Track 12: CT Passenger Stations, T-TH
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.
|
|
TACONIC [CW, 1871, as CHAPINVILLE]
Opens with the debut of the CW as CHAPINVILLE late in 1871, first a flag stop and then a regular station by ETT#6 (6/5/1872). By October, 1872, the Winsted Herald reported that "the depot in Chapinville is being driven ahead" and the CWN said "it is well advanced toward completion." The 1880 NY&NE appraisal of CW assets said this station was in good condition and valued it at $1800. Renamed in 1915 per ICC order eliminating '-ville' names and others potentially confusing for train crews. [REFS: HDC/12/21/1871/02; CWN/10/25/1872/02; WH/10/23/1872/03; CW/NYNE1880; N3.92: 1938 photo]
Opens with the debut of the CW as CHAPINVILLE late in 1871, first a flag stop and then a regular station by ETT#6 (6/5/1872). By October, 1872, the Winsted Herald reported that "the depot in Chapinville is being driven ahead" and the CWN said "it is well advanced toward completion." The 1880 NY&NE appraisal of CW assets said this station was in good condition and valued it at $1800. Renamed in 1915 per ICC order eliminating '-ville' names and others potentially confusing for train crews. [REFS: HDC/12/21/1871/02; CWN/10/25/1872/02; WH/10/23/1872/03; CW/NYNE1880; N3.92: 1938 photo]
|
|
|
|
|
|
TAFTS [N&W, 1840]
Also called TAFTVILLE, this stop was established in the northeastern part of the town of Norwich when the N&W opened in 1840. The muddy, but interesting, side view of this station at upper middle shows the excitement of the kids at the approaching train which will take them to the PWC(?) Bake on 8/6/1916. The photo at lower left looks south. The N&W line is behind the station and Connecticut Co. trolley tracks in the center are heading to use the N&W north to Plainfield and Central Village. The track in the foreground goes to Ponemah Mills. The red arrow on the 1915 val map at lower middle points to the depot. At lower right, a train emerges from the Taftville tunnel which is a little further up the N&W. According to an early 1936 newspaper article, John Evans, who was contracted to demolish the old N&W roundhouse at the Norwich station, also got the job to raze TAFTS. The depot was reported at that time to have been "considerably wrecked of late, probably by boys who recently got into the building, tore out plumbing and overturned the stove. The Taftville station is a frame building and there is no further use for it as there is no passenger service on the road now." [REFS: NB/03/06/1936/00; Q148f; SL11.2.26][rev051613]
Also called TAFTVILLE, this stop was established in the northeastern part of the town of Norwich when the N&W opened in 1840. The muddy, but interesting, side view of this station at upper middle shows the excitement of the kids at the approaching train which will take them to the PWC(?) Bake on 8/6/1916. The photo at lower left looks south. The N&W line is behind the station and Connecticut Co. trolley tracks in the center are heading to use the N&W north to Plainfield and Central Village. The track in the foreground goes to Ponemah Mills. The red arrow on the 1915 val map at lower middle points to the depot. At lower right, a train emerges from the Taftville tunnel which is a little further up the N&W. According to an early 1936 newspaper article, John Evans, who was contracted to demolish the old N&W roundhouse at the Norwich station, also got the job to raze TAFTS. The depot was reported at that time to have been "considerably wrecked of late, probably by boys who recently got into the building, tore out plumbing and overturned the stove. The Taftville station is a frame building and there is no further use for it as there is no passenger service on the road now." [REFS: NB/03/06/1936/00; Q148f; SL11.2.26][rev051613]
Max Miller Collection
TAINTORS CROSSING [NYNH&H, c1900?]
We do not see the small station here that was supposed to be at this crossing. We have additional photos to scrutinize. [REFS: SAS27]
We do not see the small station here that was supposed to be at this crossing. We have additional photos to scrutinize. [REFS: SAS27]
TALCOTTVILLE1 [HP&F, 1849]
This line opened through the town of Vernon in 1849 but timetables we have seen show no station prior to 1872. The first mention of a structure here is in the Courant in 1867 where it is described as "a small depot station, with a board having the word Talcottville written upon it." In 1869, an article says that a commission wool house to be erected by the track nearby and the "little depot" was to be enlarged and a side track added. This may be the expanded station from 1869 that is mentioned in the article above. The image is from the 1895 Bailey bird's-eye map of Vernon and our red arrow points to the station. Between 1907 and 1924, there was electric car service from Burnside Jct. in East Hartford to Rockville along the old NY&NE. [REFS: HDC/03/15/1867/01; HDC/02/22/1869/04; HC/12/16/1907/10; HC/01/13/1908/01]
This line opened through the town of Vernon in 1849 but timetables we have seen show no station prior to 1872. The first mention of a structure here is in the Courant in 1867 where it is described as "a small depot station, with a board having the word Talcottville written upon it." In 1869, an article says that a commission wool house to be erected by the track nearby and the "little depot" was to be enlarged and a side track added. This may be the expanded station from 1869 that is mentioned in the article above. The image is from the 1895 Bailey bird's-eye map of Vernon and our red arrow points to the station. Between 1907 and 1924, there was electric car service from Burnside Jct. in East Hartford to Rockville along the old NY&NE. [REFS: HDC/03/15/1867/01; HDC/02/22/1869/04; HC/12/16/1907/10; HC/01/13/1908/01]
|
|
TALCOTTVILLE2 [NYNH&H, c1910?]
The handwriting at the bottom of the photo on the left identifies it as a Benton and Drake from ca. 1930. The val photo on the right appears to be dated 8/2/1916. [rev041913]
The handwriting at the bottom of the photo on the left identifies it as a Benton and Drake from ca. 1930. The val photo on the right appears to be dated 8/2/1916. [rev041913]
TALMADGE HILL1 [NC, 1868]
This flag stop goes back to the opening of the NCRR in 1868. What station structure first stood here is not known yet.
This flag stop goes back to the opening of the NCRR in 1868. What station structure first stood here is not known yet.
|
|
Max Miller Collection
|
TALMADGE HILL2 [NYNH&H, 1889]
The railroad commissioners report a shelter being built here in their 1889 annual report. It may be this one, with the canopy perhaps added later. The val map shows this station to have been on the west side of the track. Just to the north, a beautiful Dunkelberger bridge would be built over the Merritt Parkway which opened from Greenwich to Norwalk on June 29, 1938 [click here]. [REFS: HDC/08/27/1869/04; 1886TT; CRC37.1889.17]
The railroad commissioners report a shelter being built here in their 1889 annual report. It may be this one, with the canopy perhaps added later. The val map shows this station to have been on the west side of the track. Just to the north, a beautiful Dunkelberger bridge would be built over the Merritt Parkway which opened from Greenwich to Norwalk on June 29, 1938 [click here]. [REFS: HDC/08/27/1869/04; 1886TT; CRC37.1889.17]
Wikipedia
|
Wikipedia
|
Wikipedia
|
TALMADGE HILL3 [MN, 1990s?]
The current station actually consists of three structures, a square central enclosure and two auxiliary kiosks. The proximity to the Merritt Parkway overpass is seen in the shot at right that, of course, looks north. The compex is located just west of Old Stamford Rd., Rte. 106, at the intersection of Talmadge Hill Rd.
The current station actually consists of three structures, a square central enclosure and two auxiliary kiosks. The proximity to the Merritt Parkway overpass is seen in the shot at right that, of course, looks north. The compex is located just west of Old Stamford Rd., Rte. 106, at the intersection of Talmadge Hill Rd.
|
|
|
|
|
|
TARIFFVILLE1 [NH&N, 1850]
In 1850, the NH&N was extended from PLAINVILLE to COLLINSVILLE, GRANBY and TARIFFVILLE. We have no photograph of this first station. The NH&N annual report [p5] says service to Tariffville started in January, 1850. The depot here would stand on the north side of the track at the end of the spur until 1892. According to a revealing article in the Connecticut Western News, "The old building used as a railroad depot at Tariffville was destroyed by an incendiary fire on Wednesday evening of last week. It belonged to the Consolidated road and was erected when that company's branch track extended across the meadows. The C.N.E. & W. road have used it for 20 years but will now build a depot on the opposite side of the track and nearer the centre of the village. The loss will hardly exceed $200." As far back as 1883, there was a report that the H&CW was about the build a new station and freight depot in town a little to the south of this location and opposite the post office, but apparently that never happened. According to the Courant, TARIFFVILLE1 had become an "eyesore" in its later years and was described as "an old dilapedated (sic) shanty... called by courtesy the railroad station." The Ladies Village Improvement Society was going to "whitewash, paint, and paper..." the waiting room in April of 1892 but, before the good deed could be done, three tramps reportedly set fire to the building around 11:00 p.m. on the evening of May 5. The station contents were rescued, but, alas, it sounds like the paint pots, brushes, and ladders were not. The Winsted Citizen wrote the following requiem: "The Tariffville railroad station burned the other night. It was the meanest, shabbiest, dirtiest and most disgraceful hog pen on the road between Hartford and Poughkeepsie through courtesy known as an alleged railroad station, excepting, of course, the ancient old ark on the flat [WINSTED4](!). The 1855HC map [upper left] shows the layout of what would remain a spur into Tariffville once the Canal line was prevented from using it to continue on to Springfield. It is unclear exactly when NH&N service ended on this spur. The 1858GED still lists this as a station but it is not on any later timetables we have seen. Testimony in the 1898 hearings on the PR&NE's petition to cross the spur to get to Springfield said the line had only been discontinued in 1890. While that date is supported by the 1888 map [upper middle], various other sources indicate that the track was out earlier. The Register was perhaps closest to the truth when it said in 1899 that the NH&N track hadn't been used in 25 years and the 1915 val map [click here], while showing the wye connection with the NH&N main line, says [top right]: "Operation of the Tariffville Branch was discontinued in 1869. Tracks taken up in 1870." This timing coincided with the reemergence of the NH&N as an independent railroad when the NY&NH lease expired. Presumably, the 'liberated' company saw no use for the spur with the CW already being built and it just leased TARIFFVILLE1 to the newcomer. Several online postings say that some track near the Canal line wye is in the ground even today. Some also claim that the spur became a part of the CNE main line. It did not. Even if it had not been taken out in 1870, it was NYNH&H property once they leased the Canal line for a second time in 1887. The 2011 photo at bottom left shows what are presumed to be the earthen remains of the Canal line bridge across the Farmington River just west of TARIFFVILLE1, which, in spite of its 42-year existence, has yet to show up in any photographs. Between the tragic CW bridge collapse on 1/15/1878 and "The Battle for Springfield," as Bob Adams dubbed the latter, this village would go on to have a place in the history books all out of proportion to its size or importance in state railroad annals otherwise. [REFS: Ash, 1864, p41; HDC/12/21/1871/02; HDC/08/28/1872/02; WH/07/29/1881/02; SR/11/12/1883/06; HDC/09/20/1886/04; Poor, 1889, p55; HC/04/12/1892; HC/05/06/1892/06; WC/05/06/1892/00; CWN/05/12/1892/02; HC/10/11/1898/03; NHER/01/31/1899/01][rev121012]
In 1850, the NH&N was extended from PLAINVILLE to COLLINSVILLE, GRANBY and TARIFFVILLE. We have no photograph of this first station. The NH&N annual report [p5] says service to Tariffville started in January, 1850. The depot here would stand on the north side of the track at the end of the spur until 1892. According to a revealing article in the Connecticut Western News, "The old building used as a railroad depot at Tariffville was destroyed by an incendiary fire on Wednesday evening of last week. It belonged to the Consolidated road and was erected when that company's branch track extended across the meadows. The C.N.E. & W. road have used it for 20 years but will now build a depot on the opposite side of the track and nearer the centre of the village. The loss will hardly exceed $200." As far back as 1883, there was a report that the H&CW was about the build a new station and freight depot in town a little to the south of this location and opposite the post office, but apparently that never happened. According to the Courant, TARIFFVILLE1 had become an "eyesore" in its later years and was described as "an old dilapedated (sic) shanty... called by courtesy the railroad station." The Ladies Village Improvement Society was going to "whitewash, paint, and paper..." the waiting room in April of 1892 but, before the good deed could be done, three tramps reportedly set fire to the building around 11:00 p.m. on the evening of May 5. The station contents were rescued, but, alas, it sounds like the paint pots, brushes, and ladders were not. The Winsted Citizen wrote the following requiem: "The Tariffville railroad station burned the other night. It was the meanest, shabbiest, dirtiest and most disgraceful hog pen on the road between Hartford and Poughkeepsie through courtesy known as an alleged railroad station, excepting, of course, the ancient old ark on the flat [WINSTED4](!). The 1855HC map [upper left] shows the layout of what would remain a spur into Tariffville once the Canal line was prevented from using it to continue on to Springfield. It is unclear exactly when NH&N service ended on this spur. The 1858GED still lists this as a station but it is not on any later timetables we have seen. Testimony in the 1898 hearings on the PR&NE's petition to cross the spur to get to Springfield said the line had only been discontinued in 1890. While that date is supported by the 1888 map [upper middle], various other sources indicate that the track was out earlier. The Register was perhaps closest to the truth when it said in 1899 that the NH&N track hadn't been used in 25 years and the 1915 val map [click here], while showing the wye connection with the NH&N main line, says [top right]: "Operation of the Tariffville Branch was discontinued in 1869. Tracks taken up in 1870." This timing coincided with the reemergence of the NH&N as an independent railroad when the NY&NH lease expired. Presumably, the 'liberated' company saw no use for the spur with the CW already being built and it just leased TARIFFVILLE1 to the newcomer. Several online postings say that some track near the Canal line wye is in the ground even today. Some also claim that the spur became a part of the CNE main line. It did not. Even if it had not been taken out in 1870, it was NYNH&H property once they leased the Canal line for a second time in 1887. The 2011 photo at bottom left shows what are presumed to be the earthen remains of the Canal line bridge across the Farmington River just west of TARIFFVILLE1, which, in spite of its 42-year existence, has yet to show up in any photographs. Between the tragic CW bridge collapse on 1/15/1878 and "The Battle for Springfield," as Bob Adams dubbed the latter, this village would go on to have a place in the history books all out of proportion to its size or importance in state railroad annals otherwise. [REFS: Ash, 1864, p41; HDC/12/21/1871/02; HDC/08/28/1872/02; WH/07/29/1881/02; SR/11/12/1883/06; HDC/09/20/1886/04; Poor, 1889, p55; HC/04/12/1892; HC/05/06/1892/06; WC/05/06/1892/00; CWN/05/12/1892/02; HC/10/11/1898/03; NHER/01/31/1899/01][rev121012]
TARIFFVILLE2 [CNE&W, 1892]
Newspaper articles indicate that work was undertaken immediately to replace the station that had burned. Within a week, a crew was busy and seven days later the paper said "the new railroad station of the Central New England and Western road, being built across the track from the site of the old structure that burned, is nearly finished. It will be small, but a decided improvement over the old building." One week later, the report was that "the new railroad station, although not finished, is far enough advanced to be used by the station master." No photos have yet been found for TARIFFVILLE2, which stood south of the track as seen on the 1893 map, opposite to where the prior one stood. It was heralded as being closer to town, microscopically so, it would appear. [REFS: HC/04/12/1892; HC/05/06/1892/06; WH/05/20/1892/02; HC/05/21/1892/06; WH/05/27/1892/02]
Newspaper articles indicate that work was undertaken immediately to replace the station that had burned. Within a week, a crew was busy and seven days later the paper said "the new railroad station of the Central New England and Western road, being built across the track from the site of the old structure that burned, is nearly finished. It will be small, but a decided improvement over the old building." One week later, the report was that "the new railroad station, although not finished, is far enough advanced to be used by the station master." No photos have yet been found for TARIFFVILLE2, which stood south of the track as seen on the 1893 map, opposite to where the prior one stood. It was heralded as being closer to town, microscopically so, it would appear. [REFS: HC/04/12/1892; HC/05/06/1892/06; WH/05/20/1892/02; HC/05/21/1892/06; WH/05/27/1892/02]
|
|
|
|
|
|
TARIFFVILLE3 [CNE, 1903]
The railroad commissioners reported that a station was built here in 1903 and we finally have found a newspaper article to corroborate that. The Connecticut Western News said in April, 1903 that "the Central New England railway is building a new passenger station at Tariffville between the tracks of the main line and those of the Springfield branch." The wording well explains the diagonally positioned bay in the southeast corner, built to give the agent visibility in three directions. This triangularity necessitated the sharply curved platform to accommodate the eastern leg of the wye that was completed back in March, 1900. Other newspaper reports corroborate the building of the freight depot in the distance, also in 1903, for the traffic that was "steadily increasing over the branch line." Nimke's claim of 1905 for both of these structures, a timing that never made any sense to us, is thus disproved. The photo at upper left is probably the earliest, possibly when the station was new. The others show changes in the doors, windows, signboard, and signal mast, culminating in the 7/12/1929 val photo at lower left. The focus of the first engagement in the battle for Springfield shows on Adams's map [lower middle] under the C in 'Branch' where the CNE fought and won the right in 1899 to cross the abandoned NH&N spur at grade. Construction proceeded northward from that point and southward from what would become known as Agawam Jct. where the CNE was to use B&A tracks into Springfield. Round two came in June, 1899 when the NYNH&H surreptitiously obtained the Montague farm property in Granby and obstructed the completion of the line, forcing the CNE to charter and build the East Granby and Suffield RR, a 3.5-mile, $100,000 loop around the farm. The RAM map [lower right] shows the loop highlighted as the solid green line. Nimke says it opened to East Granby on 12/16/1901 and to Agawam Jct. on 9/12/1902. Less than six months after the Springfield extension debuted via the loop, the Montague property was suddenly obtainable for a pittance. The CNE then completed the last 313 feet of the original right of way, which it had to charter separately as the Short Line RR Co., and passenger trains began to run via the farm on 3/9/1903. The loop was retained briefly for freight use but was out by May, 1904. The dotted green line was a proposed Windsor Locks RR that arose from the controversy, either as another way to get to Springfield or as a feeder of additional traffic into Tariffville for the CNE. The poorly revised RAM maps misrepresent the loop's dates, showing it in place from 1902 to 1906 and show the unbuilt Windsor Locks line as a reality until 1926! The commissioners' maps show the loop correctly, reflecting the preceding calendar year and having it drawn in on RRM1903 and gone on RRM1904. [REFS: NHER/01/31/1899/01; HC/02/03/1899/12; NHER/06/30/1899/03; HC/03/14/1900/13; NHER/04/24/1900/03; SR/11/16/1902/08; CRC51.1903.22; HC/02/18/1903/04; HC/02/19/1903/08; HC/03/07/1903/20; HC/03/10/1903/04; CWN/04/23/1903/03; WEC/07/21/1903/01; HC/11/14/1903/05; HC/05/10/1904/18; NMRA Bulletin 44.3.9+; D18; N2.2, 2.3][rev041913]
The railroad commissioners reported that a station was built here in 1903 and we finally have found a newspaper article to corroborate that. The Connecticut Western News said in April, 1903 that "the Central New England railway is building a new passenger station at Tariffville between the tracks of the main line and those of the Springfield branch." The wording well explains the diagonally positioned bay in the southeast corner, built to give the agent visibility in three directions. This triangularity necessitated the sharply curved platform to accommodate the eastern leg of the wye that was completed back in March, 1900. Other newspaper reports corroborate the building of the freight depot in the distance, also in 1903, for the traffic that was "steadily increasing over the branch line." Nimke's claim of 1905 for both of these structures, a timing that never made any sense to us, is thus disproved. The photo at upper left is probably the earliest, possibly when the station was new. The others show changes in the doors, windows, signboard, and signal mast, culminating in the 7/12/1929 val photo at lower left. The focus of the first engagement in the battle for Springfield shows on Adams's map [lower middle] under the C in 'Branch' where the CNE fought and won the right in 1899 to cross the abandoned NH&N spur at grade. Construction proceeded northward from that point and southward from what would become known as Agawam Jct. where the CNE was to use B&A tracks into Springfield. Round two came in June, 1899 when the NYNH&H surreptitiously obtained the Montague farm property in Granby and obstructed the completion of the line, forcing the CNE to charter and build the East Granby and Suffield RR, a 3.5-mile, $100,000 loop around the farm. The RAM map [lower right] shows the loop highlighted as the solid green line. Nimke says it opened to East Granby on 12/16/1901 and to Agawam Jct. on 9/12/1902. Less than six months after the Springfield extension debuted via the loop, the Montague property was suddenly obtainable for a pittance. The CNE then completed the last 313 feet of the original right of way, which it had to charter separately as the Short Line RR Co., and passenger trains began to run via the farm on 3/9/1903. The loop was retained briefly for freight use but was out by May, 1904. The dotted green line was a proposed Windsor Locks RR that arose from the controversy, either as another way to get to Springfield or as a feeder of additional traffic into Tariffville for the CNE. The poorly revised RAM maps misrepresent the loop's dates, showing it in place from 1902 to 1906 and show the unbuilt Windsor Locks line as a reality until 1926! The commissioners' maps show the loop correctly, reflecting the preceding calendar year and having it drawn in on RRM1903 and gone on RRM1904. [REFS: NHER/01/31/1899/01; HC/02/03/1899/12; NHER/06/30/1899/03; HC/03/14/1900/13; NHER/04/24/1900/03; SR/11/16/1902/08; CRC51.1903.22; HC/02/18/1903/04; HC/02/19/1903/08; HC/03/07/1903/20; HC/03/10/1903/04; CWN/04/23/1903/03; WEC/07/21/1903/01; HC/11/14/1903/05; HC/05/10/1904/18; NMRA Bulletin 44.3.9+; D18; N2.2, 2.3][rev041913]
|
|
|
|
|
|
TERRYVILLE1 [HP&F, 1859]
This station reportedly was also called PEQUABUCK for the village located here, but we have never seen that name on a timetable or signboard. According to the newspaper, this stop did not come into existence until 1859. The 1892 topographic map [click here] at the lower middle shows the old loop and the depot location, south of the track at the red arrow. The freight station on the north side of the old loop is still in commercial use today in 2013. The 1946 map at lower right shows the location of second station on the new alignment heading for the Terryville tunnel. [REFS: HDC/11/04/1859/02; HPFAR10.1859.12; HPFTT9.18.1872; HDC/08/03/1916/18: old station still standing; D132; SL12.1.29][rev050113]
This station reportedly was also called PEQUABUCK for the village located here, but we have never seen that name on a timetable or signboard. According to the newspaper, this stop did not come into existence until 1859. The 1892 topographic map [click here] at the lower middle shows the old loop and the depot location, south of the track at the red arrow. The freight station on the north side of the old loop is still in commercial use today in 2013. The 1946 map at lower right shows the location of second station on the new alignment heading for the Terryville tunnel. [REFS: HDC/11/04/1859/02; HPFAR10.1859.12; HPFTT9.18.1872; HDC/08/03/1916/18: old station still standing; D132; SL12.1.29][rev050113]
NHRHTA Collection
|
|
|
TERRYVILLE2 [NYNH&H, 1911]
This station and the adjacent tunnel opened almost simultaneously in late January, 1911. The new, double-tracked Highland Division headed straight for Sylvan Hill instead of skirting around its eastern flank as the old HP&F line had done. This required the building of a 3700-ft tunnel, another monumental NYNH&H engineering feat that is deserving of far more than its customary coverage. The old loop was left in place and a connection was made in 1916 from just west of TERRYVILLE2, as seen on the map above. This allowed trains in Hartford-Bristol passenger service to make a convenient turnaround here. This saved the railroad from installing a turntable at Bristol after problems with the dinky engines running in reverse caused a derailment in 1914. The old line, later cut back to a point just east of the TERRYVILLE1 site, was extended northward up to the Chippens Hill industrial park that it still serves today. The city of Bristol put up $8M to entice General Motors to build a $15M plant in the park and move its New Departure-Hyatt Bearings Division there in 1969 and Penn Central built the spur. [REFS: HC/06/08/1910/13; HC/01/10/1911/15; HC/01/28/1911/13; NHAR41.1912.10; HC/05/03/1914/05; HC/05/25/1916/12; HC/05/06/1969/23A; BP/05/21/1969/01; D133; R98][rev041913]
This station and the adjacent tunnel opened almost simultaneously in late January, 1911. The new, double-tracked Highland Division headed straight for Sylvan Hill instead of skirting around its eastern flank as the old HP&F line had done. This required the building of a 3700-ft tunnel, another monumental NYNH&H engineering feat that is deserving of far more than its customary coverage. The old loop was left in place and a connection was made in 1916 from just west of TERRYVILLE2, as seen on the map above. This allowed trains in Hartford-Bristol passenger service to make a convenient turnaround here. This saved the railroad from installing a turntable at Bristol after problems with the dinky engines running in reverse caused a derailment in 1914. The old line, later cut back to a point just east of the TERRYVILLE1 site, was extended northward up to the Chippens Hill industrial park that it still serves today. The city of Bristol put up $8M to entice General Motors to build a $15M plant in the park and move its New Departure-Hyatt Bearings Division there in 1969 and Penn Central built the spur. [REFS: HC/06/08/1910/13; HC/01/10/1911/15; HC/01/28/1911/13; NHAR41.1912.10; HC/05/03/1914/05; HC/05/25/1916/12; HC/05/06/1969/23A; BP/05/21/1969/01; D133; R98][rev041913]
THAMES GROVE [NLN, c1875?]
The railroad commissioners reported that an accident took place on 8/5/1880 at this location, about 1½ miles above MONTVILLE, which was not "a regular or usual stopping place for trains." A Norwich-bound train was standing at the grove when a freight made a surprise approach from the rear. Though it was moving slowly and the engineer of the passenger train put on steam, the collision stove in the freight engine's boiler and eight passengers in the last passenger car were injured, none fatally, by escaping steam. The freight's engineer said he had "no notice that the passenger train expected to stop at THAMES GROVE, as had been given to him of previous similar occasions." The engineer and the fireman of the passenger train jumped or were thrown off by the jolt which detached their locomotive, said in one report to be the Monson, that then ran wild up to Norwich, where it was "considerably smashed" after crashing into an empty caboose. This is not the first time that we have seen unscheduled, non-timetable stops and it does raise some interesting, and serious, questions about train operations "on the fly." Though limited and seasonal, trains stopping here were noted frequently in the newspapers for Civil War regimental outings, temperance picnics, political gatherings, and regattas that would see 6,000 people arriving in 1880 at special excursion rates. A freak natural occurrence in 1878 saw an elederly woman, Bridget Maxwell, killed by a lightning strike in a thunderstorm which dug a crater around her body and sent an electrical shock to persons standing nearby. If this location is, in fact, synonomous with Bolles Grove, trains apparently were stopping here as early as 1860. Newspaper references to THAMES GROVE end abruptly in 1880, just about the time when KITEMAUG, about 3/4 of a mile south, was established as a flag stop. [REFS: NLDC/07/31/1860/02; NLDC/06/26/1861/02; HDC/08/08/1873/04; HDC/08/12/1874/02; NYH/07/05/1878/08; NYH/07/13/1880/06; NYH/07/21/1880/05; NYH/07/28/1880/05; HDC/08/06/1880/03; NHER/08/06/1880/01; NYT/08/06/1880/02; NHER/08/16/1880/04; NHER/12/24/1880/01; CRC28.1881.24][mapadd050113]
The railroad commissioners reported that an accident took place on 8/5/1880 at this location, about 1½ miles above MONTVILLE, which was not "a regular or usual stopping place for trains." A Norwich-bound train was standing at the grove when a freight made a surprise approach from the rear. Though it was moving slowly and the engineer of the passenger train put on steam, the collision stove in the freight engine's boiler and eight passengers in the last passenger car were injured, none fatally, by escaping steam. The freight's engineer said he had "no notice that the passenger train expected to stop at THAMES GROVE, as had been given to him of previous similar occasions." The engineer and the fireman of the passenger train jumped or were thrown off by the jolt which detached their locomotive, said in one report to be the Monson, that then ran wild up to Norwich, where it was "considerably smashed" after crashing into an empty caboose. This is not the first time that we have seen unscheduled, non-timetable stops and it does raise some interesting, and serious, questions about train operations "on the fly." Though limited and seasonal, trains stopping here were noted frequently in the newspapers for Civil War regimental outings, temperance picnics, political gatherings, and regattas that would see 6,000 people arriving in 1880 at special excursion rates. A freak natural occurrence in 1878 saw an elederly woman, Bridget Maxwell, killed by a lightning strike in a thunderstorm which dug a crater around her body and sent an electrical shock to persons standing nearby. If this location is, in fact, synonomous with Bolles Grove, trains apparently were stopping here as early as 1860. Newspaper references to THAMES GROVE end abruptly in 1880, just about the time when KITEMAUG, about 3/4 of a mile south, was established as a flag stop. [REFS: NLDC/07/31/1860/02; NLDC/06/26/1861/02; HDC/08/08/1873/04; HDC/08/12/1874/02; NYH/07/05/1878/08; NYH/07/13/1880/06; NYH/07/21/1880/05; NYH/07/28/1880/05; HDC/08/06/1880/03; NHER/08/06/1880/01; NYT/08/06/1880/02; NHER/08/16/1880/04; NHER/12/24/1880/01; CRC28.1881.24][mapadd050113]
|
|
THAMESVILLE [NLW&P, 1849]
We just caught the corner of this station over to the left and we are on the hunt for more. We assume there was a later station as well. The 1893 map shows the depot location in the northwest quadrant of the South St. grade crossing at that time. Based on that orientation, the photo would be looking toward the northeast.
We just caught the corner of this station over to the left and we are on the hunt for more. We assume there was a later station as well. The 1893 map shows the depot location in the northwest quadrant of the South St. grade crossing at that time. Based on that orientation, the photo would be looking toward the northeast.
|
Connecticut Historical Society
|
Dave Peters Collection
|
Robert Lingane Collection
THOMASTON1 [NRR, 1849]
This station was first called PLYMOUTH or PLYMOUTH HOLLOW as seen here on the 1854LC map at upper left and was located on the east side of the track. The snippet at middle is from an 1852 panoramic view of the village and is probably the earliest image of this station in existence. The artist was T.H. Darrow and the printer was the famed Kellogg firm of Hartford. The station, seen in the middle left foreground, was similar in design to other NRR ca. 1850 combination depots. The shot at upper right shows the structure as the freight depot after its successor was built on the opposite side of the track. THOMASTON1 lasted until 1994 when the roof collapsed under the weight of heavy snow and the ruins were removed. The val photo on the left is dated 6/15/1937. [REFS: D90; R99][rev041913]
This station was first called PLYMOUTH or PLYMOUTH HOLLOW as seen here on the 1854LC map at upper left and was located on the east side of the track. The snippet at middle is from an 1852 panoramic view of the village and is probably the earliest image of this station in existence. The artist was T.H. Darrow and the printer was the famed Kellogg firm of Hartford. The station, seen in the middle left foreground, was similar in design to other NRR ca. 1850 combination depots. The shot at upper right shows the structure as the freight depot after its successor was built on the opposite side of the track. THOMASTON1 lasted until 1994 when the roof collapsed under the weight of heavy snow and the ruins were removed. The val photo on the left is dated 6/15/1937. [REFS: D90; R99][rev041913]
|
|
THOMASTON2 [NRR, 1881]
Damaged by an arson fire in 1993, this station was purchased by the Railroad Museum of New England which continues to restore it and uses it as the base for its tourist operations. The structure, similar in design to the 1877 WINSTED3, retains the sturdy elegance and wonderful wooden brackets born of her NRR heritage. The shot on the right is probably from the 1880s and shows the large, brick-enclosed water tank that once stood adjacent to the station. [REFS: CRC29.1882.32; CRC30.1883.20; R99][rev041913]
Damaged by an arson fire in 1993, this station was purchased by the Railroad Museum of New England which continues to restore it and uses it as the base for its tourist operations. The structure, similar in design to the 1877 WINSTED3, retains the sturdy elegance and wonderful wooden brackets born of her NRR heritage. The shot on the right is probably from the 1880s and shows the large, brick-enclosed water tank that once stood adjacent to the station. [REFS: CRC29.1882.32; CRC30.1883.20; R99][rev041913]
THOMPSON1 [B&NYC, 1854]
Stop established in 1854 when the B&NYC opened from the Massachusetts line to MECHANICSVILLE, aka Thompson Junction. The depot is very similar in design to QUINEBAUG on the road's Southbridge branch.
Stop established in 1854 when the B&NYC opened from the Massachusetts line to MECHANICSVILLE, aka Thompson Junction. The depot is very similar in design to QUINEBAUG on the road's Southbridge branch.
|
Dave Peters Collection
|
|
THOMPSON2 [NYNH&H, c1900?]
This spiffy new depot was built on the south side of the tracks, east of the highway overpass built to eliminate the old grade crossing. The val map at right shows the arrangement in 1915. [rev041913]
This spiffy new depot was built on the south side of the tracks, east of the highway overpass built to eliminate the old grade crossing. The val map at right shows the arrangement in 1915. [rev041913]
THOMPSON JUNCTION [> MECHANICSVILLE]
Enfield Historical Society
|
Enfield Historical Society
|
|
THOMPSONVILLE1 [H&NH, 1844]
Railroad service debut in this village in the town of Enfield in 1844 when the line between Hartford and Springfield was opened by the H&NH, often thereafter referred to as the New Haven, Hartford & Springfield RR. We do not know what served as the first depot at this location. Perhaps it is the small white structure to the left of the brick buildings in the close-up [left] of this 1840 pastoral landscape, the oldest view we have of the area. The depot is clearly seen on the 1856WC map at right, along with the buildings of the Hartford Carpet Co which opened in 1829 and later evolved into Bigelow-Sanford [click here]. The early operation started in the tall white building seen at the west end of the mill pond in the full painting at middle. The damming of Freshwater Brook created the pond, which thereafter was was used as a power source and a catch basin. In an 1891 article arguing for a more southerly location for a new station to eliminate the dangerous Main St. grade crossing, the brook was extolled as "the most remarkable body of water in America, lacking only a cataract. The color of the stream is as the hues of the solar spectrum, depending entirely upon the color of the refuse dye-stuffs that are cast into its sluggish bosom above. Boys (excepting an occasional stranger) do not bathe and its waters, therefore it is argued that people could avail themselves of the wild charms of this road without offending the proprieties." So much for life with the industrial pollution that was so common in the 1800s. [REFS: SR/11/01/1891/03][rev100112]
Railroad service debut in this village in the town of Enfield in 1844 when the line between Hartford and Springfield was opened by the H&NH, often thereafter referred to as the New Haven, Hartford & Springfield RR. We do not know what served as the first depot at this location. Perhaps it is the small white structure to the left of the brick buildings in the close-up [left] of this 1840 pastoral landscape, the oldest view we have of the area. The depot is clearly seen on the 1856WC map at right, along with the buildings of the Hartford Carpet Co which opened in 1829 and later evolved into Bigelow-Sanford [click here]. The early operation started in the tall white building seen at the west end of the mill pond in the full painting at middle. The damming of Freshwater Brook created the pond, which thereafter was was used as a power source and a catch basin. In an 1891 article arguing for a more southerly location for a new station to eliminate the dangerous Main St. grade crossing, the brook was extolled as "the most remarkable body of water in America, lacking only a cataract. The color of the stream is as the hues of the solar spectrum, depending entirely upon the color of the refuse dye-stuffs that are cast into its sluggish bosom above. Boys (excepting an occasional stranger) do not bathe and its waters, therefore it is argued that people could avail themselves of the wild charms of this road without offending the proprieties." So much for life with the industrial pollution that was so common in the 1800s. [REFS: SR/11/01/1891/03][rev100112]
|
|
Dave Peters Collection
|
|
|
|
THOMPSONVILLE2 [H&NH, c1870]
The 1893 map shows it station at the red arrow, in the same location as the map above. A photograph in the collections of the Enfield Historical Society [click here] gives 1854 for the start of railroad service, 1857 as the date this station was built, and 1947 as the date it was razed. The first date is patently incorrect, the second date is unverified and newly discounted, and the last date is inaccurate both in time and what actually took place. Based on its similarity to WAREHOUSE POINT2, this depot must have a 1870 build date. That year saw a hugely profitable and well-respected H&NH engaged in several construction projects, including new repair shops at Hartford and new stations at WINDSOR and WALLINGFORD. As to the point about THOMPSONVILLE2 being razed and replaced by a new station, we have been able to document that this was not the case. A July, 1945 Thompsonville Press article reads, in part: "Depot Here to Be Remodeled.... The entire second story of the present structure, now occupied as a tenement, is to be removed. The remodeled one story depot will have a peaked roof, with three dormer windows in the east side. The main entrance will be from Commerce street... The ticket office, now located on the Commerce street side, will be removed to the track side of the station, with a bay window toward the station platform, and with the adjoining telegraph office will extend across the north end of the waiting room... The present wooden addition at the north end of the depot, occupied by the Railway Express office ... will be torn down and will be replaced by larger express office of brick construction, matching the main building." A subsequent photograph in the Press had captioning which said that "upon completion, the Thomsonville Station is expected to be one of the most attractive of the Stations along the right of way of the New Haven Railroad." The val photo at upper middle is dated 8/11/1916 and the others showing the two-story structure are pre-1945 as well. The last two photos, the one on the right dated 9/1967, are of the structure after it was remodeled. Cut-backs to service in later days led to an interesting situation here in 1959. Train 62, a single Budd car running daily from New Haven to Springfield was cancelled by the railroad as being too expensive but was reinstated by PUC order. However, the NYNH&H retaliated by terminating the train here at the last Connecticut stop over which the agency had jurisdiction and making passengers wait for another train to come down from Springfield! Penn Central would close the station in 1971 and a January, 1974 Courant article said that "the more than 40 riders that board Amtrak's Connecticut Yankee for Hartford at Thompsonville Station each morning must wait in the dark." Repeated vandalism and a 1/26/1980 fire prompted Amtrak, the new owner as of 1976, to opt for tearing the structure down but after objections and the possibility of inclusion of the passenger and freight stations in a NRHP designation for the adjacent Bigelow-Sanford complex., it remained standing until early 1983 when both buildings were finally condemned and torn down. [REFS: HC/01/12/1911/13; HC/03/25/1914/07; HC/02/27/1916/02; HC/01/09/1916/05; HC/08/12/1972/17C; HC/10/24/1966/16C; HC/08/12/1972/17C; HC/01/23/1974/58C; HC/07/16/1976/63; HC/01/28/1980/18B; HC/01/30/1980/13D; HC/02/14/1980/35C; HC/01/07/1983/B3C][rev041913]
The 1893 map shows it station at the red arrow, in the same location as the map above. A photograph in the collections of the Enfield Historical Society [click here] gives 1854 for the start of railroad service, 1857 as the date this station was built, and 1947 as the date it was razed. The first date is patently incorrect, the second date is unverified and newly discounted, and the last date is inaccurate both in time and what actually took place. Based on its similarity to WAREHOUSE POINT2, this depot must have a 1870 build date. That year saw a hugely profitable and well-respected H&NH engaged in several construction projects, including new repair shops at Hartford and new stations at WINDSOR and WALLINGFORD. As to the point about THOMPSONVILLE2 being razed and replaced by a new station, we have been able to document that this was not the case. A July, 1945 Thompsonville Press article reads, in part: "Depot Here to Be Remodeled.... The entire second story of the present structure, now occupied as a tenement, is to be removed. The remodeled one story depot will have a peaked roof, with three dormer windows in the east side. The main entrance will be from Commerce street... The ticket office, now located on the Commerce street side, will be removed to the track side of the station, with a bay window toward the station platform, and with the adjoining telegraph office will extend across the north end of the waiting room... The present wooden addition at the north end of the depot, occupied by the Railway Express office ... will be torn down and will be replaced by larger express office of brick construction, matching the main building." A subsequent photograph in the Press had captioning which said that "upon completion, the Thomsonville Station is expected to be one of the most attractive of the Stations along the right of way of the New Haven Railroad." The val photo at upper middle is dated 8/11/1916 and the others showing the two-story structure are pre-1945 as well. The last two photos, the one on the right dated 9/1967, are of the structure after it was remodeled. Cut-backs to service in later days led to an interesting situation here in 1959. Train 62, a single Budd car running daily from New Haven to Springfield was cancelled by the railroad as being too expensive but was reinstated by PUC order. However, the NYNH&H retaliated by terminating the train here at the last Connecticut stop over which the agency had jurisdiction and making passengers wait for another train to come down from Springfield! Penn Central would close the station in 1971 and a January, 1974 Courant article said that "the more than 40 riders that board Amtrak's Connecticut Yankee for Hartford at Thompsonville Station each morning must wait in the dark." Repeated vandalism and a 1/26/1980 fire prompted Amtrak, the new owner as of 1976, to opt for tearing the structure down but after objections and the possibility of inclusion of the passenger and freight stations in a NRHP designation for the adjacent Bigelow-Sanford complex., it remained standing until early 1983 when both buildings were finally condemned and torn down. [REFS: HC/01/12/1911/13; HC/03/25/1914/07; HC/02/27/1916/02; HC/01/09/1916/05; HC/08/12/1972/17C; HC/10/24/1966/16C; HC/08/12/1972/17C; HC/01/23/1974/58C; HC/07/16/1976/63; HC/01/28/1980/18B; HC/01/30/1980/13D; HC/02/14/1980/35C; HC/01/07/1983/B3C][rev041913]
Enfield Historical Society
THOMPSONVILLE3 [ATK, 1980]
These twin shelters may have been put up for the 10/26/1980 inauguration of Amtrak service when similar ones were installed in NORTH HAVEN. Exactly six years later, Amtrak discontinued service on 10/26/1986, citing the fact that 1,723 passengers, or fewer than five per day, used the eight daily trains stopping at what was now called ENFIELD. Fourteen years later there was talk of restoring the stop, which may finally come to fruition with the upgrade of the Springfield line that is currently spoken of in 2012. [REFS: HC/04/03/1986/CE1; HC/10/02/1986/C6; HC/10/12/2000/B1]
Click here to continue
These twin shelters may have been put up for the 10/26/1980 inauguration of Amtrak service when similar ones were installed in NORTH HAVEN. Exactly six years later, Amtrak discontinued service on 10/26/1986, citing the fact that 1,723 passengers, or fewer than five per day, used the eight daily trains stopping at what was now called ENFIELD. Fourteen years later there was talk of restoring the stop, which may finally come to fruition with the upgrade of the Springfield line that is currently spoken of in 2012. [REFS: HC/04/03/1986/CE1; HC/10/02/1986/C6; HC/10/12/2000/B1]
Click here to continue
