Track 12: CT Passenger Stations, S-SM
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.
SACHEMS HEAD1 [NYP&B, 1859]
The Register reported in 1859 that... "a new depot is to be established on the Railroad near the Sachem's Head House," a summer resort, said later to be in a location "where no mosquito biteth and every scene delighteth." The hotel had just been purchased by H.L. Scranton who also owned the Tontine Hotel in New Haven. This news was apparently worthy enough to be picked up by Maine's Augusta Chronicle, which said that the hotel was "situated one mile from the 'Sachems Head Station,' on the Providence and Stonington RR, on which guests have the privilege of Excursion tickets at half price to and from the Tontine Hotel." It was the NYP&B, in fact, that was running the line at this time and apparently willing to establish a new stop to increase business. A depot was also mentioned in an 1861 newspaper article, though the limited and seasonal nature of the stop seems to account for the lack of a timetable listing until 1890. For reasons given below, we do not think we have a photo of the referenced first structure that stood here. Nothing shows on the Beers map for this stop in 1868, though small flag stops, especially seasonal ones, were often overlooked. [REFS: AC/05/11/1859/02; CR/05/07/1859/02; CR/09/07/1861/04; SR/04/21/1863/04]
The Register reported in 1859 that... "a new depot is to be established on the Railroad near the Sachem's Head House," a summer resort, said later to be in a location "where no mosquito biteth and every scene delighteth." The hotel had just been purchased by H.L. Scranton who also owned the Tontine Hotel in New Haven. This news was apparently worthy enough to be picked up by Maine's Augusta Chronicle, which said that the hotel was "situated one mile from the 'Sachems Head Station,' on the Providence and Stonington RR, on which guests have the privilege of Excursion tickets at half price to and from the Tontine Hotel." It was the NYP&B, in fact, that was running the line at this time and apparently willing to establish a new stop to increase business. A depot was also mentioned in an 1861 newspaper article, though the limited and seasonal nature of the stop seems to account for the lack of a timetable listing until 1890. For reasons given below, we do not think we have a photo of the referenced first structure that stood here. Nothing shows on the Beers map for this stop in 1868, though small flag stops, especially seasonal ones, were often overlooked. [REFS: AC/05/11/1859/02; CR/05/07/1859/02; CR/09/07/1861/04; SR/04/21/1863/04]
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SACHEMS HEAD2 [NYNH&H, 1883]
The Register reported in June, 1883 that "the depot platform at Sachem Head is nearly completed" and we presume that the 'platform' included the small but ornate structure seen here. It is virtually identical to PINE ORCHARD1 that has an 1888 date on one photograph and, since that stop was not established until around 1878, it is fair to assume that its twin likely dates to the late 1870s or 1880s. The shot on the left predates the double-tracking of 1892-1894 and the one at middle is captioned in one source as 1899. The changed fence detail may indicate that this structure was moved after the improvements were completed. The real estate map at right shows what we think was the old location north of the track [red arrow] and the 1894 position south of the track [blue arrow]. [REFS: NHER/06/12/1883/04][rev041513]
The Register reported in June, 1883 that "the depot platform at Sachem Head is nearly completed" and we presume that the 'platform' included the small but ornate structure seen here. It is virtually identical to PINE ORCHARD1 that has an 1888 date on one photograph and, since that stop was not established until around 1878, it is fair to assume that its twin likely dates to the late 1870s or 1880s. The shot on the left predates the double-tracking of 1892-1894 and the one at middle is captioned in one source as 1899. The changed fence detail may indicate that this structure was moved after the improvements were completed. The real estate map at right shows what we think was the old location north of the track [red arrow] and the 1894 position south of the track [blue arrow]. [REFS: NHER/06/12/1883/04][rev041513]
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Dave Peters Collection
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SACHEMS HEAD3 [NYNH&H, 1901]
The railroad commissioners reported that this station went up in 1901. Interestingly, a NYNH&H real estate record card gives an 1894 build date, perhaps attributing it to the improvements completed that year. This structure was sold for $20 to N.P. Whitmore on 5/3/1930, according to those same records. The image at upper left is from a card postmarked 3/22/1906. At right is a 9/1/1916 valuation photo. The 1915 val map at lower left shows the arrangement of the depot grounds at that time. [REFS: CRC49.1901.19; HC/10/29/1901/05; AFE26286 (1930)][rev041513]
The railroad commissioners reported that this station went up in 1901. Interestingly, a NYNH&H real estate record card gives an 1894 build date, perhaps attributing it to the improvements completed that year. This structure was sold for $20 to N.P. Whitmore on 5/3/1930, according to those same records. The image at upper left is from a card postmarked 3/22/1906. At right is a 9/1/1916 valuation photo. The 1915 val map at lower left shows the arrangement of the depot grounds at that time. [REFS: CRC49.1901.19; HC/10/29/1901/05; AFE26286 (1930)][rev041513]
Archives & Special Collections, UConn
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Max Miller Collection
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ICC Collection / NARA
SADDS MILLS [CC, 1876]
This was a flag stop in the town of Ellington on the 1876 Connecticut Central branch from MELROSE to WEST STREET where it intersected with the Rockville RR. The real estate map at upper left dates to 1888. It shows a 12-ft square depot structure, fronted by a platform perhaps 50 feet in length, standing east of the track and south of Broad Brook Rd. By the time the 1915 val map at middle was created, the depot is standing at the end of a 298-ft siding, still on the east side of the track. It appears to be in its original location vis a vis the dam for the mill at Sadds Pond. The structure, appearing by shape and size to be the old one, is seen in the 8/9/1916 val photo at lower left in a shot looking toward the pond. The rearrangement of the surrounding area was due either to highway reconfiguration or the elimination of the grade crossing, or both, which were under consideration in 1890. The PUC photo at right was taken on 10/10/1929. The station and siding would be to the right of the railroad overpass. The view looks north and in the distance you can see the new iron highway bridge over Broad Brook. A 1936 flood would wash out track here and the PUC would allow abandonment of the SADDS MILL station as of 8/11/1937. Shortly thereafter, the ICC okayed the abandonment of the branch from Ellington to Melrose as of 11/31/1937. The line from Rockville to Ellington lasted until 1964. [REFS: SR/10/05/1890/06; SR/03/07/1888/06; SR/10/15/1890/05; RAM1908; PUC Dkt 3499, 6636; ICC Finance Dkt 11756][rev020413]
This was a flag stop in the town of Ellington on the 1876 Connecticut Central branch from MELROSE to WEST STREET where it intersected with the Rockville RR. The real estate map at upper left dates to 1888. It shows a 12-ft square depot structure, fronted by a platform perhaps 50 feet in length, standing east of the track and south of Broad Brook Rd. By the time the 1915 val map at middle was created, the depot is standing at the end of a 298-ft siding, still on the east side of the track. It appears to be in its original location vis a vis the dam for the mill at Sadds Pond. The structure, appearing by shape and size to be the old one, is seen in the 8/9/1916 val photo at lower left in a shot looking toward the pond. The rearrangement of the surrounding area was due either to highway reconfiguration or the elimination of the grade crossing, or both, which were under consideration in 1890. The PUC photo at right was taken on 10/10/1929. The station and siding would be to the right of the railroad overpass. The view looks north and in the distance you can see the new iron highway bridge over Broad Brook. A 1936 flood would wash out track here and the PUC would allow abandonment of the SADDS MILL station as of 8/11/1937. Shortly thereafter, the ICC okayed the abandonment of the branch from Ellington to Melrose as of 11/31/1937. The line from Rockville to Ellington lasted until 1964. [REFS: SR/10/05/1890/06; SR/03/07/1888/06; SR/10/15/1890/05; RAM1908; PUC Dkt 3499, 6636; ICC Finance Dkt 11756][rev020413]
SALISBURY1 [CW, 1871]
The newspaper said the original depot at this stop was nearly finished in late 1871. The 1880 NY&NE appraisal of CW assets said the passenger station here was in good condition and valued it at $1400. This station burned on 1/12/1893 and three days later the Courant said that "a passenger coach which has been fitted up with telegraph wires, is doing duty for a station until one can be built." More detailed information comes on 1/17 from the Connecticut Western News which wrote: "The railroad depot of this village was burned last Thursday night. All the books and papers, also some money and clothing beloning (sic) to Agent Bennett were burned. Young Bennett, who is night operator, gave the alarm, but the fire was under such headway that it could not be extinguished, so he started for the telegraph office at Chapinville and Agent Bennett for Lakeville to send messages necessary to avoid any accident to trains. The fire is supposed to have been occasioned by some defect in the chimney. Supt. Blaine and other officials were in town on Friday. A small building has been erected for present use. It is hoped that our worthy employees will not be obliged to sustain any loss." To our knowledge, no photo of SALISBURY1 has yet been found. [REFS: HDC/12/14/1871/02; CW/NYNE1880; HC/01/16/1893/06; CWN/01/19/1893/02; CWN/10/05/1893/02] [rev041513]
The newspaper said the original depot at this stop was nearly finished in late 1871. The 1880 NY&NE appraisal of CW assets said the passenger station here was in good condition and valued it at $1400. This station burned on 1/12/1893 and three days later the Courant said that "a passenger coach which has been fitted up with telegraph wires, is doing duty for a station until one can be built." More detailed information comes on 1/17 from the Connecticut Western News which wrote: "The railroad depot of this village was burned last Thursday night. All the books and papers, also some money and clothing beloning (sic) to Agent Bennett were burned. Young Bennett, who is night operator, gave the alarm, but the fire was under such headway that it could not be extinguished, so he started for the telegraph office at Chapinville and Agent Bennett for Lakeville to send messages necessary to avoid any accident to trains. The fire is supposed to have been occasioned by some defect in the chimney. Supt. Blaine and other officials were in town on Friday. A small building has been erected for present use. It is hoped that our worthy employees will not be obliged to sustain any loss." To our knowledge, no photo of SALISBURY1 has yet been found. [REFS: HDC/12/14/1871/02; CW/NYNE1880; HC/01/16/1893/06; CWN/01/19/1893/02; CWN/10/05/1893/02] [rev041513]
SALISBURY2 [PR&NE, 1893]
While we would much rather be clarifying the depots we already know of here, it seems that we must add a new one instead. The clipping at left says that, after the replacement for SALISBURY1 opened in December, 1893, the "old one" was moved to be used elsewhere, and we have designated it as PINE MEADOW4. The transported structure can only be the "small building... erected for present use" that was put up in January after the fire that took SALISBURY1. While we sometimes gloss over temporary depots of a few months duration, the fact that this one was in service for nearly a year here and then went on for use at another stop necessitates an exception. It is doubly -- or is that triply? -- ironic that, while we are still grappling with the undocumented move of a station to Salisbury, we now encounter the move of a depot from here as well. And in addition, instead of this article saying something about the new permanent station being actually built instead of possibly being moved from New York, it merely says that the new one "has been opened to the public." Thank you very much! We will take another hard look at the sources for any errant clue in a mystery that, instead of getting closer to a solution, only seems to get farther from one. [REFS: WC/12/00/1893/00][rev010213]
While we would much rather be clarifying the depots we already know of here, it seems that we must add a new one instead. The clipping at left says that, after the replacement for SALISBURY1 opened in December, 1893, the "old one" was moved to be used elsewhere, and we have designated it as PINE MEADOW4. The transported structure can only be the "small building... erected for present use" that was put up in January after the fire that took SALISBURY1. While we sometimes gloss over temporary depots of a few months duration, the fact that this one was in service for nearly a year here and then went on for use at another stop necessitates an exception. It is doubly -- or is that triply? -- ironic that, while we are still grappling with the undocumented move of a station to Salisbury, we now encounter the move of a depot from here as well. And in addition, instead of this article saying something about the new permanent station being actually built instead of possibly being moved from New York, it merely says that the new one "has been opened to the public." Thank you very much! We will take another hard look at the sources for any errant clue in a mystery that, instead of getting closer to a solution, only seems to get farther from one. [REFS: WC/12/00/1893/00][rev010213]
Salisbury Association
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Salisbury Association
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SALISBURY3 [PR&NE, 1893]
A visit to the Scoville Library and the famed Salisbury Association nearby [click here] put us in touch with Katherine Chilcoat, the energetic town historian who is never too busy to be called on for research assistance. In going through the photos, we chanced upon this one. While similar in size and shape to all the other photos of the depot here, this one seems to have differences in the chimney, roof line, braces, eaves and corner downspouts. We think this is probably the one the paper spoke of in October, 1893 when it said that "the work on the R.R. station (which has been so much needed) has already begun." Assuming this photo, taken by local merchant and amateur photographer D. Oakes in October, 1902, is of a station other than our next entry, it must be SALISBURY3 and we have not been able to corroborate the fate that led to its replacement. The great Salisbury fire of 1903 that took several buildings to the east was not reported to have taken the railroad depot that was standing at that time. [REFS: CWN/10/05/1893/02; HC/04/06/1903/02; A35; D47; R87][rev010213]
A visit to the Scoville Library and the famed Salisbury Association nearby [click here] put us in touch with Katherine Chilcoat, the energetic town historian who is never too busy to be called on for research assistance. In going through the photos, we chanced upon this one. While similar in size and shape to all the other photos of the depot here, this one seems to have differences in the chimney, roof line, braces, eaves and corner downspouts. We think this is probably the one the paper spoke of in October, 1893 when it said that "the work on the R.R. station (which has been so much needed) has already begun." Assuming this photo, taken by local merchant and amateur photographer D. Oakes in October, 1902, is of a station other than our next entry, it must be SALISBURY3 and we have not been able to corroborate the fate that led to its replacement. The great Salisbury fire of 1903 that took several buildings to the east was not reported to have taken the railroad depot that was standing at that time. [REFS: CWN/10/05/1893/02; HC/04/06/1903/02; A35; D47; R87][rev010213]
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SALISBURY4 [CNE?, c1903?]
Robert Ashman, among others, says that a replacement station for this town was brought over from New York but gives no date or source for this claim. He writes that the "Salisbury station had burned down years ago and the station which today is the house standing east of the Scoville Library was dismantled at St. Elmo, New York and brought on flatcars to Salisbury and rebuilt. St. Elmo was just east of Maybrook." It has always struck us as a little like an urban legend as to why a station was torn down on the other side of the Hudson River, loaded on a flat cars, brought across the Poughkeepsie Bridge, and reassembled here. But the New York connection persists, with the Historic Resources Inventory for Salisbury also saying that the replacement came from St. Elmo, and other sources claiming that the station was moved from Berea, NY, another small nearby stop. Surprisingly, nothing has yet been found in the newspapers about this supposed event that one would think might have garnered some publicity. In any case, virtually all the photos we have appear to be of what we now think was a fourth station here, whatever its origin. The earliest date on any of postcard images we have is October, 1908, which, if SALISBURY3 was standing in October, 1902, gives a six-year range until 10/1908 for SALISBURY4 to appear. [REFS: A9; R87][rev041513]
Robert Ashman, among others, says that a replacement station for this town was brought over from New York but gives no date or source for this claim. He writes that the "Salisbury station had burned down years ago and the station which today is the house standing east of the Scoville Library was dismantled at St. Elmo, New York and brought on flatcars to Salisbury and rebuilt. St. Elmo was just east of Maybrook." It has always struck us as a little like an urban legend as to why a station was torn down on the other side of the Hudson River, loaded on a flat cars, brought across the Poughkeepsie Bridge, and reassembled here. But the New York connection persists, with the Historic Resources Inventory for Salisbury also saying that the replacement came from St. Elmo, and other sources claiming that the station was moved from Berea, NY, another small nearby stop. Surprisingly, nothing has yet been found in the newspapers about this supposed event that one would think might have garnered some publicity. In any case, virtually all the photos we have appear to be of what we now think was a fourth station here, whatever its origin. The earliest date on any of postcard images we have is October, 1908, which, if SALISBURY3 was standing in October, 1902, gives a six-year range until 10/1908 for SALISBURY4 to appear. [REFS: A9; R87][rev041513]
Copyright NHRHTA
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Copyright NHRHTA
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SANDY HOOK [NY&NE, 1881]
This was another of the stations that Leman Oatman, the energetic Hartford contractor, built in 1881 for the NY&NE on the line west of Waterbury. It was the large type, virtually identical to SOUTHBURY and SOUTHFORD. The upper right photo shows the coal facility for the helper engines that were stationed here. The 1915 val map at lower left shows the track layout at this station. The lower photos show the crossing of the Housatonic River just east of this station. The middle shot is the temporary bridge after the first one burned. In the photo at lower right, the permanent replacement is being dismantled in 1948 after the ICC gave permission to abandon the former NY&NE trackage between Hawleyville and Southbury. The photo showcases the engineering feats that made Connecticut's railroads a reality and, of course, the passage of time in which much of that accomplishment was dismantled. [REFS: CRC31.1884.19: coaling station; D140][rev041513]
This was another of the stations that Leman Oatman, the energetic Hartford contractor, built in 1881 for the NY&NE on the line west of Waterbury. It was the large type, virtually identical to SOUTHBURY and SOUTHFORD. The upper right photo shows the coal facility for the helper engines that were stationed here. The 1915 val map at lower left shows the track layout at this station. The lower photos show the crossing of the Housatonic River just east of this station. The middle shot is the temporary bridge after the first one burned. In the photo at lower right, the permanent replacement is being dismantled in 1948 after the ICC gave permission to abandon the former NY&NE trackage between Hawleyville and Southbury. The photo showcases the engineering feats that made Connecticut's railroads a reality and, of course, the passage of time in which much of that accomplishment was dismantled. [REFS: CRC31.1884.19: coaling station; D140][rev041513]
SANFORD1 [D&N, 1852]
This was an original D&N flag stop in the town of Redding, appearing on an 1853TT and with the location shown on the 18656FC map. The station was hit by the up freight on 8/11/1891 "going at a high rate of speed" through an open switch and it "completely demolished" the depot. The engine only received minor damage but the five loaded freight cars were wrecked and one that was thrown across the main line blocked traffic for two hours. We have not yet found a picture of this station. [REFS: DN/03/28/1883/00box; NHER/08/11/1891/01; P17; SL17.2.12]
This was an original D&N flag stop in the town of Redding, appearing on an 1853TT and with the location shown on the 18656FC map. The station was hit by the up freight on 8/11/1891 "going at a high rate of speed" through an open switch and it "completely demolished" the depot. The engine only received minor damage but the five loaded freight cars were wrecked and one that was thrown across the main line blocked traffic for two hours. We have not yet found a picture of this station. [REFS: DN/03/28/1883/00box; NHER/08/11/1891/01; P17; SL17.2.12]
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Max Miller Collection
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SANFORD2 [HRR, 1892]
The 1915 val map shows the station, highlighted in yellow, on the west side of the old D&N main. The name apparently had already been changed to TOPSTONE by that time. [REFS: HC/06/09/1892/02; NHER/06/09/1892/04; RAM08]
The 1915 val map shows the station, highlighted in yellow, on the west side of the old D&N main. The name apparently had already been changed to TOPSTONE by that time. [REFS: HC/06/09/1892/02; NHER/06/09/1892/04; RAM08]
SAUGATUCK [> WESTPORT]
SAYBROOK1 [NH&NL, 1852]
This stop in the town of Old Saybrook was established with the opening of the NH&NL in 1852. The location is seen on the 1859MC map. We have not yet found a photograph of this depot.
This stop in the town of Old Saybrook was established with the opening of the NH&NL in 1852. The location is seen on the 1859MC map. We have not yet found a photograph of this depot.
SAYBROOK2 [CW, 1871]
This was a small shed that the CV used for a station here on opening in 1871. It may have burned and in some ways prompted the building of a union station with the Shore Line in 1873.
This was a small shed that the CV used for a station here on opening in 1871. It may have burned and in some ways prompted the building of a union station with the Shore Line in 1873.
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Robert Lingane Collection
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SAYBROOK3 [NYNH&H, 1873]
Also called OLD SAYBROOK for the town in which it stood and SAYBROOK JUNCTION after the Connecticut Valley RR opened in 1871. The newspaper said in 1872 that SAYBROOK3 was to be built where SAYBROOK2 stood and it was to be similar to STRATFORD1. Minus the gable, it was, though this depot was wedge-shaped with a wing to serve each road as a union station. It stood in the southwest quadrant at the diamond. An early 1873 Palladium article said it opened on 2/17/1873 and the railroad commissioners corroborate the year in their next annual report. The station still stands today in 2011 serving Amtrak, Shore Line East, and also the reborn Valley RR when it meets main line trains in season. In the upper right shot, the locomotive heads east past the new water tower that has replaced its brick-enclosed predecessor. Richard Fleischer notes interesting details that the Courant gave in 1874 about the watering operation here, claiming that the old structure held 23,230 gallons in the interior wooden tank and cost as much as SAYBROOK3 and the freight houses for both railroads combined. The Saybrook diamond came out in 1922 and the west leg of the wye was removed in 1925 [MM]. The val photo at bottom right is dated 4/23/1937. New high-level platforms debuted on 11/1/2002. [REFS: HDC/09/24/1872/04; DC/10/16/1872/02; NHDP/02/01/1873/04; NHDP/02/17/1873/04; CC/01/03/1874/04; HDC/09/03/1874/04; CRC21.1874.19; R81][rev041513]
Also called OLD SAYBROOK for the town in which it stood and SAYBROOK JUNCTION after the Connecticut Valley RR opened in 1871. The newspaper said in 1872 that SAYBROOK3 was to be built where SAYBROOK2 stood and it was to be similar to STRATFORD1. Minus the gable, it was, though this depot was wedge-shaped with a wing to serve each road as a union station. It stood in the southwest quadrant at the diamond. An early 1873 Palladium article said it opened on 2/17/1873 and the railroad commissioners corroborate the year in their next annual report. The station still stands today in 2011 serving Amtrak, Shore Line East, and also the reborn Valley RR when it meets main line trains in season. In the upper right shot, the locomotive heads east past the new water tower that has replaced its brick-enclosed predecessor. Richard Fleischer notes interesting details that the Courant gave in 1874 about the watering operation here, claiming that the old structure held 23,230 gallons in the interior wooden tank and cost as much as SAYBROOK3 and the freight houses for both railroads combined. The Saybrook diamond came out in 1922 and the west leg of the wye was removed in 1925 [MM]. The val photo at bottom right is dated 4/23/1937. New high-level platforms debuted on 11/1/2002. [REFS: HDC/09/24/1872/04; DC/10/16/1872/02; NHDP/02/01/1873/04; NHDP/02/17/1873/04; CC/01/03/1874/04; HDC/09/03/1874/04; CRC21.1874.19; R81][rev041513]
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SAYBROOK POINT1 [CV, 1872]
This passenger station was at the water's edge of the long steamboat terminal dock. The building was wrecked more than once by trains running into it. The first time was in 1872 when five freight cars on a flying switch kept going and pushed a parked passenger car completely through the station's sitting room so that the end of the car hung out over the water. The differences in newspaper reporting are interesting. The Courant said this was a "slight accident" and $500 would cover the damages. The Middletown Daily Constitution, closer to the scene and probably more reliable, said everything in the room was pushed into the water, the depot was "seriously injured," and that repairs would cost $2,000. No one, fortunately, was hurt. Another incident was in July of 1916, thereafter causing the decommissioned FENWICK depot to be moved to do the honors here. The postcard at right was mailed in 1914. [REFS: HDC/08/25/1871/02; DC/10/09/1872/02; HDC/10/10/1872/02; HC/09/08/1916/07]
This passenger station was at the water's edge of the long steamboat terminal dock. The building was wrecked more than once by trains running into it. The first time was in 1872 when five freight cars on a flying switch kept going and pushed a parked passenger car completely through the station's sitting room so that the end of the car hung out over the water. The differences in newspaper reporting are interesting. The Courant said this was a "slight accident" and $500 would cover the damages. The Middletown Daily Constitution, closer to the scene and probably more reliable, said everything in the room was pushed into the water, the depot was "seriously injured," and that repairs would cost $2,000. No one, fortunately, was hurt. Another incident was in July of 1916, thereafter causing the decommissioned FENWICK depot to be moved to do the honors here. The postcard at right was mailed in 1914. [REFS: HDC/08/25/1871/02; DC/10/09/1872/02; HDC/10/10/1872/02; HC/09/08/1916/07]
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SAYBROOK POINT2 [NYNH&H, 1916]
This is seen on the left in the first photo. It was the reassigned FENWICK station building that was moved here to replace SAYBROOK POINT1, seen at the yellow highlighting on the val map. The replacement structure would be situated at the red arrow. Steamboat service lasted until 1931 but the railroad stopped running to this point in 1922. SAYBROOK POINT2 served thereafter as a casino until it was torn down [MM].
This is seen on the left in the first photo. It was the reassigned FENWICK station building that was moved here to replace SAYBROOK POINT1, seen at the yellow highlighting on the val map. The replacement structure would be situated at the red arrow. Steamboat service lasted until 1931 but the railroad stopped running to this point in 1922. SAYBROOK POINT2 served thereafter as a casino until it was torn down [MM].
SCANTIC [> EAST WINDSOR]
SCITICO [> HAZARDVILLE]
SCOTCH CAP [CVT, c1900?]
Later CVT stop in the town of Waterford. [REFS: HDC/09/27/1869/04]
SCOTLAND/E [> EAST HARTFORD]
SCOTLAND/B [> NORTH BLOOMFIELD]
SCITICO [> HAZARDVILLE]
SCOTCH CAP [CVT, c1900?]
Later CVT stop in the town of Waterford. [REFS: HDC/09/27/1869/04]
SCOTLAND/E [> EAST HARTFORD]
SCOTLAND/B [> NORTH BLOOMFIELD]
SCOTLAND1 [HP&F, 1854; opened as WALDO'S]
This HP&F stop was east of Willimantic in the town of Scotland and is seen on some timetables as WALDO'S. The 1856WC map shows the location, which was just over the Franklin town line. We do not have any picture of a station earlier than the one shown below. [REFS: C131]
This HP&F stop was east of Willimantic in the town of Scotland and is seen on some timetables as WALDO'S. The 1856WC map shows the location, which was just over the Franklin town line. We do not have any picture of a station earlier than the one shown below. [REFS: C131]
Dave Peters Collection
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SCOTLAND2 [NYNH&H, 1899]
The railroad commissioners say in December, 1899 that a small new depot was erected here during the year and the 7/5/1916 val photo at left must be it. The coach seen beyond it is said to be in use as the passenger station and, together with the wooden building, forming a combination station. The use of a coach has been seen elsewhere on a temporary basis after a fire but here may be a stop-gap the railroad used to avoid building a larger station to serve the increased business at this stop. The other two photos seem to show the building abandoned. [REFS: CRC47.1899.31]
The railroad commissioners say in December, 1899 that a small new depot was erected here during the year and the 7/5/1916 val photo at left must be it. The coach seen beyond it is said to be in use as the passenger station and, together with the wooden building, forming a combination station. The use of a coach has been seen elsewhere on a temporary basis after a fire but here may be a stop-gap the railroad used to avoid building a larger station to serve the increased business at this stop. The other two photos seem to show the building abandoned. [REFS: CRC47.1899.31]
SEYMOUR1 [NRR, 1849; opened as HUMPHREYSVILLE]
The location of the 1849 NRR station is shown on the 1856NH map [OHS]. Note the long siding with the reverse curve down to the Humphreys Ville Mfg. Co. The importance of this manufacturing interest and the local family that operated it saw the town first called HUMPHREYSVILLE, even on the first railroad timetables. By 1858, the listing is for SEYMOUR. [REFS: 1851, 1858TT]
The location of the 1849 NRR station is shown on the 1856NH map [OHS]. Note the long siding with the reverse curve down to the Humphreys Ville Mfg. Co. The importance of this manufacturing interest and the local family that operated it saw the town first called HUMPHREYSVILLE, even on the first railroad timetables. By 1858, the listing is for SEYMOUR. [REFS: 1851, 1858TT]
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SEYMOUR2 [NRR, 1867]
This cleverly created combination station is seen on the 1879 Bailey panoramic map [click here]. The view shows how the two-story head house was grafted onto the older 1849 station. It was reported in the newspaper that the 30x34-ft space in the original depot was now to be used for freight. [REFS: HDC/08/05/1867/08]
This cleverly created combination station is seen on the 1879 Bailey panoramic map [click here]. The view shows how the two-story head house was grafted onto the older 1849 station. It was reported in the newspaper that the 30x34-ft space in the original depot was now to be used for freight. [REFS: HDC/08/05/1867/08]
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Howard's Hobby Photo
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SEYMOUR3 [NYNH&H, 1898]
This station was of the hip-roof design that the NYNH&H favored after the saltbox style went out of fashion ca. 1900. One newspaper said the new depot was almost finished in late July, 1898 but the Naugatuck Daily News, closer to home, pinpoints the opening to October 24, saying that "lighted by electric lights, it made a very handsome appearance... not only because it is an ornament to the town but because it was something greatly needed." The paper credited the Hon. Carlos French, a NYNH&H director, for his influence on fellow board members in seeing the earlier "old barn of a station removed," something that he had been wanting done for several years. The photo at lower right is reportedly a 1960s shot of this station, which some have said was torn down on 2/30/1953. Of course, there is no February 30, even in a leap year, and the real estate card clarifies that it was the coversheds north and south of the station that were removed on 3/30/1953. The newspaper, said "that the canopy of the Seymour railroad station is to be removed, following out the treatment given the Naugatuck station and others in the area... Just a program of railroad modernization with a view toward beautification and elimination of traffic hazards..." While it is not quite clear to us how removing canopies that shielded passengers from the rain was an improvement in either comfort or safety, SEYMOUR3 seems to have withstood the hurricanes of 1955 and survived to a still yet undetermined date. Valley rail service was never restored to pre-flood levels and had deteriorated to the point of using buses from 7/31/1978 because of bad track. The revival on 12/10/1979 was part of a $750G state investment in rail service that included the purchase of 13 new SPV cars for use on the New Canaan, Danbury, and Waterbury branch lines. [REFS: CRC46.1898.19; CWN/07/28/1898/03: NDN/10/28/1898/02; HC/09/18/1952/02; NDN/01/31/1953/04; HC/12/07/1979/04; R88]
This station was of the hip-roof design that the NYNH&H favored after the saltbox style went out of fashion ca. 1900. One newspaper said the new depot was almost finished in late July, 1898 but the Naugatuck Daily News, closer to home, pinpoints the opening to October 24, saying that "lighted by electric lights, it made a very handsome appearance... not only because it is an ornament to the town but because it was something greatly needed." The paper credited the Hon. Carlos French, a NYNH&H director, for his influence on fellow board members in seeing the earlier "old barn of a station removed," something that he had been wanting done for several years. The photo at lower right is reportedly a 1960s shot of this station, which some have said was torn down on 2/30/1953. Of course, there is no February 30, even in a leap year, and the real estate card clarifies that it was the coversheds north and south of the station that were removed on 3/30/1953. The newspaper, said "that the canopy of the Seymour railroad station is to be removed, following out the treatment given the Naugatuck station and others in the area... Just a program of railroad modernization with a view toward beautification and elimination of traffic hazards..." While it is not quite clear to us how removing canopies that shielded passengers from the rain was an improvement in either comfort or safety, SEYMOUR3 seems to have withstood the hurricanes of 1955 and survived to a still yet undetermined date. Valley rail service was never restored to pre-flood levels and had deteriorated to the point of using buses from 7/31/1978 because of bad track. The revival on 12/10/1979 was part of a $750G state investment in rail service that included the purchase of 13 new SPV cars for use on the New Canaan, Danbury, and Waterbury branch lines. [REFS: CRC46.1898.19; CWN/07/28/1898/03: NDN/10/28/1898/02; HC/09/18/1952/02; NDN/01/31/1953/04; HC/12/07/1979/04; R88]
SEYMOUR4 [MN, 1990s]
[REFS: R88]
[REFS: R88]
SHAILERVILLE [> ARNOLDS]
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Dave Peters Collection
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SHAKER STATION [CC, 1876]
This was the last Connecticut Central stop in the state, about three miles south of the Massachusetts border. The CC opened in 1876. The residential-style depot served the religious community that settled the area [click here] in the town of Enfield in the 1780s.
This was the last Connecticut Central stop in the state, about three miles south of the Massachusetts border. The CC opened in 1876. The residential-style depot served the religious community that settled the area [click here] in the town of Enfield in the 1780s.
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SHELDON STREET [CNE, 1902]
This stop in the town of Suffield was established in 1902 along with FREEMANS. A 1903 newspaper article says that "the Central New England railroad has established a flag station at Ward's corner, near the Suffield and East Granby town lines" probably refers to this station as well, though the Wards Corner reference has eluded us. Coincidentally, this was near the northerly point where the short-lived, $100,000 East Granby and Suffield RR rejoined the main line. See EAST GRANBY2 and TARIFFVILLE3 for more on the story of how the CNE was forced to build the EG&S loop as part of the Montague Farm controversy. The PUC inspection photo at left appears to be dated 10/9/1929 and shows the small waiting shed in the distance, northeast of the overpass for Sheldon St., 5.7 miles north of Tariffville. The 1916 val map at middle shows the station layout and the snippet at right from our Google Earth map on Track 11 places SHELDON STREET in the context of the entire area. The thoroughfare itself was styled after a local family of some importance and the name Sheldon Street appears often in the newspapers referring to the local school district and a neighborhood that was familar to many as a geographic point of reference. [REFS: SR/11/17/1902/08; SR/03/03/1903/10: B258.230][rev050113]
This stop in the town of Suffield was established in 1902 along with FREEMANS. A 1903 newspaper article says that "the Central New England railroad has established a flag station at Ward's corner, near the Suffield and East Granby town lines" probably refers to this station as well, though the Wards Corner reference has eluded us. Coincidentally, this was near the northerly point where the short-lived, $100,000 East Granby and Suffield RR rejoined the main line. See EAST GRANBY2 and TARIFFVILLE3 for more on the story of how the CNE was forced to build the EG&S loop as part of the Montague Farm controversy. The PUC inspection photo at left appears to be dated 10/9/1929 and shows the small waiting shed in the distance, northeast of the overpass for Sheldon St., 5.7 miles north of Tariffville. The 1916 val map at middle shows the station layout and the snippet at right from our Google Earth map on Track 11 places SHELDON STREET in the context of the entire area. The thoroughfare itself was styled after a local family of some importance and the name Sheldon Street appears often in the newspapers referring to the local school district and a neighborhood that was familar to many as a geographic point of reference. [REFS: SR/11/17/1902/08; SR/03/03/1903/10: B258.230][rev050113]
SHELDONS [> ALLINGS CROSSING]
SHELTON1 [NH&D, 1888]
This was established as an NH&D station in what was a borough in the town of Huntington in 1888. Space was reportedly rented in the basement of a structure adjacent to the track. The red arrow on the snippet from the Landis & Hughes 1898 bird's-eye view of Derby, Shelton and East Derby points to the building that may have been SHELTON1, with the lower level cut into the hill. According to the newspaper, it was not elegant but it was large, clean, comfortable and convenient. [REFS: NB/04/05/1889/02; NHER/10/15/1892/01][rev020913]
This was established as an NH&D station in what was a borough in the town of Huntington in 1888. Space was reportedly rented in the basement of a structure adjacent to the track. The red arrow on the snippet from the Landis & Hughes 1898 bird's-eye view of Derby, Shelton and East Derby points to the building that may have been SHELTON1, with the lower level cut into the hill. According to the newspaper, it was not elegant but it was large, clean, comfortable and convenient. [REFS: NB/04/05/1889/02; NHER/10/15/1892/01][rev020913]
Dave Peters Collection
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Dirienzo Collection
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SHELTON2 [NYNH&H, 1893]
This depot was built by the NYNH&H just after the takeover of the NH&D/HRR in 1892. According to RLHS notes, the opening was on 2/1/1893 but the Register very specifically states in October, 1892 that "a new brick passenger station has been built, and the interior is being finished off" and that the new station had cost about $5,000. When the service cutbacks came in 1925, residents of Shelton appealed to the PUC. George F. Willis, president of the Shelton Chamber of Commerce, declared that the New Haven had abandoned the passenger station in town without permission and requested a hearing on the matter. There is no further mention in the newspaper but the PUC records at the state library should tell the story of how the abandonment of this station was handled when passenger service was dropped on the Extension. There was a law on the books requiring hearings and permission from the railroad commssioners, now the PUC, before stations could be abandoned but this case may have broken new ground because passenger service was being cut on the whole line. Our 8/21/1927PTT has the first combined DERBY-SHELTON listing that we have seen, meaning that riders now had go to Derby to pick up trains on the NRR line. The other Extension stations, STEVENSON and MONROE, also no longer appear in the index. Passengers from those points were apparently expected to go to STEPNEY, PEPPER CROSSING, or BOTSFORD to catch trains on the HRR line which retained service until 1932. SHELTON2 was reportedly razed in the 1970s. [REFS: HC/10/09/1925/22; B878; K57; R89][rev021213]
This depot was built by the NYNH&H just after the takeover of the NH&D/HRR in 1892. According to RLHS notes, the opening was on 2/1/1893 but the Register very specifically states in October, 1892 that "a new brick passenger station has been built, and the interior is being finished off" and that the new station had cost about $5,000. When the service cutbacks came in 1925, residents of Shelton appealed to the PUC. George F. Willis, president of the Shelton Chamber of Commerce, declared that the New Haven had abandoned the passenger station in town without permission and requested a hearing on the matter. There is no further mention in the newspaper but the PUC records at the state library should tell the story of how the abandonment of this station was handled when passenger service was dropped on the Extension. There was a law on the books requiring hearings and permission from the railroad commssioners, now the PUC, before stations could be abandoned but this case may have broken new ground because passenger service was being cut on the whole line. Our 8/21/1927PTT has the first combined DERBY-SHELTON listing that we have seen, meaning that riders now had go to Derby to pick up trains on the NRR line. The other Extension stations, STEVENSON and MONROE, also no longer appear in the index. Passengers from those points were apparently expected to go to STEPNEY, PEPPER CROSSING, or BOTSFORD to catch trains on the HRR line which retained service until 1932. SHELTON2 was reportedly razed in the 1970s. [REFS: HC/10/09/1925/22; B878; K57; R89][rev021213]
SHEPAUG1 [SRR, 1872?]
This appears to have been an early, if not an original, stop on the SRR in the town of Southbury and it first is seen on an 1875 timetable. The information cited in the next entry makes it very likely that there was a structure here before the second station was built.
This appears to have been an early, if not an original, stop on the SRR in the town of Southbury and it first is seen on an 1875 timetable. The information cited in the next entry makes it very likely that there was a structure here before the second station was built.
Dave Peters Collection
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SHEPAUG2 [NYNH&H, 1897]
A real estate card in the Brady collection at Litchfield Historical Society says that the station, presumably the one shown in the 1916 val photo, was not built until 1897 and it burned on 8/20/1927. The location has been under water since the building of the Shepaug Dam and the creation of Lake Lillinoah in 1955. [rev04162014]
A real estate card in the Brady collection at Litchfield Historical Society says that the station, presumably the one shown in the 1916 val photo, was not built until 1897 and it burned on 8/20/1927. The location has been under water since the building of the Shepaug Dam and the creation of Lake Lillinoah in 1955. [rev04162014]
SHORE LINE JUNCTION [> TIN BRIDGE]
Dave Peters Collection
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SIMSBURY1 [NH&N, 1848]
The location is seen on the 1855HC map. This was the first station in town, built by the NY&NH ca. 1848 during the period when it leased the Canal road. The style is similar to depots built at AVON and GRANBY. In 1874, after the Canal road regained its independence and built SIMSBURY3, this structure was thereafter used as its freight depot. It is seen as such in all these shots, including the 1916 val photo at upper left. The grainy panorama at middle shows SIMSBURY1 on the far right and, moving to the left, the CW freight house (without the overhang), the old wooden water tank, and the CW station, SIMSBURY3, barely noticeable in the distance. SIMSBURY1 still stands off Hopmeadow St. in 2010 close to its original location, as seen in the shot at lower left. [REFS: D20+; N3.21; R89][rev04162013]
The location is seen on the 1855HC map. This was the first station in town, built by the NY&NH ca. 1848 during the period when it leased the Canal road. The style is similar to depots built at AVON and GRANBY. In 1874, after the Canal road regained its independence and built SIMSBURY3, this structure was thereafter used as its freight depot. It is seen as such in all these shots, including the 1916 val photo at upper left. The grainy panorama at middle shows SIMSBURY1 on the far right and, moving to the left, the CW freight house (without the overhang), the old wooden water tank, and the CW station, SIMSBURY3, barely noticeable in the distance. SIMSBURY1 still stands off Hopmeadow St. in 2010 close to its original location, as seen in the shot at lower left. [REFS: D20+; N3.21; R89][rev04162013]
SIMSBURY2 [CW, 1873]
This town was among those where progress "was in a more backward state" in terms of initial depot construction when the CW opened late in 1871. There was apparently nothing but a platform here until May, 1873, when the Winsted Herald reported that "the Conn. Western railroad have just erected a huge and commodious depot at the corner of Phelps Avenue and Railroad street, and directly opposite that ante-diluvial and dilapidated structure, known as the Canal R.R. depot." The Collinsville correspondent for the Courant commented on his Herald counterpart being "rather facetious" about the new depot in Simsbury, saying that Collinsville, where an old shoemaker's shop was serving passengers [see COLLINSVILLE2], also hoped for better from the CW in the future. The facetiousness would continue when the Herald would later call SIMSBURY2 a "magnificent structure," measuring a tidy 11x18-ft with rough chestnut shingles on the exterior. Inside, it was said to be partitioned across the center, "with boards standing upright," the southerly part being used for freight and the other part being used for passengers. Outside, a five-foot wide platform, "substantially built with old timbers, cob-house fashion," stood three feet off the ground and it was said that "ladies and children can easily get on the cars, (if they can get on the platform)"(!). This depot was located about 35 rods (580 feet) south of the new Canal line station, SIMSBURY3, travel between the two difficult because of the unevenness of the ground and the presence of felled apple trees. Another article in the Herald in 1875 pokes fun again, saying: "A few days ago some of the section hands started to carry away the C.W. depot to eat their dinner in, but the watchful agent overhauled them and caused them to drop it like a hot potato." We have no photo yet of this apparently diminutive structure. This small size is backed up in 1880 when the NY&NE valued the CW property for a prospective lease and they reported a structure for passengers and freight here that needed no repairs but was worth a mere $75! [REFS: WH/12/15/1871/02; WH/05/16/1873/02; HDC/05/19/1873/01; WH/07/21/1874/02; WH/01/08/1875/02; CW/NYNE 1880 lease]
This town was among those where progress "was in a more backward state" in terms of initial depot construction when the CW opened late in 1871. There was apparently nothing but a platform here until May, 1873, when the Winsted Herald reported that "the Conn. Western railroad have just erected a huge and commodious depot at the corner of Phelps Avenue and Railroad street, and directly opposite that ante-diluvial and dilapidated structure, known as the Canal R.R. depot." The Collinsville correspondent for the Courant commented on his Herald counterpart being "rather facetious" about the new depot in Simsbury, saying that Collinsville, where an old shoemaker's shop was serving passengers [see COLLINSVILLE2], also hoped for better from the CW in the future. The facetiousness would continue when the Herald would later call SIMSBURY2 a "magnificent structure," measuring a tidy 11x18-ft with rough chestnut shingles on the exterior. Inside, it was said to be partitioned across the center, "with boards standing upright," the southerly part being used for freight and the other part being used for passengers. Outside, a five-foot wide platform, "substantially built with old timbers, cob-house fashion," stood three feet off the ground and it was said that "ladies and children can easily get on the cars, (if they can get on the platform)"(!). This depot was located about 35 rods (580 feet) south of the new Canal line station, SIMSBURY3, travel between the two difficult because of the unevenness of the ground and the presence of felled apple trees. Another article in the Herald in 1875 pokes fun again, saying: "A few days ago some of the section hands started to carry away the C.W. depot to eat their dinner in, but the watchful agent overhauled them and caused them to drop it like a hot potato." We have no photo yet of this apparently diminutive structure. This small size is backed up in 1880 when the NY&NE valued the CW property for a prospective lease and they reported a structure for passengers and freight here that needed no repairs but was worth a mere $75! [REFS: WH/12/15/1871/02; WH/05/16/1873/02; HDC/05/19/1873/01; WH/07/21/1874/02; WH/01/08/1875/02; CW/NYNE 1880 lease]
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SIMSBURY3 [NH&N, 1874]
The railroad commissioners mention this new station in their 1875 annual report. The Winsted Herald pins the debut to July, 1874, saying that "the Canal R. R. Co. have just completed a very respectable depot and placed it about 30 rods north of the old one -- a very improper place." Why that location was chosen and why it was unsatisfactory is not disclosed. The station's Italianate design was similar to other Canal line depots of the period. This would become the sole station in town in 1913 when the CNE, controlled by the NYNH&H since 1904, would also start using it. The 1916 val map reflects the new arrangement. SIMSBURY4, the 1881 H&CW passenger station, is no longer seen where it stood between the Canal line station and the freight houses to the south. Perhaps it was removed when the massive water tank seen in the SIMSBURY1 photos was taken down and replaced with the newer brick-enclosed one north of SIMSBURY3, seen as the hexagon on on the val map. The middle photo shows a Canal line train passing the switch for the CW track that is angling to the southwest toward the Hopmeadow St. crossing. [REFS: WH/07/21/1874/02; CRC22.1875.34; D112; R89]
The railroad commissioners mention this new station in their 1875 annual report. The Winsted Herald pins the debut to July, 1874, saying that "the Canal R. R. Co. have just completed a very respectable depot and placed it about 30 rods north of the old one -- a very improper place." Why that location was chosen and why it was unsatisfactory is not disclosed. The station's Italianate design was similar to other Canal line depots of the period. This would become the sole station in town in 1913 when the CNE, controlled by the NYNH&H since 1904, would also start using it. The 1916 val map reflects the new arrangement. SIMSBURY4, the 1881 H&CW passenger station, is no longer seen where it stood between the Canal line station and the freight houses to the south. Perhaps it was removed when the massive water tank seen in the SIMSBURY1 photos was taken down and replaced with the newer brick-enclosed one north of SIMSBURY3, seen as the hexagon on on the val map. The middle photo shows a Canal line train passing the switch for the CW track that is angling to the southwest toward the Hopmeadow St. crossing. [REFS: WH/07/21/1874/02; CRC22.1875.34; D112; R89]
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SIMSBURY4 [H&CW, 1881]
This structure dates to 1881 when the railroad commissioners said a new 18x50-ft depot was put up here. The correspondent for the Winsted Herald finally abandoned the ribbing and said in January: "The Connecticut Western Company is building a new passenger depot here. It will be very tasty, and will be appreciated by our community" and late in February that station agent McKinney's smile was broadening proportionately to the depot's approaching completion. SIMSBURY4 is on the right in the upper left shot and SIMSBURY3, the 1874 NH&N passenger station, is behind the photographer. By 1913 the CNE would be sharing SIMSBURY3 with the NYNH&H. The 1893 map snippet at lower left shows the two adjacent passenger stations. [REFS: WH/01/07/1881/02; WH/02/25/1881/03; CRC29.1882.31]
Dave Peters Collection
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Phil Wooding Collection
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Max Miller Collection
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SMITHS [M&C, 1885]
This station was on the Meriden and Cromwell RR in the western part of Middletown between the HIGHLAND and WESTFIELD stops. The val photo at left is dated 7/10/1916 and the image at middle looks like it is a closer look from the same shot. The rear of the station is seen in the southward-looking 6/9/1927 PUC inspection photo at right, putting the structure in the northwest quadrant at the grade crossing. [rev041613]
Click here to continue
This station was on the Meriden and Cromwell RR in the western part of Middletown between the HIGHLAND and WESTFIELD stops. The val photo at left is dated 7/10/1916 and the image at middle looks like it is a closer look from the same shot. The rear of the station is seen in the southward-looking 6/9/1927 PUC inspection photo at right, putting the structure in the northwest quadrant at the grade crossing. [rev041613]
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