug RR opened. Lord says exterior improvements, including the addition of the porch on the end, were done in 1916 and that the station burned in the 1920s. A real estate record card found in the Shepaug railroad collection donated to the Litchfield Historical Society [click here] by Ed Brady, says this station was destroyed by fire on 1/8/1917.Unlabeled as such here, the val photo on the right, taken on 10/10/1916, was probably the last picture to be taken prior to the fire. [REFS: D151][rev040113]
This proper little depot was built in 1872 when the Shepaug RR opened. Lord says exterior improvements, including the addition of the porch on the end, were done in 1916 and that the station burned in the 1920s. A real estate record card found in the Shepaug railroad collection donated to the Litchfield Historical Society [click here] by Ed Brady, says this station was destroyed by fire on 1/8/1917.Unlabeled as such here, the val photo on the right, taken on 10/10/1916, was probably the last picture to be taken prior to the fire. [REFS: D151][rev040113]
McCoid/Wooding Collection
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McCoid/Wooding Collection
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ROMFORD2 [NYNH&H, 1917]
Lord says the replacement station after the 1917 fire was a passenger car spotted on the siding even as service gradually diminished on the then-Litchfield branch of the NYNH&H. The image at left shows the aftermath of the fire with the chimney from the old depot all that remained standing and the new coach-station already in place. The shot at right is a PUC inspection photo from October, 1925 showing a southward view of the new station arrangements. The passenger car is to the left and there is a raised platform by the track. [rev040113]
ROSSITERVILLE [> BURRVILLE]
Lord says the replacement station after the 1917 fire was a passenger car spotted on the siding even as service gradually diminished on the then-Litchfield branch of the NYNH&H. The image at left shows the aftermath of the fire with the chimney from the old depot all that remained standing and the new coach-station already in place. The shot at right is a PUC inspection photo from October, 1925 showing a southward view of the new station arrangements. The passenger car is to the left and there is a raised platform by the track. [rev040113]
ROSSITERVILLE [> BURRVILLE]
C. Dunn Collection
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ICC Collection, National Archives
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ROWAYTON1 [NY&NH, 1867, EB]
This section of Norwalk was originally known as Five Mile River, or South Five Mile River, for the waterway that empties into Long Island Sound here. Locals approached the railroad commissioners in 1866 to order the NY&NH to establish a station here but were told that the commissioners had no statutory power to give such an order. The railroad, however, acquiesced shortly thereafter, with the Columbian Register reporting in May, 1867 that "a new railway station has just been constructed on the New York and New Haven R.R., between Norwalk and Darien. It is called Rowayton. Resolutions of thanks to the New Haven road, Supt. Hoyt, and Capt. Godfrey, were unanimously passed, as well as to Mr. Vincent Colyer." Godfrey, a NY&NH director was "specially complimented" and may have been the the real force behind this move. In 1868, the Courant calls this stop SOUTH MILE RIVER, leaving out the FIVE that is seen on the ca. 1876 map at lower left. The map demonstrates an ambiguity, seen here and at other stations as well, with differing names for the post office and the railroad station. This confusion was likely part of the reason area residents were meeting precisely at this time to consider what the village should be called. To further add to the difficulty, the RRMs call this stop FIVE MILE RIVER until 1883 when they start listing both names, sometimes making them look like separate stops. There at least is agreement between the 1876 map and the 1893 map [lower middle] showing that the first depot was on the south, eastbound, side of the tracks. Our top left photograph, a rare view, thus looks toward New Haven some time between 1867 and the four-tracking of 1894. The 1917 val photo at top right [add10/27] shows ROWAYTON1 elevated on a higher foundation and converted to use as the freight house. The ca. 1900 city directory map at lower right shows the larger area and nearby WILSON POINT. [REFS: RRC5.23 (9/11/1866); CC/04/27/1867/03; CR/05/04/1867/02; HDC/03/09/1868/04; NYHT/05/22/1869/04; HDC/06/22/1871/04; 1871TT; HDC/08/22/1872/01; CRC21.1874.59; NHJC/07/11/1879/02; RRM1882; RRM1883; 1894TT][rev102512]
This section of Norwalk was originally known as Five Mile River, or South Five Mile River, for the waterway that empties into Long Island Sound here. Locals approached the railroad commissioners in 1866 to order the NY&NH to establish a station here but were told that the commissioners had no statutory power to give such an order. The railroad, however, acquiesced shortly thereafter, with the Columbian Register reporting in May, 1867 that "a new railway station has just been constructed on the New York and New Haven R.R., between Norwalk and Darien. It is called Rowayton. Resolutions of thanks to the New Haven road, Supt. Hoyt, and Capt. Godfrey, were unanimously passed, as well as to Mr. Vincent Colyer." Godfrey, a NY&NH director was "specially complimented" and may have been the the real force behind this move. In 1868, the Courant calls this stop SOUTH MILE RIVER, leaving out the FIVE that is seen on the ca. 1876 map at lower left. The map demonstrates an ambiguity, seen here and at other stations as well, with differing names for the post office and the railroad station. This confusion was likely part of the reason area residents were meeting precisely at this time to consider what the village should be called. To further add to the difficulty, the RRMs call this stop FIVE MILE RIVER until 1883 when they start listing both names, sometimes making them look like separate stops. There at least is agreement between the 1876 map and the 1893 map [lower middle] showing that the first depot was on the south, eastbound, side of the tracks. Our top left photograph, a rare view, thus looks toward New Haven some time between 1867 and the four-tracking of 1894. The 1917 val photo at top right [add10/27] shows ROWAYTON1 elevated on a higher foundation and converted to use as the freight house. The ca. 1900 city directory map at lower right shows the larger area and nearby WILSON POINT. [REFS: RRC5.23 (9/11/1866); CC/04/27/1867/03; CR/05/04/1867/02; HDC/03/09/1868/04; NYHT/05/22/1869/04; HDC/06/22/1871/04; 1871TT; HDC/08/22/1872/01; CRC21.1874.59; NHJC/07/11/1879/02; RRM1882; RRM1883; 1894TT][rev102512]
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ROWAYTON2 [NYNH&H, 1896, EB]
This small station was built with the four-tracking. The val photo at upper left shows this structure without its covershed on 11/3/1916. The one at upper middle, taken on 2/25/1931, looks back toward Stamford. The 1915 val map [upper right] shows this station south of the track and ROWAYTON4 north of the track. The lower left and middle images are from the 1910 real estate field card. The 1896 build date is on the front in red pencil and the reverse side has a sketch of the floor plan.The lower right photo is an eastward-looking view of what was left of this station in the 1950s, once again without the covershed, and probably not too long before the station was removed.[rev040113]
This small station was built with the four-tracking. The val photo at upper left shows this structure without its covershed on 11/3/1916. The one at upper middle, taken on 2/25/1931, looks back toward Stamford. The 1915 val map [upper right] shows this station south of the track and ROWAYTON4 north of the track. The lower left and middle images are from the 1910 real estate field card. The 1896 build date is on the front in red pencil and the reverse side has a sketch of the floor plan.The lower right photo is an eastward-looking view of what was left of this station in the 1950s, once again without the covershed, and probably not too long before the station was removed.[rev040113]
ROWAYTON3 [NYNH&H, 1896, WB]
This must have been a station on the westbound side that was replaced in 1910. We have not yet learned what happened to it or what it looked like. [REFS: NHER/08/23/1895/01]
This must have been a station on the westbound side that was replaced in 1910. We have not yet learned what happened to it or what it looked like. [REFS: NHER/08/23/1895/01]
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ROWAYTON4 [NYNH&H, 1910]
With terra cotta walls and Spanish tile roof, this was the station mentioned as being under construction in the 1909 annual report. A fortunate find in the Harrisburg Patriot in April, 1910 says this station was up by that time, thus nailing the date down more firmly. The paper was commenting on the new kind of construction material when it reported that the NYNH&H "recently built a hollow tile station at Rowayton, Conn.," and that other railroads like the Lehigh Valley and the DL&W were doing the same. In addition to being fireproof, these new structures were said to be cooler in the summer and warmer in the winter because of the 'dead air' within the hollow blocks. The Pawtucket Times added that these buildings were more economical in the long run because of savings in maintenance and repairs over wood and lower insurance premiums because they were fireproof. It also said that new stations in Connecticut, our CEDAR HILL3 and TERRYVILLE2, had been built similarly, as had ones at Barnstable, Foxboro and North Scituate in the Bay State. As captured in the image at upper right, ROWAYTON4 was one of two, the other being NOROTON, in 1955 to get platform canopies designed by famed architect Minoru Yamasaki. The lower left photo was taken in 2011. [REFS: NHAR38.1909.7; HP/04/25/1910/05; PT/02/19/1912/01; R86][rev040113]
With terra cotta walls and Spanish tile roof, this was the station mentioned as being under construction in the 1909 annual report. A fortunate find in the Harrisburg Patriot in April, 1910 says this station was up by that time, thus nailing the date down more firmly. The paper was commenting on the new kind of construction material when it reported that the NYNH&H "recently built a hollow tile station at Rowayton, Conn.," and that other railroads like the Lehigh Valley and the DL&W were doing the same. In addition to being fireproof, these new structures were said to be cooler in the summer and warmer in the winter because of the 'dead air' within the hollow blocks. The Pawtucket Times added that these buildings were more economical in the long run because of savings in maintenance and repairs over wood and lower insurance premiums because they were fireproof. It also said that new stations in Connecticut, our CEDAR HILL3 and TERRYVILLE2, had been built similarly, as had ones at Barnstable, Foxboro and North Scituate in the Bay State. As captured in the image at upper right, ROWAYTON4 was one of two, the other being NOROTON, in 1955 to get platform canopies designed by famed architect Minoru Yamasaki. The lower left photo was taken in 2011. [REFS: NHAR38.1909.7; HP/04/25/1910/05; PT/02/19/1912/01; R86][rev040113]
ROWAYTON5 [MN, 1990s]
Built in the 1990s for Metro-North. [REFS: HC/05/23/1974/95D]
Built in the 1990s for Metro-North. [REFS: HC/05/23/1974/95D]
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ROXBURY [SRR, 1872]
Stop in the town of the same name established in 1872 when the Shepaug RR opened. The building is still in commercial use today in 2010, as seen at lower left. [REFS: D157; R87][rev040113]
Stop in the town of the same name established in 1872 when the Shepaug RR opened. The building is still in commercial use today in 2010, as seen at lower left. [REFS: D157; R87][rev040113]
Max Miller Collection
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ROXBURY FALLS [SRR, 1873]
Stop established in the town of Roxbury in 1872 when the Shepaug RR opened. [REFS: HDC/08/08/1873/04: depot built; D157]
Stop established in the town of Roxbury in 1872 when the Shepaug RR opened. [REFS: HDC/08/08/1873/04: depot built; D157]
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RYE STREET [NYNH&H, 1898]
This stop was in the town of South Windsor. This shelter stood on the west side of the track as shown by the 1915 val map. This was not an original stop on the Connecticut Central but does appear by our rev7/18/1898TT. Its creation probably coincides with the takeover of the NY&NE by the NYNH&H. The 2/8/1932 is the last to show rail service here. By the 9/29/1935TT, the motor coach had taken over. In addition to the tobacco that the area is known for, the production of rye also goes back to Colonial times. It spawned several distilleries and, along with barley and corn, fed grist mills like the one on the Scantic River at Podunk that was established in 1750. [rev040113]
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This stop was in the town of South Windsor. This shelter stood on the west side of the track as shown by the 1915 val map. This was not an original stop on the Connecticut Central but does appear by our rev7/18/1898TT. Its creation probably coincides with the takeover of the NY&NE by the NYNH&H. The 2/8/1932 is the last to show rail service here. By the 9/29/1935TT, the motor coach had taken over. In addition to the tobacco that the area is known for, the production of rye also goes back to Colonial times. It spawned several distilleries and, along with barley and corn, fed grist mills like the one on the Scantic River at Podunk that was established in 1750. [rev040113]
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