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Paci's Restaurant in Southport Connecticut

Train Stations of Connecticut

There are many train stations in Connecticut. Some have been rebuilt.
Some are no longer used and have been converted to other uses.
Some have restaurants in them or close by. One of these is Paci's in Southport, Connecticut
Hartford Union Station

Hartford's Union Station does busses too!

Welcome to our Railroad Stations of Connecticut WebSite

Here's a preview of some of the exciting projects we have put together for you:

Our feature article is "Connecticut's Depots" . We have extensive coverage of Connecticut stations (and restaurants in or close to them). We have separate articles on stations in Canaan , Simsbury , New London , Waterbury , Stratford , and Bridgeport .

Find out how many train stations are there in Connecticut?

Want to see even more Connecticut Stations ? If you don't find YOUR STATION, go here!

We have a lot of coverage of Connecticut commuter developments . See WCBS NewsRadio 880 talks about Springfield-New Haven

If you commute in Connecticut, you should see all about the "Fix My Station Photo Campaign"

Commuter Statistics: Metro North Railroad

See an in-depth study of Railroad Stations on the Danbury Branch

Railroad Stations around the country, art deco stations, and refurbishing Connecticut stations

Want to find out all about YOUR station? We show you for each active railroad station in Connecticut: Passenger schedules, driving directions and other information
Freight railroad serving this station and contact information
Picture of station and, in some cases, history and development plans.

Amtrak stops at 12 stations in Connecticut.

By Ken Kinlock at
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Corsica Ferry

Traveling in Europe?
You will probably need to make a FERRY RESERVATION.

Réservation Ferry en français
Stop by and see our Reservations Center.
Corsica Ferry

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Just Around the Corner by Bertrande H. Snell

Bertrande H. Snell, author of the following article, a native of Parish, Oswego County, N.Y., was a telegrapher all his working life. For many years he was employed by the New York Central Railroad, and for 33 years was a telegrapher for Western Union in Syracuse.

Bertrande Snell commenced his writing career with the Syracuse Syracuse Post-Standard in 1945 and continued it until shortly before his death in 1949. His columns were primarily of a reminiscent or historical nature, which included railroad stories.

If you like his column, we have more.
Post-Standard, March 27, 1949

Just Around the Corner
By Bertrande Snell

There are so many abandoned depots along the old Hojack that seem to gaze forlornly at the casual passer-by. Most of 'em don't even stare - their windows are boarded up and their doors are tightly closed. But there they stand, weather=beaten and dilapidated monuments to an era that has nearly vanished.

Too, there are a number of hamlets along the line where the depots have been torn down and the grass grows where once the semaphore reared its proud head, and dandelions bloom beneath the spot once occupied by the telegraph desk.

Take Hastings, for instance ...I stood by the tracks just the other day and surveyed the little, deserted depot, which once looked so big and bustling to a teen-age rookie like me. As I looked at the shabby old building, the years rolled backward - some two score of 'em - and I seemed to see station agent John Benedict standing in the doorway, clad in his smart blue uniform with the gold buttons, smoking one of Jake Schumacher's best Parish-made cigars.

Just back of the depot stood the big white house where John and his family lived for many years and raised a family of children. There was no other dwelling in the immediate vicinity; Hastings station being about a mile off the main highway. It was reached by a narrow county road which crossed the track at the depot and meandered off in a northeasterly direction to "Never-Never Land."

Brother Benedict used to come over to Parish occasionally on No. 3, which hesitated at Hastings about 6:50 p.m. He would then have an hour and a half in which to take in the bright lights before returning home on No. 8, the last passenger train of the day, which was due at 8:30 p.m. These excursions were, of course, strictly off-the-record, since the agents at one-man stations were required to be on duty at all times, until given "G.N." (good-night) by the train dispatcher.

At this time I was a telegraph student at Parish depot, under the tutelage of genial Bill Shaver, and I had gotten to the point where I was allowed to sit in on the dispatcher's wire occasionally. John and I had it all fixed up that when he made one of his evening excursions to Parish, he'd give me the proper wire hint that when the train pulled in at Parish I would report it to the train dispatcher as just left Hastings - three miles west.

This worked fine and dandy for some little time until one night, John notified me that he'd been on the train - and I prepared to do the usual. Just as No. 3 pulled up in front of the station, I opened the key and sent the code report to the train dispatcher in Oswego:

"Os, Os, HG - No. 3 A & D 6:51 p.m." This being translated meant, "On sheet, on sheet Hastings - No. 3 arrived and departed at 6:51."

When I closed the key the sounder began to chatter again. The dispatcher was making some sort of a reply! I was unprepared for this, being still pretty slow on the receiving end of a wire, and not expecting a reply, anyway. I was alone in the officer at the moment the agent having gone out to meet the baggage car. I immediately realized that I wasn't getting a thing the sounder was saying. Panic-stricken, I rushed from the office and intercepted John just as he was alighting.

"Come here quick," I gasped, "The dispatcher's trying to tell me something and I can't read a word of it.

John ran to the instrument just as it fell silent, the sender evidently finished whatever he was saying. Benedict shook his head in disgust, opened the key and asked for a repeat. After a moment, he smiled and turned to me.

"Did you get it this time?" he asked.

I was forced to admit "Not a word, John: that man Nixon sends too fast for me."

"Well, Bert," relied my friend, "you can stop trembling and wipe that sweat off your noble brow. All the dispatcher wanted was to let me know that I could close the joint now and go home for the night. No. 8 is way late out of Watertown and he says I needn't wait. I'll betcha someday you'll get to be a two-way operator, even if you are a little one-sided at present. There are probably worse telegraphers than you somewhere - but I'll be danged if I can recall any just at the moment."

- And he grinned widely as he patted my shrinking shoulder and went his way.

This trifling episode happened nearly a half-century ago - in 1901, to be exact - and I'm glad to note that Mr. Benedict is still extant. He lives in Syracuse at 206 Slocum Ave., having been retired for a number of years. - And long may he flutter!
Ghost Station

On the old Hojack, when twilight falls
And the moon comes over the hill
When the plaintive note of night bird calls
Thru the mystic evening chill,
There, soft 'neath the glow of the brooding sky
The lonely depots stand,
And as the boxcars thunder by
The shuddering rails demand:
"Click-click - click-clack; Oh, take us back
To the days of long ago;
When the suns were brighter and the loads were lighter
And the hearts of men aglow!
But the weeds have grown on the old door-sill
And the ghosts that lurk inside
Slink thru the gloom of the silent room;
And the echoes, far and wide,
Moan, softly moan, in their grief, alone
From the freight house rafters high
Where the dust and grime of the olden-time
Show black to the watcher's eye,
"Click-clack, click-clack," sing the rusty rails
And the drive wheels spin as the train rolls in
From the mists of yesterday!

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Just Around the Corner by Bertrande H. Snell

Bertrande H. Snell, author of the following article, a native of Parish, Oswego County, N.Y., was a telegrapher all his working life. For many years he was employed by the New York Central Railroad, and for 33 years was a telegrapher for Western Union in Syracuse.

Bertrande Snell commenced his writing career with the Syracuse Syracuse Post-Standard in 1945 and continued it until shortly before his death in 1949. His columns were primarily of a reminiscent or historical nature, which included railroad stories.

If you like his column, we have more.
Syracuse Post-Standard, Feb. 27, 1949

Just Around the Corner
by Bertrande

Among the many and various things that were indelibly impressed upon the budding mind of the old-time student of railroad telegraphy there was always one that stood out in relief ... When two trains, traveling in opposite directions attempted to pass each other on a single track; a considerable amount of confusion was bound to ensue.

(Those two opening sentences may have been a bit long - but I have known railroaders who served longer ones in the same connection).

No teller of railroad tales should fail to have in his repertoire a decent number of harrowing wreck stories, wherewith to beguile or disgust his readers, as their various moods might dictate - so I venture to bring yo one which is, perhaps unique in that no one was injured, no damage resulted and nobody was even excited except this narrator.

In 1904, having worked as a telegrapher at various Hojack points for a period of three years, i decided to find out if they could get along without me. I put a shawl-strap around my few articles of wearing apparel and hied me to Corning, where I went to work for the old Fall Brook R.R. running from Lyons to Williamsport, Pa.

In the fall of 1908, I came back to the Hojack o se how they fared in the effort to overcome the handicap of my prolonged absence. This natural urge of mine was aided and abetted by the fact that the Fall Brook officials had given me a hint that my departure would not only be condoned, but even deeply appreciated.

So I induced chief dispatcher George Henry Williamson to give me a job at Richland under the watchful eye of agent Orley Sprague - and by the mercy of Providence it lasted one day, that time!

But to my story...My first and last day at Richland passed uneventfully, although the job called for a lot of work in those days. Trains to and from Watertown, Rome, Syracuse and Oswego converged here and the telegraphers were kept busy handling the schedules.

I was relieved at 7 p.m. by night telegrapher Schwartz and immediately boarded an engine which was to “run light” to Syracuse. Sam Hollingsworth was the engineer, and he readily agreed to let me off at Parish where I was staying at the time.

I sat on the left side of the cab behind Fireman Barney Fidler - and away we went toward Pulaski.

There’s a great fascination in riding the cab of a locomotive - especially an unattached one. You go bouncing and swaying over the rails; the wind takes away your breath, brings tears to your eyes and blows cinders into your open mouth. You clutch for support as you round the curves and you pound down the straight-away with your head, neck and shoulders protruding from the cab window in defiance of the stiff breeze. Mister, it’s grand!

Suddenly, as we cleared the yard and flew downgrade toward Pulaski, a chill premonition came to me” I bethought me of something - and my heart stood still! Number 2, the eastbound passenger train from Syracuse, was due to leave Pulaski in our direction at that very moment...And here we were, rushing toward her at 60 miles an hour, with no possibility of escaping a crash! I clutched the arm of Fireman Fidler and yelled in his ear:

“Hey, Barney! Ain’t we runnin’ on Number 3’s time? She’s due outa Pulaski right now!”

Barney turned his head and made staccato reply:

“So what? Nobody gives a damn for her. We’re on -”

The rest of his reply was lost on me, for there, just ahead a big locomotive headlight suddenly rounded a curve and rushed down upon us with appalling speed!

I let out one frantic shriek and leaped for the opposite cab entrance. Grasping the hand rails, I swung my body out into the darkness and prepared to let go. Engineer Hollingsworth detached his hand from the throttle, reached a long arm and grasped me firmly by the coat collar. he yanked me back into the cab with such force that I fell flat on my back, among the hot cinders in front of the fire-door.

--And before Barney could lift me to my feet, the passenger train went thundering by!

`”What th’ heck’s th’ matter with you, anyway? chided Hollingsworth. “If I’d knowed you wuz a’entire damn fool, I wouldn’t have let you ride, anyway. What did you try to jump fer?”

Stunned and bewildered, I tried to explain - although at the moment I couldn’t figure out why I was alive. “How did Number 3 get by?” I chattered. “Why ain’t we all dead, right now?”

“Why, you idjit,” laughed Fireman Fidler, “she went by on the other track, o’course.”

--Great guns! then I remembered! During my absence in Pennsylvania, they installed a double track between Richland and Pulaski and I had forgotten all about it!

Folks, I went back to my Pennsylvania job the next day and I didn’t show up along the Hojack for a long, long time. I just couldn’t take it - that’s all.

There are still a few old-timers who haven’t forgotten about this episode and they never fail to elaborate on it when they meet me.

In fact, no long time since, one of these Hojack ancients sent me a typewritten sheet, purporting to be a verbatim copy of a circular issued by the Oswego trainmaster’s office in 1908...It read like this:

“All trains approaching each other from opposite directions on the new double-track between Pulaski and Richland will come to a full stop and will not proceed until each has passed the other.
J.G. H.”
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Old postcard of the Madison, Connecticut train station.

See all the train stations of Connecticut. Find out about the Shore Line East railroad station in Madison. An old postcard purchased from Charlie Gunn. More Railway Stations you will enjoy.
Madison Train Station
The New Haven Railroad Historical and Technical Association
has created a great map of the New Haven Railroad at its greatest extent.

Click below to see it.

Connecticut Real Estate Advice - Find real estate articles that provide advice on buying or selling a home in Connecticut. Also provides MLS home search tools, realtor directory, and tips on finding a mortgage loan.
King Preferred

Railroad Stations on the Danbury Branch


There are seven Branch Line stations from south to north with one in Norwalk, two in Wilton, then one each in Ridgefield, Redding, Bethel and Danbury.

The regional transportation planning authorities for both Region's have endorsed the northern extension of the Branch Line beyond Danbury to New Milford. Three additional stations will be needed to serve that area. Reviews of these station sites, proposed Danbury North, Brookfield and New Milford Stations, are included herein.

This text draws upon recent technical studies of the Branch Line, as well as new information completed by the planning staff of the Housatonic Area Regional Transit District (HART). The bulk of the research summarizes the expansion of rail passenger service proposed by the Housatonic Valley Council of Elected Officials (HVCEO) and the South Western Regional Planning Agency (SWRPA) in their joint 2000 Route 7 Corridor Travel Options Implementation Plan.

According to the summary of that plan, rail passenger service frequency would first be expanded on the existing Norwalk to Danbury Branch Line. The second part of the plan would then extend passenger service northerly to New Milford, adding three new stations. As projections show that the addition of train service would attract more riders, parking capacity at existing Branch Line stations would need to be upgraded accordingly.

The 2000 SWRPA-HVCEO Branch Line plan evaluated parking needs with and without service expansion. It was found that even without service expansion, the number of parkers at stations was expected to continue to grow during the 2000-2015 projection period. By 2015 this demand will exceed the current parking space inventory at four of the present seven stations.

According to the 2000 Plan "876 additional riders are expected to board the Danbury Branch between 1999 and 2015 with no improvements to service. This represents an almost 70 percent increase in ridership due to population growth and highway congestion."

Then if Phase 1 and Phase 2 train service is added, boosting service from 20 trains per day to 31 and then in phase 2 up to 38 per day, parking supply would be exceeded at all seven Branch Line stations.

Branchville Railroad Station is located in Ridgefield, CT directly off of Route 7, near the intersection of Route 7 and Route 102.

It is 12.7 rail miles north of the main new Haven Line at the South Norwalk Railroad Station and 3.8 miles north of the Cannondale Station in Wilton, CT. Access to the station is by bridge and across an ungated at-grade railroad crossing.

A 1998 historic resource survey by Conn DOT indicates that this station was built in 1905 to the standard design of railroad stations at the turn of the century. It is described as a "one story, Stick style, railroad station, constructed on a fieldstone foundation with a wood frame structural system, asbestos shingle siding, and side gambrel and mansard roof units." The report recommended the building for listing on the National Register of Historic Places.

The Town of Ridgefield leases the station and adjacent property from Conn DOT. The interior was sublet in 1982 to a business that restored the historic character of the inside and has operated the Whistle Stop Bakery since that time. There are no ticket sales or transit information available in the interior. On the outside public telephones and overhead lighting are provided.

A passenger siding, along with associated track work, was installed at Branchville 1991 in order to allow for more passenger train operations in both directions. A high level platform was then constructed 1992 to improve passenger boarding and deboarding and reduce station dwell times.

The Branchville Station is served by the Danbury-Norwalk Route 7 Link bus, operated jointly by the Norwalk Transit District and HART. In 2000 Conn DOT estimated that the percentage of riders boarding at Branchville and bound for Stamford was 18%.

This particular parking lot is the most heavily used of any commuter facility in the ten town Housatonic Region. In contrast to Danbury, Bethel and Redding stations, parking at Branchville is provided at no cost. The 2000 Travel Options Plan recorded 170 parking spaces, with observed parking utilization at 173 vehicles, over capacity.

The 2000 Travel Options Plan projects that even without any additional train service, due to changing journey to work patterns, population growth and highway congestion, by 2015 the demand for parking spaces at crowded Branchville Station will be 154 spaces beyond supply.

And further, if during that period train services increase from the present 20 stops per day to 31(the Phase 1 expansion) the parking demand deficit figure rises to 197. Adding the Phase 2 Branch Line expansion, 38 trains per day, pushes the parking demand deficit at Branchville up to 223, the highest projected deficit on the Branch Line.

As part of a comprehensive municipal improvement plan for the Branchville Village section of Ridgefield, the Ridgefield Planning and Zoning Commission developed a concept plan to enhance the parking facilities at the station. In its unapproved draft 2002 Branchville Village Plan, the Commission suggests the construction of a decked parking structure, designed with an attractive facade reminiscent of an historic mill building, to augment parking supply at Branchville Station.

As part of this plan the two access points off of Route 7 to the current station would be relocated slightly. In addition, the upper level of the new parking deck structure could have access directly from West Branchville Road.

For perspective, a three level parking structure has already been proposed by Conn DOT for the Wilton Railroad Station to the south to relieve parking congestion there. As noted in the 2000 Travel Options Plan the "impediment to use of commuter rail is insufficient parking at Branchville and Wilton stations, where steps should be taken to increase the parking supply." Wilton is amenable to the Conn DOT proposal.

Other recommendations include preservation of the current Station building as part of the quaint neighborhood character of Branchville, working with Conn DOT to redesign access to the Station, supporting enhancement of the Station as a multi-modal transportation center, and investigation of providing a shuttle bus for commuters from the Station to Ridgefield Center and major employers in the area.

Further, the draft Plan would "Encourage the State to coordinate with Metro North Railroad to improve service on and electrify the Danbury-Norwalk line."

The West Redding Railroad Station is located in Redding, CT just west of Route 53, near the Bethel and Danbury border.

It is 17.3 rail miles north of the main line at the South Norwalk Railroad Station and 4.6 miles north of the Branchville Station.

This new station includes a high level platform with disabled access and shelter. There are waste receptacles and public telephones. However, no transit information of any kind is available at this facility.

As for public bus service, Redding remains a semi-rural area, and there is no regularly scheduled bus other than the limited SweetHART service available throughout the Town.

This new station opened in June of 1999 and is in excellent condition. There is some history here, for in 1992 a high level platform was constructed at the old West Redding Station near this small hamlet's retail buildings to improve passenger boarding and reduce station dwell times. However, the modern gleaming design was inappropriate for the scale and charm of the core of the small hamlet of West Redding.

After negotiations between the Town of Redding and Conn DOT, it was agreed that the 1992 platform and canopy would be dismantled. It was replaced in 1999 by a new platform with a modest station building about 500 feet south of the previous location.

In 2000 Conn DOT estimated that the percentage of riders boarding at West Redding and bound for Stamford was 25%.

The 2000 Travel Options Plan recorded 80 parking spaces, with observed parking utilization at 40 vehicles. Access to the 80-space lot is by permit or with a daily parking fee of $5 as of 7/2006.

The 2000 Travel Options Plan projects that even without any additional train service, due to changing journey to work patterns, population growth and highway congestion, by 2015 the demand for parking spaces at West Redding Station will fill the lot to within just 5 spaces of its 80 space capacity.

And further, if during that period train services increase from the present 20 stops per day to 31(the Phase 1 expansion) the parking demand here becomes a deficit situation with an additional 13 spaces needed. Adding the Phase 2 Branch Line expansion, 38 trains per day stopping, the parking demand deficit at West Redding Station rises further to 22.

Although there is some directional signage, the location is not well marked and must be accessed by crossing an ungated, at-grade railroad crossing. Local views towards the provision of a station sign at the driveway entrance should be evaluated.

The recently completed Bethel Railroad Station is located just north of Downtown Bethel, CT on Durant Avenue, opposite Bishop Curtis Homes.

Bethel's station is 20.6 rail miles north of the main line at the South Norwalk Railroad Station and 3.3 miles north of the West Redding Station.

Based upon a 1986 HVCEO station relocation study, a new Bethel Railroad Station was built on Durant Avenue and opened for service in January of 1996. This project was 100% State funded at an approximate cost of $4.3 million. The architectural detailing is the same as for Danbury Station. New facilities included a new station building and high level platform. The old station to the south on Greenwood Avenue was built near 1900 to replace an earlier passenger railroad station on the site dating from 1852.

The 1996 facility remains in excellent condition, and features pedestrian access, permit and metered parking, bicycle racks, a building with concession, restrooms, outdoor tables, a high-level platform with a lighted canopy, and benches and ramps for persons with disabilities. The concession provides Metro North and HART bus schedules. The station is served by the HART 5 Bethel Center Route.

A 1996 HVCEO report estimated commuter boardings by home town of riders from Danbury and Bethel stations combined. The totals were Bethel 128, Danbury 84, Newtown 48, Brookfield 18, New Milford 9, New Fairfield 5 and Bridgewater 4. Many of the Newtown residents use this station. In 2000 Conn DOT estimated that the percentage of riders boarding at Bethel and bound for Stamford was 23%.

The 2000 Travel Options Plan recorded 199 parking spaces, with observed parking utilization at 105 vehicles. The current parking capacity was an increase of over 100% in comparison to the historic station on Route 302 - Greenwood Avenue to the south. The lot is signed and directional signage is in place.

The 2000 Travel Options Plan projects that even without any additional train service, due to changing journey to work patterns, population growth and highway congestion, by 2015 the demand for parking spaces at Bethel Station will be within 3 spaces of its capacity of 199, clearly over capacity on busier days.

In addition, if during that period train service increases from the present 20 stops per day to 31(the Phase 1 expansion) the parking demand deficit figure rises to 29. Adding the Phase 2 Branch Line expansion pushes the parking demand deficit at Bethel Station up higher to 44.

The station parking lot as designed was planned to be further expanded in the future to accommodate another 100 spaces.

Danbury Railroad Station is accessible via Patriot Drive in Downtown Danbury, CT. It is opposite the NHL Skate at Danbury Ice Rink and the Patriot Parking Garage, a municipal facility.

The Station is 23.6 rail miles north of the main line at the South Norwalk Railroad Station and is currently the end of the line in terms of passenger service.

As in Bethel, the Danbury Station was opened to the public in 1996 and is in excellent condition. It replaced the 1903 vintage Union Station just to the north, that attractive building now the headquarters of the Danbury Railway Museum.

The Union Station had been built on an L-shaped plan to serve passengers on the two lines that met right at the station, this configuration part of the difficulty in expanding parking there, provoking the 1996 relocation.

The current railroad station site was obtained by Conn DOT in a land exchange with the Danbury Redevelopment Agency. It includes an 1,800 square-foot station building that cost $2.5 million, a high-level boarding platform for easy access to and from trains, new track and formal at-grade crossing protection with appropriate warning devices and other various improvements.

The site features a covered platform staffed by a ticket agent. There are restrooms, newspaper vending machines, waste receptacles, bicycle racks (in use during a HART survey), lighting and public telephones. Timetables are available in the waiting area, although there was no special display area for them.

There is pedestrian access to the Danbury Railroad Station, which is within walking distance from the Downtown Danbury's CityCenter Dining and Entertainment District.

The facility is also within walking distance of the HART Pulse Point. The HART 7 New Milford Bus passes within a quarter mile of the facility on White Street, and the HART 5 Bethel Center Bus can be accessed less than a half mile away on Main Street. The HART CityCenter Danbury Trolley serves the train station directly Thursday through Saturday. There is directional signage to the station, as well as a sign on I-84.

In 2000 Conn DOT estimated that the percentage of riders boarding at Danbury and bound for Stamford was 40%, the highest percentage of the seven stations on the Branch Line.

The 2000 Travel Options Plan recorded 119 parking spaces, with observed parking utilization at 60 vehicles. The 119 spaces is far more than the inventory of parking places that existed before 1996 at the Union Station just to the north. Access to parking at the Danbury Station is by permit from the Danbury Parking Authority. There is also a 15 minute parking section.

A 1996 HVCEO report estimated commuter boardings by home town of riders from Danbury and Bethel stations combined. The totals were Bethel 128, Danbury 84, Newtown 48, Brookfield 18, New Milford 9, New Fairfield 5 and Bridgewater 4.

The 2000 Travel Options Plan projects that even without any additional train service, due to changing commuting patterns, population growth and traffic by 2015 the demand for parking spaces at presently uncrowded Danbury Station will be within 7 spaces of capacity.

If during that period train services increase from the present 20 stops per day to 31(the Phase 1 expansion) the parking demand becomes a deficit of 6. Adding the Phase 2 Branch Line expansion then pushes the parking demand deficit at Danbury up to 24.

It will eventually need to be determined if land is available for on site parking expansion. In terms of future parking needs, the relationship between the Danbury Station parking lot and the City's nearby Patriot Parking Garage will need to be defined.

The 2000 Travel Options plan suggested improvement of pedestrian access to the Station by providing better roadway crossings in the vicinity. Also, improved directional signage for vehicles and the offering of food service during peak commuting times.


This proposed stop is 27.0 miles north of the South Norwalk Station and 3.4 miles north of the Downtown Danbury Station, in Danbury on the Berkshire Line just south of the Brookfield Town Line.

The site is state owned and in use as a Conn DOT commuter parking lot. This ownership is fortunate, as there is no pressure to develop the land for private purposes. The site fronts upon four lane White Turkey Road Extension, also known as State Route 840.

Some years ago the establishment of a Brewster North Station near I-84 on the Harlem Line in nearby New York State was hugely successful in complementing the existing in-town Brewster Station. A main goal of the proposed Danbury North Station is to duplicate that experience in Connecticut. The two stations within the City of Danbury will serve different and complementary travel markets.

The station site has superb access for passenger vehicles seeking it out, as it is within I-84's Exit 7 and Route 7 Expressway interchange area. Importantly, the 2002 City of Danbury Plan of Conservation and Development endorses the development of the Danbury North Station.

Current bus service to the proposed Danbury North Station location is limited to the Brewster Shuttle operating from the current state commuter parking lot. This service, if continued at the Danbury North Station site as it is converted from a park and ride lot to a rail station lot, would allow for some connectivity between the Harlem and Danbury Branch Lines. But this same service is judged by HART to have limited utility as a shuttle service to patrons of the Branch Line.

This station would feature a 250 space parking lot, developed by an expansion of the current Conn DOT commuter park and ride lot here. Vans and buses would be accommodated. However, space is limited here and demand analysis in the 2000 Travel Options Plan shows that all the parking spaces that could be easily developed would be almost completely utilized early on.

An additional 183 spaces would eventually be required to meet the needs of the full five phases of Branch Line service expansion. These spaces would be added as a deck structure over the surface parking lot, as the site is bounded by wetlands to the north and the Berkshire Corporate Park access road to the south.

The infrastructure required for the new Danbury North Station will include an 1800 square foot station building. This site for the station is one hundred feet across four lane White Turkey Road Extension from the platform location, the platform immediately adjacent to the Berkshire Line tracks owned by the Housatonic Railroad Company.

As well as being on opposite sides of a state highway from each other, the elevation of the Berkshire Line and accompanying 500 foot long platform on the east side is 15 feet higher than the proposed Danbury North Station and its adjacent parking lot on the west side. Thus a 100 foot, enclosed and climate controlled pedestrian overpass will need to be constructed to give access to the platform. A stair case in the station would lead to the overpass, with an elevator option included to meet ADA requirements.

As a future project phase, a second elevator and stairway at the south end of the train platform could connect up to the roadway overpass leading to the Berkshire Corporate Park, another significant grade change. This would provide pedestrian access to this expanding employment center.

The cost estimate to complete this station in a 1995 preliminary feasibility study was $3.2 million. Other required costs including equipment, track and right of way yield an estimated total cost of $9.1 to $9.9 million to complete the service extension. While the Branch Line from Norwalk to Danbury is State owned, the Berkshire Line here is privately owned, thus the need for permission from the Housatonic Railroad Company if this station is to become a reality.


Located 31.2 miles north of the South Norwalk Station and 4.2 miles north of the proposed Danbury North Station is the historic Brookfield, CT Railroad Station building, on Route 25 just east of the intersection of Route 25 and Route 7. This is just a short distance from the HART 7 New Milford and New Milford LOOP Routes. The former station building is owned by the nearby Brookfield Crafts Center.

Parking potential at this location appears minimal. There has been some discussion about parking to the east of the track accessible via a pedestrian walkway down to the station, the reverse of the Danbury North situation. Demand projections indicate that 118 spaces would be utilized here in the Phase Three New Milford extension and 138 spaces in the Phase Five plan.

In 2004 this historic building was purchased by the adjacent Brookfield Craft Center as its woodturning workshop. Given space limitations here and the private ownership of the building, the feasibility of rail station development is not clear. But as the severity of Fairfield County's transportation crisis deepens, and the need for rail service intensifies, an access point here cannot be ruled out.

The recently updated Brookfield town plan took a supportive position. Referring to the proposed Danbury to New Milford passenger rail extension, the 2001 Brookfield Plan of Conservation and Development states: '"While this service will go through Brookfield, it is not initially scheduled to stop in Brookfield. Brookfield should support the establishment of this rail service and seek a rail station in Brookfield. A location in or near the Four Corners is the most logical location although finding an appropriate site may require additional study."


Located in downtown New Milford 37.9 miles north of the South Norwalk Station and 6.7 miles north of the Downtown Danbury Station is the existing New Milford, CT Railroad Station. It is near the intersection of Route 202 and Railroad Street. Two tracks exist through the station area. As part of HVCEO and SWRPA transportation plans this station would become the new end of the Branch Line, rather than Danbury Station 14.3 miles to the south.

A 1996 HVCEO rail report envisioned that the existing parking lot of 230 spaces would be rehabilitated and expanded slightly to accommodate 250 parking spaces, the additional 30 spaces and some current spaces to service rail users.

It was presumed in 1996 that additional spaces could be created by expanding the parking lot to the west. An issue here is use of the current parking lot for access to nearby merchants and services, and the extent to which all day rail station parkers would tighten the supply for these current parking lot users.

To provide for this new commuter rail service, a new high-level platform would be located adjacent to the tracks opposite the existing station. This would be on the western side of the tracks, with the station across to the east. A high-level platform on the eastern or station side would alter the character of the historic train station and introduce complications in the station and platform design. The current station is an attractive asset to Downtown, as shown in this Greater New Milford Chamber of Commerce photo.

Rail industry design standards call for a 500 foot long, high level platform. However, it may be possible to provide a shorter, 100 foot platform so as to minimize the affect on the character of the existing station. A preliminary cost estimate to improve the station and parking area was $1.8 million in 1996.

Projected access via a shuttle does not appear high enough to implement such a service. There is, however, HART service in place now that would allow for passengers to access the station by bus. Station cars offer an opportunity for parking enhancement.

As for the potential for reverse commute, The projected 7:00 A.M. train arrival and afternoon departure at 4:55 P.M. in New Milford provide the best timing for workers traveling to Kimberly Clarke from points south.

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Railroad Stations between Danbury and Waterbury

There were several depots along the line between Waterbury and Hawleyville which was abandoned over 50 years. The first was just inside the Waterbury city line with Naugatuck, just east of the Hop Brook viaduct. It was called Union City Station, even though it was in Waterbury and not in the Union City section of Nauagtuck, as opposed to Union City which was about a mile away down on the Naugatuck line. It was gone early but the 1915 val map shows the foundation. The next station is Allerton Farm, first known as Osborntown. Towantic is next. Oxford, also known as Southford came next. Southbury was next. South Britian was a small shed. Sandy Hook, just over the Housatonic trestle. This is where the J-2s were based in helper duty in both directions. The next and final station I'm aware of before Hawleyville was North Newtown just east of the tunnel under the Maybrook line. For some pictures check out Charlie Dunn and the New Haven RR Technical & Historical Society Forum.
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Train stations on the Central New England Railway

The Central New England has been gone a long time, but we maintain a lot of history of the CNE.
Since this page is on railroad stations, we decided to track them here. Some of the CNE extended into NY State. We will include those stations too.
CNE Line Station Details
CNE Canaan, Connecticut to the New York State Line Canaan Station
CNE Canaan, Connecticut to the New York State Line Washington Station formerly called Blake’s Summit
CNE Canaan, Connecticut to the New York State Line Taconic Station station was formerly called Chapinville
CNE Canaan, Connecticut to the New York State Line Twin Lakes Station
CNE Canaan, Connecticut to the New York State Line Salisbury Station
CNE Canaan, Connecticut to the New York State Line Lakeville Station
Newburgh, Dutchess and Connecticut Railroad Glenham In the 1930's
Newburgh, Dutchess and Connecticut Railroad Fishkill Both passenger station and freight house
Newburgh, Dutchess and Connecticut Railroad Brinckerhoff
Newburgh, Dutchess and Connecticut Railroad Hopewell Junction

It's been a long time since there was any active passenger railroad station in East Hartford.

We are trying to find some information on old ones there. We have been told that one exists and that it has a train with a face on it for kids. If you know anything about it, or have any pictures or other information on train stations in East Hartford, please let us know.
East Hartford Busses
Stafford Springs Station

Stafford Springs, Connecticut

New York State Stations

Pennsylvania Stations

Ohio Stations

New Hampshire & Massachusetts

The Metro-North Railroad stations in Connecticut need nearly $400 million in repairs and improvements, according to a report released last month by the State Department of Transportation.

Gene Colonese, the department’s rail administrator, said engineers inspected all 36 stations over six months to identify the work that was needed. “They are in very good shape, essentially,” he said. “Nothing is unsafe. However, there are some maintenance issues that have to be addressed.”
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"Fix My Station" Photo Campaign

Tired of commuting from the same old decrepit train station? Wonder why nothing ever gets fixed? Now you have a chance to bring long-overdue improvements by joining the CT Rail Commuter Council's new...
"Fix My Station Photo Campaign"

We're taking the Governor at her word when she says she wants train stations in Connecticut fixed-up. She's ordered the CDOT to inspect the stations, and we want to help.

We're asking commuters to snap digital photos (cell-phone cameras are fine) of unsafe or unsavory conditions at their stations.
Send those photos to the Commuter Council and we'll post them on our website... assemble an album for CDOT... and even send a set of snaps to Governor Rell.

And we will monitor those repairs and make sure that this time, they get done!

This isn't the first time CDOT has thought about fixing the stations. They paid a consultant $1.6 million for engineering advice as part of their "CT Rail Governance" study, but then ignored most of the recommendations.

If you'd like to help the Commuter Council and join the "Fix My Station Photo Campaign", click here for a poster. Please print and post it at your station. Share the information with your fellow commuters.

Thanks for your support!

Jim Cameron, Chairman CT Metro-North SLE Rail Commuter Council

"Advocates for better rail services in CT"

Blog: “Talking Transportation”
More Connecticut Train Stations

We have found even more on Connecticut's railroad stations! Click Here or on any of the pictures to see lots more (previously unpublished) information and pictures of Connecticuts train stations.
Another great railroad station site
Some New York State stations: West Waterford Union Station, Sidney, New York about 1904 Union Station, Sidney, New York about 1912 B&O Station at Philippi, West Virginia Erie Lackawanna Station at Port Jervis, New York o... Margaretville, New York Train Station Sanford & Eastern Railroad General Offices in 1957... Union Station in Troy, New York Saratoga, New York Trolley Terminal : Three Low 600 series of Schenectady Railway, two Hudson Valley Railway opens, and No. 60.
More Connecticut Train Stations More Connecticut Train Stations More Connecticut Train Stations The Forum for Supply Chain Integration

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Oxford Connecticut Train Station

Oxford, Connecticut station was on the New Haven between Danbury and Waterbury.

Windsor Connecticut Train Station

Windsor, Connecticut station is on the New Haven to Springfield line and serves Amtrak.

Ridgefield Connecticut Train Station

Ridgefield, Connecticut station, now even the branch is gone.

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Norfolk, Connecticut station is now offices.
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