Track 12: CT Passenger Stations, SO
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.
SOUND BEACH1 [NYNH&H, c1882, EB]
This stop first appears on timetables and maps around 1882. It may have been the outgrowth of efforts reported in the Palladium to build a depot at Marshall's Corners in Greenwich, halfway between Riverside and Stamford, with local property owners subscribing $1,000 for a depot to be maintained thereafter by the railroad company. This structure must be the one reported by the Register to "have caught fire and burned to the ground, causing all east bound trains to be delayed" on 1/26/1892. The NRHP nomination form for SOUND BEACH3 [see below] says that the railroad "reluctantly allowed" this station to be built around 1875. We cannot comment on the reluctance, but that date does not square with the timetable and map evidence. It also says, plausibly, that the name of the stop was chosen because the NYNH&H did not like stations with similar names and GREENWICH, farther west, was already taken. The NRHP research does corroborate that the first station was "constructed, furnished and operated at the expense of the area's residents." [REFS: 1851TT; 1879TT; NHDP/04/05/1879/04; RRM1882; 1883TT; HC/07/30/1890/06; NHER/01/17/1892/03]
This stop first appears on timetables and maps around 1882. It may have been the outgrowth of efforts reported in the Palladium to build a depot at Marshall's Corners in Greenwich, halfway between Riverside and Stamford, with local property owners subscribing $1,000 for a depot to be maintained thereafter by the railroad company. This structure must be the one reported by the Register to "have caught fire and burned to the ground, causing all east bound trains to be delayed" on 1/26/1892. The NRHP nomination form for SOUND BEACH3 [see below] says that the railroad "reluctantly allowed" this station to be built around 1875. We cannot comment on the reluctance, but that date does not square with the timetable and map evidence. It also says, plausibly, that the name of the stop was chosen because the NYNH&H did not like stations with similar names and GREENWICH, farther west, was already taken. The NRHP research does corroborate that the first station was "constructed, furnished and operated at the expense of the area's residents." [REFS: 1851TT; 1879TT; NHDP/04/05/1879/04; RRM1882; 1883TT; HC/07/30/1890/06; NHER/01/17/1892/03]
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SOUND BEACH2 [NYNH&H, 1892, EB]
The NYNH&H replaced the burned-out depot with a new one, again on the east side of the tracks. While we do not know the style of its predecessor, the replacement was done in the saltbox style that was popular with the Consolidated at the time. A real estate card dates this structure, most likely in error, to 1891 and gives its dimensions as approximately 11x21 feet. The 1962 date on the card indicates that it was still standing at that time. The val photo at left dates to 1916. The Dodd RHA image at right is a March, 1946 view that looks east with SOUND BEACH2 on the south side of the tracks. [REFS: NHER/01/27/1892/03; NHER/01/23/1900/03; HC/01/24/1900/03]
The NYNH&H replaced the burned-out depot with a new one, again on the east side of the tracks. While we do not know the style of its predecessor, the replacement was done in the saltbox style that was popular with the Consolidated at the time. A real estate card dates this structure, most likely in error, to 1891 and gives its dimensions as approximately 11x21 feet. The 1962 date on the card indicates that it was still standing at that time. The val photo at left dates to 1916. The Dodd RHA image at right is a March, 1946 view that looks east with SOUND BEACH2 on the south side of the tracks. [REFS: NHER/01/27/1892/03; NHER/01/23/1900/03; HC/01/24/1900/03]
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SOUND BEACH3 [NYNH&H, 1892, WB]
This much larger saltbox station, built on the westbound side in 1892, measures 71x26 feet and was moved to the realigned ROW with the four-tracking and elevation project of 1895. Both these stations would be renamed OLD GREENWICH in 1931. SOUND BEACH3 received an NRHP designation [click here] in 1989. Restored after an arson fire on 8/19/2002, it continues to serve Metro-North customers in 2011. [REFS: R80]
This much larger saltbox station, built on the westbound side in 1892, measures 71x26 feet and was moved to the realigned ROW with the four-tracking and elevation project of 1895. Both these stations would be renamed OLD GREENWICH in 1931. SOUND BEACH3 received an NRHP designation [click here] in 1989. Restored after an arson fire on 8/19/2002, it continues to serve Metro-North customers in 2011. [REFS: R80]
SOUND VIEW1 [NYNH&H, 1892]
Stop established in the town of Old Lyme by the NYNH&H in 1892.
Stop established in the town of Old Lyme by the NYNH&H in 1892.
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SOUND VIEW2 [NYNH&H, 1912]
[REFS: NHAR41.1912.10]
[REFS: NHAR41.1912.10]
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SOUTH BRITAIN [NYNH&H, c1915]
This flag stop probably debuted around 1915. It was not on the list of stations when the NY&NE opened the extension to the Hudson River in 1881 and it is neither on their real estate maps for 1886, revised in some cases to 1889, nor on any of the system maps we have from 1889 to 1895. The newspaper in late in 1880 said of the stations in this town that the SOUTHBURY depot had been centrally positioned so as to serve that village, Woodbury and South Britain, but that the inconvenient location chosen "will probably discommode all of them." Rockey, writing in 1892, says the only stops in this town were POMPERAUG VALLEY, aka SOUTHBURY, and SOUTHFORD. The first mention of a depot here in any of the sources is in 1917 as a flag stop and it is still listed as such for four daily trains each way on our 1923 timetable, probably abandoned thereafter with the cutbacks of 1925. We have its location as being just north of I-84 at the Ichabod Rd. overpass. The 1915 val map shows the station standing on the south side of the track. If you look closely at both of these shots, you can see that there is no rear wall in this unusual shelter. Also noteworthy is the paddle mechanism that was raised to notify the train that there was a passenger waiting. [REFS: DN/11/24/1880/??; DN/12/01/1880/??; DN/07/27/1881/01; PTH418.1907.??: no; PTH1917: yes; D139; R2.782]
This flag stop probably debuted around 1915. It was not on the list of stations when the NY&NE opened the extension to the Hudson River in 1881 and it is neither on their real estate maps for 1886, revised in some cases to 1889, nor on any of the system maps we have from 1889 to 1895. The newspaper in late in 1880 said of the stations in this town that the SOUTHBURY depot had been centrally positioned so as to serve that village, Woodbury and South Britain, but that the inconvenient location chosen "will probably discommode all of them." Rockey, writing in 1892, says the only stops in this town were POMPERAUG VALLEY, aka SOUTHBURY, and SOUTHFORD. The first mention of a depot here in any of the sources is in 1917 as a flag stop and it is still listed as such for four daily trains each way on our 1923 timetable, probably abandoned thereafter with the cutbacks of 1925. We have its location as being just north of I-84 at the Ichabod Rd. overpass. The 1915 val map shows the station standing on the south side of the track. If you look closely at both of these shots, you can see that there is no rear wall in this unusual shelter. Also noteworthy is the paddle mechanism that was raised to notify the train that there was a passenger waiting. [REFS: DN/11/24/1880/??; DN/12/01/1880/??; DN/07/27/1881/01; PTH418.1907.??: no; PTH1917: yes; D139; R2.782]
SOUTH CHESTER [> CHESTER2]
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Lee Carlson photo
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SOUTH COVENTRY [NLW&P, 1850]
This stop was established in 1850 by the NLW&P. The location is seen on the 1857TC map at upper left and its image is found on the 1878 bird's-eye map at upper middle. The station is still extant as seen in the 2013 photo at right. [REFS: R90][rev041713]
This stop was established in 1850 by the NLW&P. The location is seen on the 1857TC map at upper left and its image is found on the 1878 bird's-eye map at upper middle. The station is still extant as seen in the 2013 photo at right. [REFS: R90][rev041713]
SOUTH KENT1 [HRR, c1860]
The HRR opened its line north of New Milford in 1842. Although there was a post office here from 1857 until 1864 and it was reestablished in 1872, there is no station on any HRR timetable we have seen. Like NORTH KENT, also unlisted, trains still may have picked up passengers here. The first mention of a railroad station is in Atwater's 1897 History of Kent [p100] wherein he says VanNess Chase, the storekeeper, "waves a red flag for trains to stop, but has no tickets to sell." Since Atwater claims the depot was the size of an umbrella(!), we have listed this entry for the first station. [rev041713]
The HRR opened its line north of New Milford in 1842. Although there was a post office here from 1857 until 1864 and it was reestablished in 1872, there is no station on any HRR timetable we have seen. Like NORTH KENT, also unlisted, trains still may have picked up passengers here. The first mention of a railroad station is in Atwater's 1897 History of Kent [p100] wherein he says VanNess Chase, the storekeeper, "waves a red flag for trains to stop, but has no tickets to sell." Since Atwater claims the depot was the size of an umbrella(!), we have listed this entry for the first station. [rev041713]
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SOUTH KENT2 [NYNH&H, c1900?]
The 'pigtail' reference on the building behind the station goes back to the names this area was known by, including Hopson Corners, Pigtail Corners, and Bulls Bridge. Legend has it that the porcine name, favored by locals, came from an incident in which one feuding neighbor cut the tail off the pig of his enemy. Alternately, the name may have come from the irregular layout of the intersecting Bulls Bridge Rd. and today's Rte. 7. Regardless, the nearby South Kent School has used the 'against the world' rallying call and the student newspaper is The Pigtail even today [click here]. This station would subsequently be named LILY LAKE in 1913 and finally WOODROW the next year, due to a wreck in 1913 at NORTH KENT. The renaming was at the suggestion of the Public Utilities Commission, which said that too many KENT stations may have caused the engineer's confusion that resulted in the accident. The LILY LAKE name, unpopular with local residents, was to be changed to WOODROW with the printing of the next timetable, (in April, 1914?) in honor of the recently elected President Wilson. Interestingly, the NYT article reported that town of Kent in its entirety had voted for William Howard Taft over Wilson 94-86 in the 1912 election. The gentleman thumbing his nose is said to be Irving N. Drake who acted as chauffeur to famed railroad-station photographer Louis H. Benton in the 1930s. Benton appears in one of our BRANFORD2 photographs. While some have conjectured that Drake is showing displeasure at the renaming of this station, the name of which is not even visible here, it is more widely thought that the pair has gotten the bum's rush from the station agent. According to an online posting, the NHRR was allowed to close WOODROW in 1946 on condition that it stop trains when classes at South Kent School recessed or reconvened. [REFS: HDC/04/28/1859/02: Pigtail; CWN/12/27/1872/02; NYT/12/21/1913/01; HC/12/21/1913/21; D71]
The 'pigtail' reference on the building behind the station goes back to the names this area was known by, including Hopson Corners, Pigtail Corners, and Bulls Bridge. Legend has it that the porcine name, favored by locals, came from an incident in which one feuding neighbor cut the tail off the pig of his enemy. Alternately, the name may have come from the irregular layout of the intersecting Bulls Bridge Rd. and today's Rte. 7. Regardless, the nearby South Kent School has used the 'against the world' rallying call and the student newspaper is The Pigtail even today [click here]. This station would subsequently be named LILY LAKE in 1913 and finally WOODROW the next year, due to a wreck in 1913 at NORTH KENT. The renaming was at the suggestion of the Public Utilities Commission, which said that too many KENT stations may have caused the engineer's confusion that resulted in the accident. The LILY LAKE name, unpopular with local residents, was to be changed to WOODROW with the printing of the next timetable, (in April, 1914?) in honor of the recently elected President Wilson. Interestingly, the NYT article reported that town of Kent in its entirety had voted for William Howard Taft over Wilson 94-86 in the 1912 election. The gentleman thumbing his nose is said to be Irving N. Drake who acted as chauffeur to famed railroad-station photographer Louis H. Benton in the 1930s. Benton appears in one of our BRANFORD2 photographs. While some have conjectured that Drake is showing displeasure at the renaming of this station, the name of which is not even visible here, it is more widely thought that the pair has gotten the bum's rush from the station agent. According to an online posting, the NHRR was allowed to close WOODROW in 1946 on condition that it stop trains when classes at South Kent School recessed or reconvened. [REFS: HDC/04/28/1859/02: Pigtail; CWN/12/27/1872/02; NYT/12/21/1913/01; HC/12/21/1913/21; D71]
SOUTH KILLINGLY [> KILLINGLY]
SOUTH LYME1 [NH&NL, 1852]
Line built in 1852 by the NH&NL. No photo. We need to ascertain when the stop was established.
SOUTH LYME1 [NH&NL, 1852]
Line built in 1852 by the NH&NL. No photo. We need to ascertain when the stop was established.
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SOUTH LYME2 [NYNH&H, 1895]
[REFS: CRC43.1895.13]
[REFS: CRC43.1895.13]
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SOUTH MANCHESTER [SM, 1869]
This station is seen on the 1880 Bailey map at lower left [click here], appropriately located amidst the silk-mill buildings of the Cheney family, which paid for the 2.25-mile South Manchester RR to bring trains to its door. Upon completion in June, 1869, the road was sold to the HP&F but bought back in 1879 by the Cheneys who were dissatisfied with the service. Lewis [SAS] says that the station pictured here was only built as of that date. The woodcut at upper left from Harper's New Monthly magazine of November, 1872, however, shows the depot standing then. Based on that and the fact that it seems unlikely that this branch was run for 10 years without a station at its southern terminus, we are sticking with 1869. Plans were drawn for a new brick depot in 1889 at Elm and Park Sts., one purpose of which was to eliminate the Forest St. grade crossing, but it was never built. The safety issue was not addressed until 20 years later when the old depot was moved about 1,000 feet north to just above Forest St., an action approved on 10/22/1910 by the railroad commissioners. The 1893 map [lower middle] shows the original location and the 1914 Hughes and Bailey map [lower right] shows it moved farther north. It stood until 1955, its last incarnations as a restaurant and finally as headquarters for the local Socialist Party. Ed Ozog comments that the photo at upper middle shows a train pulled by SMRR 2-4-4T #3. The NYNH&H took over in 1933 on the condition that the passenger service was dropped and the line was operated until it was handed over to Penn Central in 1969. All service ended under Conrail. [REFS: HDC/05/22/1869/02; HDC/06/29/1869/02; HC/08/05/1889/06; CRC49.1901.24; CRC58.1910.14; HC/09/30/1910/17; HC/10/25/1910/07; HC/10/09/1981/C9; SAS p24,27]
This station is seen on the 1880 Bailey map at lower left [click here], appropriately located amidst the silk-mill buildings of the Cheney family, which paid for the 2.25-mile South Manchester RR to bring trains to its door. Upon completion in June, 1869, the road was sold to the HP&F but bought back in 1879 by the Cheneys who were dissatisfied with the service. Lewis [SAS] says that the station pictured here was only built as of that date. The woodcut at upper left from Harper's New Monthly magazine of November, 1872, however, shows the depot standing then. Based on that and the fact that it seems unlikely that this branch was run for 10 years without a station at its southern terminus, we are sticking with 1869. Plans were drawn for a new brick depot in 1889 at Elm and Park Sts., one purpose of which was to eliminate the Forest St. grade crossing, but it was never built. The safety issue was not addressed until 20 years later when the old depot was moved about 1,000 feet north to just above Forest St., an action approved on 10/22/1910 by the railroad commissioners. The 1893 map [lower middle] shows the original location and the 1914 Hughes and Bailey map [lower right] shows it moved farther north. It stood until 1955, its last incarnations as a restaurant and finally as headquarters for the local Socialist Party. Ed Ozog comments that the photo at upper middle shows a train pulled by SMRR 2-4-4T #3. The NYNH&H took over in 1933 on the condition that the passenger service was dropped and the line was operated until it was handed over to Penn Central in 1969. All service ended under Conrail. [REFS: HDC/05/22/1869/02; HDC/06/29/1869/02; HC/08/05/1889/06; CRC49.1901.24; CRC58.1910.14; HC/09/30/1910/17; HC/10/25/1910/07; HC/10/09/1981/C9; SAS p24,27]
SOUTH NORFOLK [> GRANTS]
SOUTH NORWALK [> NORWALK]
SOUTH NORWALK [> NORWALK]
ICC Collection/NARA
SOUTH STREET1 [WL&S, 1870]
According to an article in the Springfield Republican, this as well as BOSTON NECK and WOODS were original stops on the branch that terminated in SUFFIELD. The line was built by Windsor Locks and Suffield RR in 1870 with the backing of H&NH and with a contribution of $25,000 from Suffield, an investment the town never regretted according to one history. We think it likely that the first station looked like the other way stations on this branch so we have copied WOODS here. [REFS: SR/12/12/1870/08; Memorial History of Hartford County, p407][rev110112]
According to an article in the Springfield Republican, this as well as BOSTON NECK and WOODS were original stops on the branch that terminated in SUFFIELD. The line was built by Windsor Locks and Suffield RR in 1870 with the backing of H&NH and with a contribution of $25,000 from Suffield, an investment the town never regretted according to one history. We think it likely that the first station looked like the other way stations on this branch so we have copied WOODS here. [REFS: SR/12/12/1870/08; Memorial History of Hartford County, p407][rev110112]
Max Miller Collection
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ICC Collection/NARA
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SOUTH STREET2 [NYNH&H, 1915/16]
The NYNH&H annual report dated 6/30/1916 says a new station was built here within the last fiscal year. The ICC val photo is dated 8/10/1916 which proves that this is the replacement structure, as we were inclined to think already for the look that differs from the other stations on the line. [REFS: NHAR45.1916.10][rev110112]
The NYNH&H annual report dated 6/30/1916 says a new station was built here within the last fiscal year. The ICC val photo is dated 8/10/1916 which proves that this is the replacement structure, as we were inclined to think already for the look that differs from the other stations on the line. [REFS: NHAR45.1916.10][rev110112]
Dave Peters Collection
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SOUTH WETHERSFIELD [CV, 1872]
According to the Courant, this depot was being built by locals in 1872. [REFS: HDC/09/22/1872/04; HDC/1204/1875/01: late night burglary; Memorial History of Hartford County, p482]
According to the Courant, this depot was being built by locals in 1872. [REFS: HDC/09/22/1872/04; HDC/1204/1875/01: late night burglary; Memorial History of Hartford County, p482]
SOUTH WILLINGTON1 [NLN, 1850]
According to the Courant, this station burned in 1890 after the passage of the boat train that evening, even though everything had "appeared to be all right" The depot was described as being "a small inferior looking building" and it was hoped that the new one would be "more in keeping with that enterprising and growing village." [REFS: HC/09/06/1890/06]
According to the Courant, this station burned in 1890 after the passage of the boat train that evening, even though everything had "appeared to be all right" The depot was described as being "a small inferior looking building" and it was hoped that the new one would be "more in keeping with that enterprising and growing village." [REFS: HC/09/06/1890/06]
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SOUTH WILLINGTON2 [CVT, 1891/92]
Presumably built in late 1890 or early 1891 after the first station burned.
Presumably built in late 1890 or early 1891 after the first station burned.
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SOUTH WILTON [D&N, 1852, as KENT]
This was an original D&N stop from 1852 and is seen as KENT on the 1868 map at lower left. According to the reference work, Connecticut Place Names, Kent was a popular surname in the Norwalk River valley and it dated back to 1699 for a resident living nearby. The structure seen in all the photos may well be the one that dated back to 1852. The name was later changed to SOUTH WILTON probably in 1886 with the lease of the D&N by the HRR, likely to avoid confusion with its station in the town of Kent. Cornwall [p88] has an employee timetable from April, 1933 that shows this station called HOPKINS. The only attribution we can find for this later name is its "use by R.R. men c. 1914 as the name of S. Wilton," again in CPN. Public timetables we have from 1889 to 1956 show SOUTH WILTON exclusively. Service here was by bus increasingly until it took over completely by the latter date. There is no listing at all for this stop on a 1971TT in Cornwall [p94] but he says it reappeared nearby in 1976 as KENT ROAD. The two upper photos are from PUC inspections, with the subsequent notation on the one on the left that this station building was 'out' as of 5/22/1939. The 1915 val map at lower right shows the station in the northeast quadrant of the crossing. [REFS: DC/09/03/1872/02; CPN, p679; P17,32,45,68,78,88,94,103c; SL17.1.10]
This was an original D&N stop from 1852 and is seen as KENT on the 1868 map at lower left. According to the reference work, Connecticut Place Names, Kent was a popular surname in the Norwalk River valley and it dated back to 1699 for a resident living nearby. The structure seen in all the photos may well be the one that dated back to 1852. The name was later changed to SOUTH WILTON probably in 1886 with the lease of the D&N by the HRR, likely to avoid confusion with its station in the town of Kent. Cornwall [p88] has an employee timetable from April, 1933 that shows this station called HOPKINS. The only attribution we can find for this later name is its "use by R.R. men c. 1914 as the name of S. Wilton," again in CPN. Public timetables we have from 1889 to 1956 show SOUTH WILTON exclusively. Service here was by bus increasingly until it took over completely by the latter date. There is no listing at all for this stop on a 1971TT in Cornwall [p94] but he says it reappeared nearby in 1976 as KENT ROAD. The two upper photos are from PUC inspections, with the subsequent notation on the one on the left that this station building was 'out' as of 5/22/1939. The 1915 val map at lower right shows the station in the northeast quadrant of the crossing. [REFS: DC/09/03/1872/02; CPN, p679; P17,32,45,68,78,88,94,103c; SL17.1.10]
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Joseph Cerreto Collection
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SOUTH WINDHAM1 [NLW&P, 1849]
The photo at upper left appears in Woodward who says that the shot is ca. 1883 and that this 72x30-ft brick combination station with portico was authorized by the directors on 11/16/1849 and built by the end of that year. The middle picture with the water tank looks ca. 1900. The portico has come down and the wood shed beyond the station has also been removed. The captioning on the photo at right makes it a Louis H. Benton 1930s shot, though that is not Drake posing and the touring car is not in sight either. Woodward also says this location was known as Spaffordsville. The map shows this depot highlighted at the left. The one at the right SOUTH WINDHAM2, the station for the HP&F, which had become the NY&NE by the time of this 1893 map. [REFS: R92; W32f][rev041713]
The photo at upper left appears in Woodward who says that the shot is ca. 1883 and that this 72x30-ft brick combination station with portico was authorized by the directors on 11/16/1849 and built by the end of that year. The middle picture with the water tank looks ca. 1900. The portico has come down and the wood shed beyond the station has also been removed. The captioning on the photo at right makes it a Louis H. Benton 1930s shot, though that is not Drake posing and the touring car is not in sight either. Woodward also says this location was known as Spaffordsville. The map shows this depot highlighted at the left. The one at the right SOUTH WINDHAM2, the station for the HP&F, which had become the NY&NE by the time of this 1893 map. [REFS: R92; W32f][rev041713]
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SOUTH WINDHAM2 [HP&F, 1854]
This is the HP&F depot that presumably dates to 1854 when this line was opened, though we wonder if it is not too large to have been built at such an early date. The map shows this location north of the Shetucket River and also shows the NLW&P depot location south of the river.
This is the HP&F depot that presumably dates to 1854 when this line was opened, though we wonder if it is not too large to have been built at such an early date. The map shows this location north of the Shetucket River and also shows the NLW&P depot location south of the river.
SOUTH WINDSOR1 [CC, 1876]
This photo carries a ca. 1904 date in Phil Wooding's collection. Presumably, this was the station built when the CC opened in 1876 and established a stop here. This shot is sometimes seen mislabeled as EAST WINDSOR HILL. This station must be the one that burned, as related by the railroad commissioners in their 1910 annual report. One factor that helped place this photo here is the siding track running around the back of the depot. It is visible, again with a rail car or two, in the shots of SOUTH WINDSOR2 in our next entry. [REFS: CRC58.1910.14]
This photo carries a ca. 1904 date in Phil Wooding's collection. Presumably, this was the station built when the CC opened in 1876 and established a stop here. This shot is sometimes seen mislabeled as EAST WINDSOR HILL. This station must be the one that burned, as related by the railroad commissioners in their 1910 annual report. One factor that helped place this photo here is the siding track running around the back of the depot. It is visible, again with a rail car or two, in the shots of SOUTH WINDSOR2 in our next entry. [REFS: CRC58.1910.14]
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SOUTH WINDSOR2 [NYNH&H, 1911]
The ca. 1930 Louis H. Benton photo at left has Irving N. Drake sitting on the steps and his iconic touring parked car out of sight. The PUC inspection photo at middle is dated 10/15/1925 and shows the depot in the northwest quadrant of the grade crossing. The 1915 val map at right shows the station area and the bow-shaped siding track around the back of the depot. [REFS: NHAR40.1911.11; HC/01/21/1915/17]
The ca. 1930 Louis H. Benton photo at left has Irving N. Drake sitting on the steps and his iconic touring parked car out of sight. The PUC inspection photo at middle is dated 10/15/1925 and shows the depot in the northwest quadrant of the grade crossing. The 1915 val map at right shows the station area and the bow-shaped siding track around the back of the depot. [REFS: NHAR40.1911.11; HC/01/21/1915/17]
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SOUTHBURY [NY&NE, 1881]
This was the name of this NY&NE station on opening and also appears as such on an 1889 system map. In the fashion of some stops, it had the alternate name of POMPERAUG VALLEY, and the two sometimes even appear in combination with each other. Both names, in fact, appear on a list of stations compiled by the state railroad commissioners themselves, with exactly the same 46.9 mileage point from Hartford. Multiple and similar-sounding names became the focus of Interstate Commerce Commission safety efforts for renaming stops in 1915. [REFS: DN/07/27/1881/01; CRC30.1883.62; RAM99: both names; D138; SL29.1.8][rev041713]
This was the name of this NY&NE station on opening and also appears as such on an 1889 system map. In the fashion of some stops, it had the alternate name of POMPERAUG VALLEY, and the two sometimes even appear in combination with each other. Both names, in fact, appear on a list of stations compiled by the state railroad commissioners themselves, with exactly the same 46.9 mileage point from Hartford. Multiple and similar-sounding names became the focus of Interstate Commerce Commission safety efforts for renaming stops in 1915. [REFS: DN/07/27/1881/01; CRC30.1883.62; RAM99: both names; D138; SL29.1.8][rev041713]
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SOUTHFORD [NY&NE, 1881]
This station was said in the Danbury News to be "a fair example of the large stations on the NY&NE westward extension," with "seperate (sic) waiting rooms for the sexes, with toilet conveniences, and telegraph office, and ticket office." Coverage in the Courant goes on to say that the interior finish was oiled wood and the exterior was painted olive green, with red trim and brown roof and that the freight house was in the same building but more plainly finished. To avoid confusion with SOUTHBURY, this station would be renamed OXFORD around 1915. SOUTHFORD, SANDY HOOK, and SOUTHBURY look virtually identical in design. All the extension stations, said to be 12 in number, were contracted to Leman (often misspelled Leaman) Oatman, a well-known Hartford builder. It would appear that he superimposed the freight portion on the rear and over the square passenger section, which by itself might look like the smaller stations of MILL PLAIN, NEWTOWN3, and TOWANTIC. A Courant article, which gives his first name as James, says that he had already finished the Connecticut stations and that he had gotten the contract for the stations from Brewsters to Fishkill. As for the 12 stations, if you count BRADLEY STATION, which is not mentioned on opening day, and FAIR GROUNDS2, where a station was not built as far as we know, then there were exactly a dozen stops from Waterbury to Mill Plain. The val map shows the arrangement of the railroad facilities here in 1915, including the milk house. The passenger station stood in the southeast quadrant at the grade crossing at today's Rte. 188. The OXFORD station burned to the ground on 6/10/1987, according to an article by Richard Ryan in a newspaper that is not identified on the photocopy we have. The structure was being used for storage at the time. The shot at lower right is one we took in the late 1970s. Shorn of its passenger canopy, the structure still showed the telegraph bay on the track side. [REFS: HDC/08/23/1880/02; HDC/06/21/1881/02; HDC/07/23/1881/02; DN/07/27/1881/01; D137][rev041713]
This station was said in the Danbury News to be "a fair example of the large stations on the NY&NE westward extension," with "seperate (sic) waiting rooms for the sexes, with toilet conveniences, and telegraph office, and ticket office." Coverage in the Courant goes on to say that the interior finish was oiled wood and the exterior was painted olive green, with red trim and brown roof and that the freight house was in the same building but more plainly finished. To avoid confusion with SOUTHBURY, this station would be renamed OXFORD around 1915. SOUTHFORD, SANDY HOOK, and SOUTHBURY look virtually identical in design. All the extension stations, said to be 12 in number, were contracted to Leman (often misspelled Leaman) Oatman, a well-known Hartford builder. It would appear that he superimposed the freight portion on the rear and over the square passenger section, which by itself might look like the smaller stations of MILL PLAIN, NEWTOWN3, and TOWANTIC. A Courant article, which gives his first name as James, says that he had already finished the Connecticut stations and that he had gotten the contract for the stations from Brewsters to Fishkill. As for the 12 stations, if you count BRADLEY STATION, which is not mentioned on opening day, and FAIR GROUNDS2, where a station was not built as far as we know, then there were exactly a dozen stops from Waterbury to Mill Plain. The val map shows the arrangement of the railroad facilities here in 1915, including the milk house. The passenger station stood in the southeast quadrant at the grade crossing at today's Rte. 188. The OXFORD station burned to the ground on 6/10/1987, according to an article by Richard Ryan in a newspaper that is not identified on the photocopy we have. The structure was being used for storage at the time. The shot at lower right is one we took in the late 1970s. Shorn of its passenger canopy, the structure still showed the telegraph bay on the track side. [REFS: HDC/08/23/1880/02; HDC/06/21/1881/02; HDC/07/23/1881/02; DN/07/27/1881/01; D137][rev041713]
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SOUTHINGTON1 [NH&N, 1849]
The location is seen to be the same on the 1855HC map at left and on the 1868 Beers map at middle. The image at right is from the Bailey 1878 bird's-eye map [click here] and shows the approximate location of the first depot at the red X and the site of the successor station at the red arrow. Inasmuch as Bailey was sketching the town only a few years after the first station was abandoned, it is very likely that it is one of the buildings adjacent to the red X, in the block between High and Centre Sts.
The location is seen to be the same on the 1855HC map at left and on the 1868 Beers map at middle. The image at right is from the Bailey 1878 bird's-eye map [click here] and shows the approximate location of the first depot at the red X and the site of the successor station at the red arrow. Inasmuch as Bailey was sketching the town only a few years after the first station was abandoned, it is very likely that it is one of the buildings adjacent to the red X, in the block between High and Centre Sts.
Dave Peters Collection
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Dave Peters Collection
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SOUTHINGTON2 [NH&N, 1874]
The 1878 Bailey bird's-eye sketch at right shows the second depot. It opened on 5/6/1874 and, with the concurrent abandonment of PLANTSVILLE, sparked an historic legal controversy that would last for years. [REFS: HDC/05/06/1874/04; CRC22.1875.34]
The 1878 Bailey bird's-eye sketch at right shows the second depot. It opened on 5/6/1874 and, with the concurrent abandonment of PLANTSVILLE, sparked an historic legal controversy that would last for years. [REFS: HDC/05/06/1874/04; CRC22.1875.34]
SOUTHINGTON CORNERS [> PLANTSVILLE]
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SOUTHINGTON ROAD [M&W, 1892]
The val photo at upper left is dated 8/30/1916, less than a year before passenger service would cease. The 1893 topo map at middle shows that the station sat just east of Rte. 10. and north of the track that ran above Creamery Rd. in the town of Cheshire. This stop is not on the opening day timetable in Snow but the excursion poster at lower left says that it was in existence by July, 1892. The timing may have had something to do with lease of the MW&CR by the NY&NE late in that year. The val map at right dates to 1915 and shows the arrangement at that time, with a separate platform across the access road that ran west of the station structure. Click here for the full val map. [REFS: S14,21,29]
The val photo at upper left is dated 8/30/1916, less than a year before passenger service would cease. The 1893 topo map at middle shows that the station sat just east of Rte. 10. and north of the track that ran above Creamery Rd. in the town of Cheshire. This stop is not on the opening day timetable in Snow but the excursion poster at lower left says that it was in existence by July, 1892. The timing may have had something to do with lease of the MW&CR by the NY&NE late in that year. The val map at right dates to 1915 and shows the arrangement at that time, with a separate platform across the access road that ran west of the station structure. Click here for the full val map. [REFS: S14,21,29]
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SOUTHPORT1 [NY&NH, 1849]
This stop was an original one on the NY&NH, as shown by the 2/9/1849 schedule, and its location is seen on the 1856FC map at middle. The small board and batten, cross-gabled Gothic structure lasted until 5/17/1884 when it caught fire from the sparks of a passing locomotive. It was valued at $8,000. The conflagration also took the adjacent Congregational Church. [REFS: HDC/05/19/1884/04][rev041713]
This stop was an original one on the NY&NH, as shown by the 2/9/1849 schedule, and its location is seen on the 1856FC map at middle. The small board and batten, cross-gabled Gothic structure lasted until 5/17/1884 when it caught fire from the sparks of a passing locomotive. It was valued at $8,000. The conflagration also took the adjacent Congregational Church. [REFS: HDC/05/19/1884/04][rev041713]
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SOUTHPORT2 [NYNH&H, 1884]
This depot was built to replace SOUTHPORT1. The new brick station cost $8,500 and opened in August of 1884. Still standing in 2013, it received an NRHP designation in 1989. [CRC32.1885.9; NHAR13.1885.8; R92]
This depot was built to replace SOUTHPORT1. The new brick station cost $8,500 and opened in August of 1884. Still standing in 2013, it received an NRHP designation in 1989. [CRC32.1885.9; NHAR13.1885.8; R92]
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SOUTHPORT3 [NYNH&H, c1895, WB]
This station on the westbound side was built with the four-tracking of the mid-1890s, though John Roy [p93] gives it a date range from 1875 to 1899. The station received an NRHP designation in 1989. Damaged by fire on 1/4/2008, it has been refurbished and still stands as one of the few remaining saltbox-style stations on the New Haven line.
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This station on the westbound side was built with the four-tracking of the mid-1890s, though John Roy [p93] gives it a date range from 1875 to 1899. The station received an NRHP designation in 1989. Damaged by fire on 1/4/2008, it has been refurbished and still stands as one of the few remaining saltbox-style stations on the New Haven line.
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