|
|
********************
CLARKS CORNER1
CLARKS CORNER1. This stop was about eight miles east of Willimantic, between the NORTH WINDHAM
and HAMPTON. A 1/8/1887 NY&NE station list, found in the road's correspondence with the railroad
commissioners, corroborates Karr's claim [p110] that this stop was first called GOSHEN and it seems also to
have been known alternately as CHAPLIN for most of its existence. The 1895 photo on the right shows stationmaster Elmer
Claslin Jewett, who would later purchase this station and move it to his property when CLARKS CORNER2 was built in 1901. Al Weaver sent the two lower photos. The one on the left shows the depot next to Jewett's
home seen in the photo on the right. As shown on a 1928 employee timetable [SL28.2.12], the NYNH&H last called it CLARKS CORNER, the village
name which alternated with the others throughout the station's existence. The attractive little structure is now owned
by the Connecticut Eastern Railroad Museum [click here].
********************
CLARKS CORNER2
|
| Dave Peters Collection |
CLARKS CORNER2. The upper left image shows the
the old and the new stations. The captioned dates reveal that the new combination depot was built in May, 1901 and that the
old station was not yet moved in June. Stationmaster Jewett stands to the right. The middle items are the front and reverse
sides of a post card to Irving Drake, of the Benton and Drake team that took
photographs of railroad stations all over New England. The card is not postmarked. It says that the view is ca. 1916 but the
station looks as if new in 1901. The val photo is also dated 1916. [REFS: CRC47.1899.30: CHAPLIN, CRC48.1900.21 and 1/23/1928ETT (SL28.2.12): CLARKS CORNER]
********************
CLARKVILLE1
********************
CLARKVILLE2
|
| Connecticut Historical Society |
|
| Dave Peters Collection |
CLARKVILLE. This began as a flag stop in 1903 at the request of the International
Tobacco Co. for a new processing plant it was establishing 3/4 of a mile east of NORTH BLOOMFIELD. Lord calls it CLARKSVILLE
but the signboard and all other references leave out the S. This station would be renamed GRIFFINS around 1915. A picture in Nimke shows
this structure still standing in 1937. A textbox that looks like it is referencing official railroad
valuation records in Nimke says the station seen here was built in 1913. There may have been a small structure earlier when
this was just a flag stop, so we have added a CLARKVILLE1 to our list. [REFS: HC/06/20/1903/13; HC/11/04/1915/17; D17; N3.10]
********************
CLARKSVILLE
CLARKSVILLE. This stop was reportedly established early on by the NYP&B which opened
through the town of Stonington in 1837. We finally found it on this 1893 map a half century later but have never seen it on
any timetable. While it is often the case that depots that we know of do not show up on maps, this is an example of the reverse.
We need to check further. [NHER/05/19/1900/01: wreck here one mile south of Westerly]
********************
CLAYTONS
CLAYTONS. According to timetables, this flag stop made its debut around 1872. The two upper images are from an 1886 NY&NE
property map revised to 1889. The map shows what appears to be an 8x16-ft structure standing in the southwest quadrant of
the Wethersfield Rd. crossing, today's Rte. 175 going from New Britain to Newington. The adjacent brickyards made this
a freight and passenger stop and the siding here was long enough for some train meets. We wondered if this station was the
same as PRATTS [see P stations] but both are found on the property maps we consulted in the NHRHTA Map Collection at the Dodd
Center. In lieu of photographic evidence, these early right of way maps at least give a footprint for the stations. Not much,
but better than nothing at all! Understandably, this heavily trafficked grade crossing was the site of numerous accidents,
both with steam trains and third-rail electric cars while they were in use from Hartford to Bristol. The brickyard sheds were
said to have made visibility bad for both the trains and the public. The shot at lower left is the 1915 val map showing the
siding and the sheds, then owned by the Murray Bros., but no station structure here by that time. The 1893 map at lower
right shows the proximity to the junction at NEWINGTON [see N stations], but puts the tick mark, incorrectly, north of the
grade crossing. Interestingly, this otherwise obscure point was where the Hartford & Harlem line was to intersect with
the NY&NE. That incarnation of the parallel scheme to challenge the Consolidated was never built but the railroad commissioners
collection [RG 041] at CSL has numerous, detailed maps of the projected right of way from Greenwich to New Haven and northward
from there. [REFS: PTH107.1858.10: no; PTH380.1871.10: no; HPF ETT 9/18/1872: yes; HDC/11/20/1882/02; HDC/03/02/1883/02; HDC/07/03/1883/02;
NHER/07/09/1883/02; NHER/01/19/1891/04; HC/08/08/1898/03; HC/09/20/1898/03; HC/08/07/1900/03;
HC/02/06/1990/??; SL28.1.9 NYNE 1889; RAM08][add9/22]
********************
CLINTON1
|
| TCS Collection |
CLINTON1. The station image on the upper left is from the 1876 O.H. Bailey bird's-eye
map of Clinton. Click here to access the full map. The item to the right is from the 1859MC map. John Roy says this depot was used as the freight
house after CLINTON2 was built and still stands on the original ROW, though no longer in railroad service. The photo at lower
left was taken in the 1980s. We snapped the one at lower right [add2/17] on
2/15/2012 and it shows the 160-year-old stucture still looking pretty spiffy!
********************
CLINTON2
|
| Richard A. Fleischer Collection |
CLINTON2. The item at upper
left is interesting because it is dated, although the month before '19, 1902' is not seen, and because it also contains
the informed comment that this station was of a pattern also used at some nearby locations. A look at LEETES ISLAND2, MADISON2,
and FAIR HAVEN2 proves that this is true in this area ca. the 1890s and, as we know from examining many station photos, that
this style structure was often built in other places as well. The photo at
lower left shows the Ponds factory, Chesebrough-Ponds since 1955, in the distance
beyond the station and still there today. This station is apparently no longer standing [REFS: HC/03/27/1973/13: PC to raze shelters and abandon service; R41]
********************
CLINTON3
CLINTON3. Small plexiglass station erected ca. 1990 at the start of Shore Line East service.
********************
CLINTON4
CLINTON4. Station erected in 2005 for Shore Line East.
********************
CLINTONVILLE [→ NORTHFORD]
********************
CLUB HOUSE
CLUB HOUSE. The switch shanty marked the start
of single track from here eastward to STEELES. A nearby recreational cottage was used by railroad officials, hence the name
of this location. The precise origins of this facility are something we would like to find more about. This was not a regular
passenger stop that we know of but we have yet to check all our timetables.
********************
COBALT
AND MIDDLE HADDAM
|
| Copyright NHRHTA, Inc. All rights reserved |
|
| Copyright NHRHTA, Inc. All rights reserved |
COBALT AND MIDDLE HADDAM. This stop in the town of East Hampton was established by the NHM&W in
1873. The train is headed east in the photo on the right. [REFS: HC/10/12/1903/15: new depot at Portland/Paconset at jct of Colchester Tpke and
Marlborough St]
********************
COLCHESTER
|
| Dave Peters Collection |
COLCHESTER.
[REFS: R42; LR: built 1894?? sold 11/20/39]
********************
COLEBROOK1
COLEBROOK1. This stop was not
on the opening day list in the Courant but by April, 1872 the Winsted Herald said that the new CW milk train had created
new stops at BROOKS, as this one was known locally for the nearby family of that name, and SUMMIT, later
known as NORFOLK SUMMIT. As such, BROOKS appears on ETT#6 (6/5/1872). [add12/7>] The 1880 NY&NE appraisal of CW properties said the small station here was in fair condition
and worth $225, which we assume makes it proportionately smaller than the 20x32-ft depot
at GRANTS valued at $350.>] We have found
no picture of COLEBROOK1 yet. [REFS: HDC/12/21/1871/02;
WH/04/05/1872/02; HC/06/10/1874/03]
********************
COLEBROOK2
COLEBROOK2. In 1899, the Courant
said CNE superintendent Martin had removed the old depot that had been built by local residents, presumably in the early
1870s and had replaced it as he promised with a new one, many claiming that the new one was better than the old building.
The one seen in all the photos we have in the 1900s is the replacement. This station would be named per the ICC safety order in 1915 as LAWRENCE for the farm and ice-harvesting operation
run in the vicinity by a gentleman of that name. [REFS: HC/10/11/1899/08; D32; N3.55]
********************
COLLINSVILLE1
|
| Library of Congress |
|
| Dave Peters Collection |
COLLINSVILLE1. This station was designed in whimsical style by Henry Austin, noted New Haven architect
who is known for the city hall building we still have in the Elm City today and many other landmark structures in the state.
This depot was one of
the trio of Canal road stations that Austin designed. The others were the much larger and more ornate
Elm City 1848 Union Station, NEW HAVEN3, and the simple PLAINVILLE1
at the other Canal road terminus in 1850. According to the Canal
line annual report for 1850, trains were running to this station by February of that year and it would be the terminus of
this NH&N branch until it was extended to Pine Meadow in 1870. The upper left image shows the layout here in 1868, with the station
at the red arrow. The extensive buildings of the Collins Co., the well-known maker of cutting tools and
the village's namesake, are to the south. The image at upper right is from the 1878 Bailey map [click here]. The station's actual appearance agrees with the architect's rendering at middle left. The cupola,
still seen on the roof in 1878, is gone in later photographs. By 1889, the "unsightly, inconvenient
and unclean" conditions here prompted a petition to the railroad commissioners for a new depot, which
they recommended but were not empowered by statute to order.
A Courant article said repairs were underway here in 1904 and that a "bay window will also be added on the side facing the track." We are
unable to explain how the bay is gone in the 1924 val photo [middle right] that has the depot looking like the 1890s again,
unless an older file photo was dated in error. We have a 1937 photo that shows the bay still in place. When service on the CNE
was being curtailed, trains from Hartford to Winsted began using an NY&NE/Canal line routing via Plainville to Pine Meadow,
where they regained CNE trackage. The 12/7/1925 schedule at lower right shows
this arrangement, which made COLLINSVILLE1 the first and last station to serve passengers in this community. This depot, like COLLINSVILLE4,
stood for over a century until carried away by the floods of 1955. [REFS: NHNAR14.1850.5; RRC24.155 (11/11/1889);
HDC/06/28/1904/15; D18]
********************
COLLINSVILLE2
|
| Canton Historical Society |
COLLINSVILLE2. The RRM at upper right shows two dots for this village. The first one
is for COLLINSVILLE1 on the Canal
line where the actual village was and the one at the red arrow shows where the CW line passed, about a half mile above
the village
center. Articles containing much
of the following information were found in the Winsted Herald microfilm at the Beardsley and Memorial Library in Winsted [click
here] as part of their fabulous local history collection. On the opening of the CW late in 1871, the paper said that, in spite
of the small inconvenience of having to go the half mile north to take the train, there was rejoicing now that "we can go direct to Hartford without
the detentions as heretofore by the south route [via Plainville on the Canal line]." It continued by saying that "The
completion of the short branch road to our village will be a great accommodation to our citizens, and add much to the business
of the road." That branch, as we will see, did not come for two years and to ameliorate the situation the Herald reported a few days later in January, 1872 that "The Conn. Western has engaged Joseph B. Dewey [as station
agent] to convey passengers from our village to their road at the Y, half a mile, without additional cost. Jenison Grow carries
the express to and from the above road." In addition, it said that "The Conn. Western R. R. Co. have purchased
of S.V. Woodbridge, the building for many years occupied as a shoemaker's shop on North street, and have removed it to
the Y half-a-mile mile above our village, where it is to be used this winter as a waiting room for passengers. This building
is about 14x20 and was originally used as a whip and cigar shop, [a Westfield, Mass. venture] and has since been used alternately
as a lawyer's office, shoemaker's shop, and more recently as a market." The "winter"
proved to be a decade long! [add12/7>] The 1880 NY&NE appraisal of CW property said there
was a station here to serve both passengers and freight valued at $100, the same value as the structure at CHERRY BROOK.>]
The old
shop was still in use as the depot in 1882, when the newspaper said "that they couldn't add any more panes [make
any more repairs?] to the old wreck" and later that "It's a shame for any road to have on its line even a flag
station so mean in appearance as the little coop called a depot by the H. and Conn. western railroad company." We had discounted
the image of the station on the 1878 Bailey bird's-eye map [middle left] many years ago because it did not jibe with the photos, newly designated
as COLLINSVILLE4, that we thought were of the first station here. And now we know why. Mr. Bailey sketched the shoemaker's shop
turned depot seen at locator number 109! His representation seems to
match the shape and even the orientation to the track of the former shoemaker's shop, seen with signboard and trackside
platform. The paper made a comment prior to the opening of this station's replacement, COLLINSVILLE4, that "the new
passenger depot of the Hartford & Conn. Western will be entered from the south end, and not a broadside on passengers
as heretofore." Apparently the door that we see was the only one and the building was positioned this way for access to the track,
the closeness of which created some danger. When the "beautiful upper and lower depots" were newly completed
in 1886, the CWN said that "old upper depot was bought by Wm. L. Shook and torn
down," presumably, as was often done, for the lumber and other salvageable materials.] [REFS:
HDC/12/21/1871/02; WH/12/29/1871/02; WH/01/05/1872/02; CW/NYNE1880; WH/07/06/1882/00; WH/08/17/1882/00; WH/10/26/1882/00; WH/11/23/1882/00][WH/03/26/1886/02; CWN/07/14/1886/02]
********************
COLLINSVILLE3
|
| Canton Historical Society |
|
| Canton Historical Society |
|
| Library of Congress |
COLLINSVILLE3. The fact that the wye is mentioned
in reports about the opening of the road shows that the railroad did intend from the start to build a spur down to the village
center. The Courant said in November, 1873 that the extension of the railroad
"progresses slowly by reason of the lack of iron and the inclemency of the weather" [11/11]
but, a few days later [11/19], reported that rails will be "laid down
to the old hotel... next week." This, of course, immediately facilitated the movement
of freight into the village but in the middle of 1874 people were still complaining about having to take the open carriage
piloted by station agent Dewey up to the junction. By December, 1874, the
paper said "the road is now and the new depot built." The rare photos at top left and top middle are parts of a composite, the one on the far left showing the first passenger
station at the River St. location, COLLINSVILLE3, with a horse car standing
beside it, and the other photo is an interior shot of the depot. The hand-written captioning says, in part, that the
station was "Made over from stable at Old Hotel... It was later used for freight only." The
photo at middle right shows the station as the freight depot in
1934. The image at middle left is from the 1878 Bailey map. Like COLLINSVILLE2 above, we had thought
the artist erred because the image did not match the east-west orientation and roof line of the station we have now listed
as COLLINSVILLE5. And the top left photo again proves why: Bailey was sketching COLLINSVILLE3 and caught the horse car in
action to boot! And, interestingly, there is no locator number and no listing in the map key for this structure. Why? The
only reason we can offer is because it was not thought of as a real town depot like the one at the junction. The spur
that we see dead-ending here would be lengthened to connect with the Canal line. Nimke says this was done
some time between 1905 and 1910 but the 1915 val map [lower left] shows the
spur still dead-ending here. An April, 1926 article
in the Farmington Valley Herald reports that "Work is underway connecting the
tracks of the [Northampton] Branch railroad and the Central New England in Collinsville. That is something that should have
been done long ago as
by doing this at least six miles of tracks can be discontinued and for the last mile and a half into New Hartford the tracks have
always been side by side." The newspaper's point is well taken, especially in light of the fact that a 1925 article
said that Canton customers were being served by a freight from Winsted that went in reverse all the way back to Pine
Meadow to then service Canal line customers down to Plainville!
Canton, of course, was still a money-maker for the railroad, especially with the Gra-Rock company there being the third largest
beverage producer in the nation in 1927, turning out 21,000,000 bottles of products like spring water from Canton, said in
1914 to be "the purest water that nature has ever produced," soft drinks, and flavorings. Application to abandon
the CNE on all but this Collinsville to Canton section via the 1926 link was made in 1932 and all service and rail was gone
by 1938. The Canton Historical Museum [click here], has a great local history collection that was very helpful in this research
and is well worth a visit. [REFS:
WH/02/07/1873/03; HDC/11/11/1873/04;
HDC/11/19/1873/04; CWN/07/17/1874/02; CWN/11/06/1874/02; HDC/11/25/1874/04; CWN/12/11/1874/02;
CWN/01/08/1875/02; WH/01/08/1875/02; WH/01/15/1875/02; WH/01/22/1875/02; CWN/01/29/1875/02; HDC/09/16/1896/08;
HC/08/02/1914/13; FVH/06/18/1925/07; FVH/04/22/1926/03; HC/06/24/1928/B7; HC/06/30/1932/07; N3.27; Canton, Connecticut, 1806-2006, p58]
********************
COLLINSVILLE4
|
| Dodd Center, UConn |
|
| Canton Historical Society |
COLLINSVILLE4. After over a decade of continual public complaint about the condition
of all the town railroad stations, the Herald said in March, 1886 that "It is
now confidently expected that there will be a new upper and lower passenger depot on the Hartford & Connecticut Western
railroad" and a week later the newspaper reported that "several workmen are rapidly pushing forward the work."
By the end of April, the news was that "the most noticeable improvements hereabouts are the new lower and upper depots
of the Hartford and C.W.R.R. which our citizens and the traveling public will appreciate." The profile
of this structure is similar to the Austin station, COLLINSVILLE1, and may have been deliberately designed to mirror it, especially
since this was the timetable stop and the town's official CNE depot where people took the 'real' train, not the
horse car. The photo at upper left shows the junction looking west, the single line curving south into Collinsville
and the mainline and passing siding curving north to follow the Farmington River up to Satan's Kingdom and Pine Meadow.
The val map at middle right shows the arrangement in 1916. Called
HIGH STREET JUNCTION as of 1915, the depot is highlighted in yellow and the red arrow points to the original
line of the wye track to the village center. The realignment,
probably resulting from 1902 town efforts to improve crossing safety and to better connect Dyer Ave. and High St., may have
resulted in a minor relocation of the station. In 1964, the building became a municipal
garage and was perhaps moved slightly a second time. The undated photo at lower right looks
northwest, with the Collinsville wye stretched out along the river. The red arrow points to what seems to be the roof of
this station behind the tree, a visual detail only made possible by Al Weaver's patient colorization of this valuable
panoramic photo. Although forlorn, COLLINSVILLE4 still stands in 2011 after 125 years
[middle left] and word is at the historical society that there is interest in a restoration project like the one Bernie Rudberg
is spearheading at Hopewell Junction. The red arrows on the 1893 map at lower
left show the three locations: COLLINSVILLE2/4 [top], COLLINSVILLE3/5 [middle], and COLLINSVILLE1 [bottom]. [REFS:
HDC/12/21/1871/02; HDC/05/19/1873/01; HDC/06/04/1873/03; HDC/07/29/1873/04; HDC/05/20/1874/04; WH/03/12/1886/02; WH/03/19/1886/02;
WH/04/30/1886/02; CWN/07/14/1886/02; HDC/09/16/1896/08; SR/10/08/1902/12; HDC/04/23/1910/11; RRC map 228; D22; R60]
********************
COLLINSVILLE5
|
| Canton Historical Society |
|
| Dodd Center, UConn |
|
| Robert Lingane Collection |
COLLINSVILLE5. The photo at upper left is a wonderful aerial
view of this station, again showing the horse car. The image at upper right, another fortunate
find, has a caption date of 1871, not shown here. That cannot be correct
because, as seen above, the spur that the horse car is sitting on was not completed until almost 1874 and this station was
built in 1886 at the same time as its cousin to the north. Immediately
after this station's predecessor, COLLINSVILLE3, was fashioned from the old hotel stable, the "long-expected
horse car" to replace the open carriage arrived in January, 1875 and the
Mills Brothers "put a large horse on the track to draw the horse car." Dewey was succeeded as station agent in March, 1873 by Franklin M. Mills,
who died in 1910 after nearly forty years with the railroad. Like his predecessor, Mills piloted the car
himself at first. When the shuttling back and forth and the hectic pace of tending to two stations became
too much, the CW permitted Mills him to hire his brother, Washburn G. (Will) Mills, to take the reins.
The horse car service was always well-patronized, even by locals not intending to take the train, and why not? No fares
were ever charged and Will was said to have had to frequently discipline
unruly boys just hanging on for a ride! The uniquely colorful horse car arrangement lasted until the then-PR&NE laid heavier rail and began backing trains down to 'the lower
depot.' This appears to have started in December, 1893, when the Herald
said that "the P.R. & N.E. run trains into Collinsville and this pleases the people of that place more than the
through passengers." The coming of steam reportedly banished the venerable horse car to the West Winsted engine
house and timetables thereafter show two stops here: this station as COLLINSVILLE plus the one at the wye now called COLLINSVILLE
JUNCTION and now mostly listed as a flag stop. Once the village got steam passenger service to the lower depot, any attempts
to cut it back were met with objection from the public. With an 1886 to 1893 date range thus established for the upper photos,
they are probably the earliest images of this station we have. The closest otherwise is a card [upper right]
postmarked 1906. The photo at lower right shows steam service on the spur and dates after 1907 when the
223 was renumbered as such by the CNE. The 4/12/1934 val
photo at lower left looks westward, showing COLLINSVILLE3 as the freight house
behind COLLINSVILLE5. These buildings were all destroyed in the 1955 floods. thus erasing much of the structural evidence
of this village's unique railroad history. [REFS: HDC/05/20/1874/04;
HDC/06/13/1874/04; HDC/09/16/1896/08; CNE ETT16 (11/17/1898);
HDC/08/25/1905/14; HDC/09/29/1905/14; HDC/09/11/1907/13; HDC/06/14/1907/15; HDC/06/25/1907/18; Fisher, SL128; N3.27]
********************
COLLINSVILLE JUNCTION
[> COLLINSVILLE2,4]
********************
COLUMBIA JUNCTION [> AIR LINE JUNCTION]
********************
CONNECTICUT RIVER1
CONNECTICUT RIVER1. As seen on the 1859MC map,
this was an original station on the NH&NL, whose first train ran to here on 6/30/1852. The depot was located on the river's
western bank at the ferry terminus where boats carried trains to Old Lyme until a bridge was built in 1870. The first train passed over the completed structure on 6/4/1870. Estimates were that the bridge
would save 15 to 20 minutes over the crossing by boat. According to the newspaper, a large party went out on a special train
from New Haven on 6/11/1870 "and fired a cork salute in celebration of the event." The article went on to say, perhaps
pointedly, that "Nobody from Hartford was invited." Perhaps the reason was the controversy that surrounded the building
of this bridge that was not done to the highest standards. The railroad commissioners
rather lamely reported that they had issued no certificate of suitability
to operate trains over the new structure since "no
application was made to them on the part of the company before opening the bridge to public travel." In light of the
Norwalk drawbridge disaster of 1853, which was the direct cause for the creation of the Board of Railroad Commissioners,
this would almost seem to amount to negligence on their part, though they were limited by statute as to what they could
order. A scant two
years later, the newspaper said important changes were
being made to the right of way between here and the LYME station on the opposite bank. The length of the
curved approach on both sides of the river was being shortened and "a new pier is being built on the Lyme side
of the river." Lingering concerns about the bridge finally caused an investigation
by the railroad commissioners. This included the hiring of someone, perhaps somewhat extraordinary for the times, to perform
an underwater examination of the abutments and piers. The report of George W. Fuller, the
"submarine engineer and diver," was dated 9/27/1875. It said that the east abutment was in
"a very unsafe condition" and the west abutment was "never properly constructed" and "in a very
dangerous condition." The commissioners communicated this information and some corrective steps were
taken by the railroad which did not think things were as bad as Fuller said. [REFS: NLDC/07/03/1852/02; PTH107.1858.13; HDC/07/31/1863/02;
HDC/04/21/1870/04; HDC/05/20/1870/04; HDC/06/06/1870/03; HDC/06/13/1870/02; C/08/28/1872/02; C/10/23/1872/02; DC/05/05/1876/02; CRC23.1876.21,40-46]
********************
CONNECTICUT RIVER2
CONNECTICUT RIVER2. [REFS: CRC35.1887.17; RRC38.26 abd 5/6/07 w new Conn. River bridge]
********************
COOKS
Cooks was a stop on the west side of New Britain on the HP&F. [REFS: C306; 9/18/72TT: no but but CRC or newspaper
mention in 1872] ********************
COOPER
|
| Dave Peters Collection |
COOPER. Cornwall says that this was a flag
stop for all trains but does not say when it was established. The
first mention we find is in the 1885 GHD. It is unclear whether it preexisted as a non-timetable stop or it was a late addition
by the D&N or an early one by the HRR on whose 1889 timetable it does appear. It, like FLORIDA [see F stations], is never
shown on the RRMs. Train service was discontinued on this branch in 1925 and replaced with New England Transportation buses
that may have stopped here. [REFS: 1885GHD; HRR 1889TT;
1907, 1911, 1923TT; SL17.4.28]
********************
COPPER HILL
COPPER HILL. This was an obscure
flag station in the town of Granby on the Canal line that opened through here
about 1850. We first noticed it being listed as a railroad station in the 1858GED [lower left], but we have yet to see it
on a timetable. A post office was established here in 1872 and fortunes in the area were expected to improve with the reopening
of the local mines that had been worked intermittently since 1706. The 1888RAM map indicates the location, although it is
not shown as a railroad station. The ad we recently found in the 1895 inaugural issue of Connecticut Magazine [upper left] says Canal line trains will be stopping here in season
and touts the tourism potential for visitors coming to the Old Newgate Prison. [REFS: HDC/01/29/1872/02;
HC/02/12/1981/C3A]
********************
CORNWALL BRIDGE1
CORNWALL BRIDGE1. The location is seen
on the 1854LC map and the listing is found on the 1851 broadside. There is a newspaper reference to the first station here
as far back as 1847 when it was said a branch to Litchfield was being considered from this point. We assume this was a depot
here from the completion of the HRR to the state line in 1842. [REFS: RF/05/18/1847/01][rev9/23]
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CORNWALL BRIDGE2
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| Dave Peters Collection |
CORNWALL
BRIDGE2. The Connecticut Western News said in April, 1873 that the HRR would "soon
erect a new depot" here and that they had bought a large tract of land near the first station to put in new side tracks
and "make other improvements to keep pace with the increasing business of the station." The Courant also concurred at the time that a new structure was in the offing, but it was not until 1884 that the
News said a new depot, under contractor Charles Beers of Bridgeport, was "progressing
finely and what an ornament and convenience it will be to the many passengers who patronize the road from this station. The
March, 1990 NHRHTA newsletter included a real estate ad that said "A circa 1883 Railroad Station tastefully renovated
into a fine 3 bedroom residence. This unique property has been unspoiled by time and features mellowed antique moldings and
woodwork throughout. Scenic Housatonic River views. This rare Cornwall offering is perfect for those who want the charm of
bygone days when quality was not an option." The price at the time was $224,000. [REFS: CWN 04/11/1873/02; HDC/04/15/1873/04;
CWN/05/14/1884/02; NL18.2.4; R43][rev9/22]
********************
COS COB1
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| Copyright NHRHTA, Inc. All rights reserved |
COS COB1. This station was also called COS COB BRIDGE
for its location west of the span over its namesake harbor. This stop is not on the 1849TT or the 1851TT, but it is listed
in GED1858. We can't be absolutely sure yet, but this photo could be the first station here. It
seems different in window and roofline configuration from the one we have as COS COB2. Further scrutiny may be necessary before
a definitive opinion can be given.
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COS COB2
|
| Connecticut Historical Society |
COS COB2. The Danbury News said in
1871 that the NYNH&H was building a new depot here. What happened to the first is not mentioned. The structure, as seen
here, is in use as the freight station and would be torn down in 1955 with the construction of the Connecticut
Turnpike that would cross overhead. Its replacement, COS COB3, is out of sight to the left of the photographer. [REFS: DN/11/15/1871/02; NHER/04/01/1880/01]
********************
COS COB3
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| Dave Peters Collection |
COS COB3. This
is reportedly an August, 1954 photo of the westbound station that is attributed to Charlie Gunn. COS COB2 is in the distance,
probably in use as the freight house at this time. The 1913 map shows the location
of this station on the north side of the tracks. We know from the picture below that COS COB4 was on the other side of the
tracks but the map omits it. The Cos Cob power plant is marked on the map by the circle to the right on the edge of the harbor.
This salt-box style station was built with the four-tracking of 1894.
********************
COS COB4
COS COB4 was the eastbound station, probably also built ca. 1894 with the
four-tracking project. According to John Roy [p.44], it was a much smaller structure than the one on the westbound side. This
was typical, going back to the NY&NH that was built to bring people to the Empire State and return them home to Connecticut.
Most of the early stations were on the north or westbound side of the track from the beginning. In this photo dated April
7, 1946, everybody is looking west for the train that
will soon take them to points east.
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COS COB5
Newer eastbound station.
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COTTAGE GROVE1
COTTAGE GROVE1. This was not an original
stop on the CW. The newspaper said in 1873 that this was to be a new station
and that the frame was being put up on that very day by the Cottage Grove Co. This was an investment
company who hoped to develop the location, four miles from Hartford, as a
new residential and manufacturing center and an important suburb of the capital city, akin
in many ways to our website namesake, Tyler City. See Track 1. In addition, the
CW did a large excursion business for those wishing to visit the actual grove for which the area
was named. Excluding the cost of repairs needed, the NY&NE's 1880 CW lease
appraisal said the frame structure was in 'good' condition' and valued
it at $450. Compared
to the neighboring BLOOMFIELD passenger depot valued at $1500 and SCOTLAND/NORTH BLOOMFIELD at $250, COTTAGE GROVE1 must
have been a decent-sized structure and more than just a small shelter. The location is seen at the red arrow on the 1892
topo map [add12/7]
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COTTAGE GROVE2
COTTAGE GROVE2. The second station structure was built in 1903. We have not
yet found a photo of it but the val map shows the a small footprint and clarifies
the location as well. The photo [add12/7] is from Nimke and says it was taken on 10/23/1925
and that it is the station area with the Tobey Rd. grade crossing in the distance, making the shot look to the north. The
structure stood on the east side of the track just past the farm road seen on the val map. [REFS: CRC51.1903.27; HC/11/14/1903/05; SL23.4.7: CNE 1912TT]
********************
COUCHS
D&N stop in Ridgefield [REFS: SL17.4.25: mp 14+ btw BRANCHVILLE
and SANFORDS] ********************
CRESCENT BEACH1
CRESCENT BEACH. This was one
of several Shore Line beach resort stations, many of which were used only seasonally.
The newspaper said in 1873 that a "new" depot was to be put up here in the village of Niantic on H. Cruttenden's
land. Apparently that never came to fruition since the railroad commissioners announced several years later that a shelter
had been built here for a new flag stop. This image is similar to other structures on this line: see SACHEMS HEAD1. [REFS:
NHDP/03/17/1873/04;
NHER/07/23/1886/02;
CRC36.1888.19]
********************
CRESCENT BEACH2
CRESCENT BEACH2 became CRESCENT BEACH AND
BLACK POINT
as the final name for this station. The structure seen here opened on 8/6/1892.
The photo at
left is dated
6/23/29 [Dodd/RHA]. [REFS: HC07/23/1892/03; HC/08/09/1892/03]
********************
CROMWELL1
CROMWELL1, with the 'flat-W' style roof seen on many CV stations,
was torn down ca. 1937 and the farmer who purchased the wood reportedly used it to build a chicken coop. The railroad commissioners reported in 1890 that this station was abandoned,
meaning in this case that the location was surrendered and the station was moved. Other sources corroborate that the it was relocated 600 feet to the south, away from what is Rte. 99 today. The
1874 Beers map [add2/14] at upper right shows, if not the station itself, its
original location. The commissioners also noted the "erection of a new depot building," which must have been the freight structure seen in the distance. This was a common
practice when business grew to a point where convenience and safety dictated separate facilities for passengers.
We
have highlighted CROMWELL1 in yellow on the 1915 val map at lower left. Conn. Co. interurbans to Hartford switched to their own track here,
shown as the heavy dashed line, after riding CV rails from Middletown. [REFS: CRC38.1890.39; RRC14.118 (5/20/1890)]
********************
CROMWELL2
CROMWELL2 was the 1885 station on
the Meriden and Cromwell RR at the Connecticut River terminus.
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