Norwich and Westerly Railway: Difference between revisions
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{{infobox rail line |
{{infobox rail line |
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| image = N&W trolley at Westerly.png |
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| image_width = 280px |
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| caption = |
| caption = N&W trolley at Westerly station between 1906 and 1912 |
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| type = [[interurban]] |
| type = [[interurban]] |
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==History== |
==History== |
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The company was first chartered on May 11, 1903 as the Norwich, Mystic & Westerly Street Railway Company. The name was changed to the Norwich & Westerly Railway Company on December 12, 1905 after the [[Groton and Stonington Street Railway]]'s Old Mystic branch negated the need for a N&W branch to Mystic. Construction started early in 1906 and the first cars ran between Norwich and [[Hallville, Connecticut|Hallville]] on August 18, 1906. The Westerly and Connecticut Railway (wholly owned by the Norwich & Westerly) was chartered in Rhode Island on March 13, 1906 and the first Norwich-Westerly through cars ran on November 12, 1906.<ref name=cummings /> |
The company was first chartered on May 11, 1903 as the Norwich, Mystic & Westerly Street Railway Company. The name was changed to the Norwich & Westerly Railway Company on December 12, 1905 after the [[Groton and Stonington Street Railway]]'s Old Mystic branch negated the need for a N&W branch to Mystic. Construction started early in 1906 and the first cars ran between Norwich and [[Hallville, Connecticut|Hallville]] on August 18, 1906, and as far as North Stonington by August 30.<ref name=wheeler /> The Westerly and Connecticut Railway (wholly owned by the Norwich & Westerly) was chartered in Rhode Island on March 13, 1906 and the first Norwich-Westerly through cars ran on November 12, 1906.<ref name=cummings /> The complete trolley line was estimated to cost $500,000.<ref name=electrical>{{cite book |url=http://books.google.com/books?id=_40fAQAAMAAJ |title=Electrical Review |date=1905 |volume=47:25 |editor=Worthington, George |page=958}}</ref> |
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By the time of its acquisition by the [[Shore Line Electric Railway]] in 1916, the Norwich & Westerly Traction Company operated 59.08 miles of lines. |
By the time of its acquisition by the [[Shore Line Electric Railway]] in 1916, the Norwich & Westerly Traction Company operated 59.08 miles of lines. These included the Norwich & Westerly system proper, the [[Pawtucket Valley Street Railway]], the [[Ashaway and Westerly Railway]], and the Groton & Stonington Street Railway.<ref name=cummings /> |
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Due to |
Route 2 opened in 1919, providing the first competition to the line.<ref name=wheeler>{{cite web |url=http://www.wheelerlibrary.org/pages/walkingtour.html |title=North Stonington Bicentennial Walking Tour |date=2009 |publisher=Wheeler Library |accessdate=5 January 2012}}</ref> Due to rapidly declining ridership, service on the line ended in 1922. The rails were ripped up in 1924.<ref name=preston /> |
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==Construction== |
==Construction== |
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The line was constructed to interurban standards, rather than simple street-running track like most other trolley lines in New England. A Street Railway Journal article from April 13, 1907 reported:<ref name=cummings /> |
The line was constructed to high-speed interurban standards, rather than simple street-running track like most other trolley lines in New England.<ref name=interurbans>{{cite book |title=The Electric Interurban Railways in America |author=George W. Hilton, John Fitzgerald Due, and John Due |url=http://books.google.com/books?id=J2zH-zcuU-MC |date=2000 |page=45 |publisher=Stanford University Press}}</ref> A Street Railway Journal article from April 13, 1907 reported:<ref name=cummings /> |
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<blockquote>As the line was built primarily for high speed operation, curves and grades are few in number. All curves have the outer rail elevated, according to standard steam railroad practice for passenger train speeds. The maximum grade is 4.5 per cent. There are many cuts and fills on the line, some of the former being through rock. This disadvantage was balanced in one way, as it enabled the company to use a great deal of rock ballast.</blockquote> |
<blockquote>As the line was built primarily for high speed operation, curves and grades are few in number. All curves have the outer rail elevated, according to standard steam railroad practice for passenger train speeds. The maximum grade is 4.5 per cent. There are many cuts and fills on the line, some of the former being through rock. This disadvantage was balanced in one way, as it enabled the company to use a great deal of rock ballast.</blockquote> |
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[[File:N&W trolley at North Stonington.png|thumb|left|220px|A trolley stopped at North Stonington]] |
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Except for short street-running sections near the terminals in Norwich and Westerly, the line was built on a private right-of-way with relatively few grade crossings. Bridges were built over the numerous small streams on the route, as well as the State Line Bridge over the [[Pawcatuck River]] at White Rock.<ref name=bridge>{{cite web |url=http://www.historicmapworks.com/Buildings/index.php?state=RI&city=Westerly&id=28619 |title=White Rock Bridge, Spanning Pawcatuck River & White Rock Canal, Westerly, Washington County, RI |publisher=Historic Map Works |accessdate=4 January 2012}}</ref> |
Except for short street-running sections near the terminals in Norwich and Westerly, the line was built on a private right-of-way with relatively few grade crossings. Sixty-five percent of the line was straight.<ref name=electrical />Bridges were built over the numerous small streams on the route, as well as the State Line Bridge over the [[Pawcatuck River]] at White Rock.<ref name=bridge>{{cite web |url=http://www.historicmapworks.com/Buildings/index.php?state=RI&city=Westerly&id=28619 |title=White Rock Bridge, Spanning Pawcatuck River & White Rock Canal, Westerly, Washington County, RI |publisher=Historic Map Works |accessdate=4 January 2012}}</ref> |
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From Franklin Square in Norwich, the tracks ran down Main Street, then turned south onto the dedicated right-of-way. The line skirted Laurel Hill Road (now [[Connecticut Route 12|Route 12]]) at Norwich State Hospital, then ran parallel to Poquetanuck Road (now [[Connecticut Route 2A|Route 2A]]) to Hallville. From there the line followed Route 2 closely into Pawcatuck, where it veered |
From Franklin Square in Norwich, the tracks ran down Main Street, then turned south onto the dedicated right-of-way. The line skirted Laurel Hill Road (now [[Connecticut Route 12|Route 12]]) at Norwich State Hospital, then ran parallel to Poquetanuck Road (now [[Connecticut Route 2A|Route 2A]]) to Hallville. From there the line followed Route 2 closely into North Stonington, where the station was located at Main Street and Rocky Hollow Road. <ref name=wheeler /> The line continued into Pawcatuck, where it veered east across the State Line Bridge and into White Rock, Rhode Island. After crossing Pierce Street in Westerly on a trestle, cars rejoined street traffic at the corner of West and Pleasant Streets. From there, they followed West Street on a bridge over the [[New York, New Haven, and Hartford Railroad|mainline rail tracks]] and onto Railroad Avenue to [[Westerly (Amtrak station)|Westerly station]]. Some through cars ran on Pawcatuck Valley Street Railway trackage on Canal, High, and Broad streets to Dixon House Square.<ref name=cummings /><ref name=preston /> |
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The Hallville powerhouse produced 16kV three-phase power, which was converted into 370V power for trolley motors at several locations, including a substation in White Rock north of Westerly.<ref name=cummings /> |
The Hallville powerhouse produced 16kV three-phase power, which was converted into 370V power for trolley motors at several locations, including a substation in White Rock north of Westerly.<ref name=cummings /> |
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==Operations== |
==Operations== |
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[[File:N&W trolley number 8.jpg|thumb|left|200px|Car #8 photographed with her crew]] |
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Equipment consisted of eight passenger trolley cars (semi-convertables #2,4,6,8 and closed cars #3,5,7,9) and a line car. One motor freight car (#1) and 25 freight trailers were used for freight operations, which included hauling coal to the powerhouse, Norwich State Hospital, and other customers along the trolley line.<ref name=cummings /> The freight cars also hauled [[quartz]] from the quarry on [[Lantern Hill]].<ref name=cummings /> |
Equipment consisted of eight passenger trolley cars (semi-convertables #2,4,6,8 and closed cars #3,5,7,9) and a line car. One motor freight car (#1) and 25 freight trailers were used for freight operations, which included hauling coal to the powerhouse, Norwich State Hospital, and other customers along the trolley line.<ref name=cummings /> The freight cars also hauled [[quartz]] from the quarry on [[Lantern Hill]].<ref name=cummings /> |
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Although express cars could makes the Norwich-to-Westerly run in just 45 minutes, a normal run was 70 minutes. Service operated as frequently as 30-minute headways. Fares started at 35 cents, divided into 7 |
Although express cars could makes the Norwich-to-Westerly run in just 45 minutes, a normal run was 70 minutes. Service operated as frequently as 30-minute headways. Fares started at 35 cents, divided into 7 fare zones of a nickel each.<ref name=cummings /> |
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The Norwich & Westerly connected at both ends with other streetcar companies. At Norwich, the Norwich Street Railway of the [[Connecticut Company]] ran local routes, and lines connected Norwich to [[New London, Connecticut|New London]], [[Willimantic, Connecticut|Willimantic]], and [[Putnam, Connecticut|Putnam]]. At Westerly, many cars continued through on the Pawtucket Valley Street Railway to [[Watch Hill, Rhode Island|Watch Hill]] or [[Misquamicut|Pleasant View]], and connections were available to [[Ashaway, Rhode Island|Ashaway]] and [[Groton, Connecticut|Groton]].<ref name=cummings /><ref>"''[[:File:Trolley-Trips-Through-New-England.pdf|Trolley Trips Through New England]]''". Trolley Press, 1916.</ref> |
The Norwich & Westerly connected at both ends with other streetcar companies. At Norwich, the Norwich Street Railway of the [[Connecticut Company]] ran local routes, and lines connected Norwich to [[New London, Connecticut|New London]], [[Willimantic, Connecticut|Willimantic]], and [[Putnam, Connecticut|Putnam]]. At Westerly, many cars continued through on the Pawtucket Valley Street Railway to [[Watch Hill, Rhode Island|Watch Hill]] or [[Misquamicut|Pleasant View]], and connections were available to [[Ashaway, Rhode Island|Ashaway]] and [[Groton, Connecticut|Groton]].<ref name=cummings /><ref>"''[[:File:Trolley-Trips-Through-New-England.pdf|Trolley Trips Through New England]]''". Trolley Press, 1916.</ref> |
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==Remains and reuse== |
==Remains and reuse== |
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The majority of the private right-of-way, totaling 21.02 miles including passing sidings, still exists and is visible on satellite maps.<ref name=cummings /> Only at [[Foxwoods Casino]] has it been built over; the main entrance road - Trolley Line Boulevard - stands instead. An extant bridge remains behind [[Wheeler High School (Connecticut)|Wheeler High School]] in North Stonington, and the former carhouse in Hallville now belongs to the Connecticut Brass Company.<ref name=preston /> Some sections of the State Line Bridge still carry White Bridge Road and a pipeline over the Pawtucket River.<ref name=bridge /> |
The majority of the private right-of-way, totaling 21.02 miles including passing sidings, still exists and is visible on satellite maps.<ref name=cummings /> Only at [[Foxwoods Casino]] has it been built over; the main entrance road - Trolley Line Boulevard - stands instead. An extant bridge remains over Assekonk Brook behind [[Wheeler High School (Connecticut)|Wheeler High School]] in North Stonington, and the former carhouse in Hallville now belongs to the Connecticut Brass Company.<ref name=wheeler /><ref name=preston /> Some sections of the State Line Bridge still carry White Bridge Road and a pipeline over the Pawtucket River.<ref name=bridge /> |
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Much of the right-of-way has been used for transmission lines since at least the 1940s, which are now owned by [[Connecticut Light and Power]].<ref>{{cite web |url=http://docs.unh.edu/CT/unca41ne.jpg |title=Uncasville Quadrant (7½ Minute Series): NE |author=[[USGS]] |date=1941 |publisher=University of New Hampshire |accessdate=4 January 2012}}</ref><ref name=preston>{{cite web |url=http://www.preston-ct.org/FINAL_REPORT_010810.pdf |title=HERITAGE LANDSCAPE AND RESOURCE PLANNING REPORT AND RECOMMENDATIONS |author=Oakfield Research |publisher=Town of Preston, Connecticut |date=January 2010 |accessdate=4 January 2012}}</ref> During the [[2011 Halloween nor'easter]], a tree on the lines caused significant outages.<ref>{{cite news |url=http://www.theday.com/article/20111030/NWS01/111039999/1070/NWS02 |title=Area towns fare well in storm, most residents have power |newspaper=[[The Day (New London)|The Day]] |author=Johnson, Jeffery A. and Wojitas, Joe |date=31 October 2011 |accessdate=4 January 2012}}</ref> During the 1990s, when Foxwoods was being built, the right-of-way was considered for use as a light rail line or [[busway]] to reduce traffic on Route 2.<ref name=preston /><ref>{{cite news |url=http://news.google.com/newspapers?id=ZwohAAAAIBAJ&sjid=nXYFAAAAIBAJ&pg=2291%2C4389080 |newspaper=[[The Day (New London)|New London Day]] |author=McKay, Molly |date=24 March 1996 |title=Light rail a great way to say 'bye' to highways (Editorial) |accessdate=4 Janaury 2012}}</ref><ref>{{cite web |url=http://www.ct.gov/dot/lib/dot/documents/ddotinfo/FIGURES/S-1.pdf |title=Route 2A/2/32 Environmental Impact Statement: EIS alternatives |publisher=Connecticut Department of Transportation |date=18 August 2004 |accessdate=4 January 2012}} ([http://www.ct.gov/dot/lib/dot/documents/ddotinfo/rt2final/volume_1_cover_and_cover_sheet.pdf abstract])</ref> |
Much of the right-of-way has been used for transmission lines since at least the 1940s, which are now owned by [[Connecticut Light and Power]].<ref>{{cite web |url=http://docs.unh.edu/CT/unca41ne.jpg |title=Uncasville Quadrant (7½ Minute Series): NE |author=[[USGS]] |date=1941 |publisher=University of New Hampshire |accessdate=4 January 2012}}</ref><ref name=preston>{{cite web |url=http://www.preston-ct.org/FINAL_REPORT_010810.pdf |title=HERITAGE LANDSCAPE AND RESOURCE PLANNING REPORT AND RECOMMENDATIONS |author=Oakfield Research |publisher=Town of Preston, Connecticut |date=January 2010 |accessdate=4 January 2012}}</ref> During the [[2011 Halloween nor'easter]], a tree on the lines caused significant outages.<ref>{{cite news |url=http://www.theday.com/article/20111030/NWS01/111039999/1070/NWS02 |title=Area towns fare well in storm, most residents have power |newspaper=[[The Day (New London)|The Day]] |author=Johnson, Jeffery A. and Wojitas, Joe |date=31 October 2011 |accessdate=4 January 2012}}</ref> During the 1990s, when Foxwoods was being built, the right-of-way was considered for use as a light rail line or [[busway]] to reduce traffic on Route 2.<ref name=preston /><ref>{{cite news |url=http://news.google.com/newspapers?id=ZwohAAAAIBAJ&sjid=nXYFAAAAIBAJ&pg=2291%2C4389080 |newspaper=[[The Day (New London)|New London Day]] |author=McKay, Molly |date=24 March 1996 |title=Light rail a great way to say 'bye' to highways (Editorial) |accessdate=4 Janaury 2012}}</ref><ref>{{cite web |url=http://www.ct.gov/dot/lib/dot/documents/ddotinfo/FIGURES/S-1.pdf |title=Route 2A/2/32 Environmental Impact Statement: EIS alternatives |publisher=Connecticut Department of Transportation |date=18 August 2004 |accessdate=4 January 2012}} ([http://www.ct.gov/dot/lib/dot/documents/ddotinfo/rt2final/volume_1_cover_and_cover_sheet.pdf abstract])</ref> However, no transit system was built, and instead sections of Route 2 were widened. |
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==References== |
==References== |
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Revision as of 06:50, 5 January 2012
| Norwich and Westerly Railway | |||
|---|---|---|---|
 N&W trolley at Westerly station between 1906 and 1912 | |||
| Overview | |||
| Status | abandoned | ||
| Locale | Southeastern Connecticut | ||
| Termini | |||
| Service | |||
| Type | interurban | ||
| History | |||
| Opened | 1906 | ||
| Closed | 1922 | ||
| Technical | |||
| Line length | 21.6 miles [1] | ||
| Character | Private right-of-way | ||
| |||
The Norwich and Westerly Railway was an interurban trolley system that operated in Southeastern Connecticut during the early part of the 20th century. It operated a 21-mile line through rural territory in Norwich, Preston, Ledyard, North Stonington, Pawcatuck, and Westerly between 1906 and 1922. For most of its length, the route paralleled what is now Connecticut Route 2.
Stops on the line included Norwich (at the railroad depot on Main Street), Norwich State Hospital, Poquetanuck, Hallville, North Stonington, and Westerly. The powerhouse and 4-track carhouse were located at Hallville, as was an trolley park called Lincoln Park.[1]
History
The company was first chartered on May 11, 1903 as the Norwich, Mystic & Westerly Street Railway Company. The name was changed to the Norwich & Westerly Railway Company on December 12, 1905 after the Groton and Stonington Street Railway's Old Mystic branch negated the need for a N&W branch to Mystic. Construction started early in 1906 and the first cars ran between Norwich and Hallville on August 18, 1906, and as far as North Stonington by August 30.[2] The Westerly and Connecticut Railway (wholly owned by the Norwich & Westerly) was chartered in Rhode Island on March 13, 1906 and the first Norwich-Westerly through cars ran on November 12, 1906.[1] The complete trolley line was estimated to cost $500,000.[3]
By the time of its acquisition by the Shore Line Electric Railway in 1916, the Norwich & Westerly Traction Company operated 59.08 miles of lines. These included the Norwich & Westerly system proper, the Pawtucket Valley Street Railway, the Ashaway and Westerly Railway, and the Groton & Stonington Street Railway.[1]
Route 2 opened in 1919, providing the first competition to the line.[2] Due to rapidly declining ridership, service on the line ended in 1922. The rails were ripped up in 1924.[4]
Construction
The line was constructed to high-speed interurban standards, rather than simple street-running track like most other trolley lines in New England.[5] A Street Railway Journal article from April 13, 1907 reported:[1]
As the line was built primarily for high speed operation, curves and grades are few in number. All curves have the outer rail elevated, according to standard steam railroad practice for passenger train speeds. The maximum grade is 4.5 per cent. There are many cuts and fills on the line, some of the former being through rock. This disadvantage was balanced in one way, as it enabled the company to use a great deal of rock ballast.
Except for short street-running sections near the terminals in Norwich and Westerly, the line was built on a private right-of-way with relatively few grade crossings. Sixty-five percent of the line was straight.[3]Bridges were built over the numerous small streams on the route, as well as the State Line Bridge over the Pawcatuck River at White Rock.[6]
From Franklin Square in Norwich, the tracks ran down Main Street, then turned south onto the dedicated right-of-way. The line skirted Laurel Hill Road (now Route 12) at Norwich State Hospital, then ran parallel to Poquetanuck Road (now Route 2A) to Hallville. From there the line followed Route 2 closely into North Stonington, where the station was located at Main Street and Rocky Hollow Road. [2] The line continued into Pawcatuck, where it veered east across the State Line Bridge and into White Rock, Rhode Island. After crossing Pierce Street in Westerly on a trestle, cars rejoined street traffic at the corner of West and Pleasant Streets. From there, they followed West Street on a bridge over the mainline rail tracks and onto Railroad Avenue to Westerly station. Some through cars ran on Pawcatuck Valley Street Railway trackage on Canal, High, and Broad streets to Dixon House Square.[1][4]
The Hallville powerhouse produced 16kV three-phase power, which was converted into 370V power for trolley motors at several locations, including a substation in White Rock north of Westerly.[1]
Operations
Equipment consisted of eight passenger trolley cars (semi-convertables #2,4,6,8 and closed cars #3,5,7,9) and a line car. One motor freight car (#1) and 25 freight trailers were used for freight operations, which included hauling coal to the powerhouse, Norwich State Hospital, and other customers along the trolley line.[1] The freight cars also hauled quartz from the quarry on Lantern Hill.[1]
Although express cars could makes the Norwich-to-Westerly run in just 45 minutes, a normal run was 70 minutes. Service operated as frequently as 30-minute headways. Fares started at 35 cents, divided into 7 fare zones of a nickel each.[1]
The Norwich & Westerly connected at both ends with other streetcar companies. At Norwich, the Norwich Street Railway of the Connecticut Company ran local routes, and lines connected Norwich to New London, Willimantic, and Putnam. At Westerly, many cars continued through on the Pawtucket Valley Street Railway to Watch Hill or Pleasant View, and connections were available to Ashaway and Groton.[1][7]
Remains and reuse
The majority of the private right-of-way, totaling 21.02 miles including passing sidings, still exists and is visible on satellite maps.[1] Only at Foxwoods Casino has it been built over; the main entrance road - Trolley Line Boulevard - stands instead. An extant bridge remains over Assekonk Brook behind Wheeler High School in North Stonington, and the former carhouse in Hallville now belongs to the Connecticut Brass Company.[2][4] Some sections of the State Line Bridge still carry White Bridge Road and a pipeline over the Pawtucket River.[6]
Much of the right-of-way has been used for transmission lines since at least the 1940s, which are now owned by Connecticut Light and Power.[8][4] During the 2011 Halloween nor'easter, a tree on the lines caused significant outages.[9] During the 1990s, when Foxwoods was being built, the right-of-way was considered for use as a light rail line or busway to reduce traffic on Route 2.[4][10][11] However, no transit system was built, and instead sections of Route 2 were widened.
References
- ^ a b c d e f g h i j k l m Cummings, O.R. and Munger, Charles F. (August 1961). Borrup, Roger (ed.). The Shore Line Electric Railway Company: Predecessor Companies. Vol. 13.2. Connecticut Valley Chapter of the National Railway Historical Society.
{{cite book}}: Unknown parameter|city=ignored (|location=suggested) (help)CS1 maint: multiple names: authors list (link) - ^ a b c d "North Stonington Bicentennial Walking Tour". Wheeler Library. 2009. Retrieved 5 January 2012.
- ^ a b Worthington, George, ed. (1905). Electrical Review. Vol. 47:25. p. 958.
- ^ a b c d e Oakfield Research (January 2010). "HERITAGE LANDSCAPE AND RESOURCE PLANNING REPORT AND RECOMMENDATIONS" (PDF). Town of Preston, Connecticut. Retrieved 4 January 2012.
- ^ George W. Hilton, John Fitzgerald Due, and John Due (2000). The Electric Interurban Railways in America. Stanford University Press. p. 45.
{{cite book}}: CS1 maint: multiple names: authors list (link) - ^ a b "White Rock Bridge, Spanning Pawcatuck River & White Rock Canal, Westerly, Washington County, RI". Historic Map Works. Retrieved 4 January 2012.
- ^ "Trolley Trips Through New England". Trolley Press, 1916.
- ^ USGS (1941). "Uncasville Quadrant (7½ Minute Series): NE". University of New Hampshire. Retrieved 4 January 2012.
- ^ Johnson, Jeffery A. and Wojitas, Joe (31 October 2011). "Area towns fare well in storm, most residents have power". The Day. Retrieved 4 January 2012.
{{cite news}}: CS1 maint: multiple names: authors list (link) - ^ McKay, Molly (24 March 1996). "Light rail a great way to say 'bye' to highways (Editorial)". New London Day. Retrieved 4 Janaury 2012.
{{cite news}}: Check date values in:|accessdate=(help) - ^ "Route 2A/2/32 Environmental Impact Statement: EIS alternatives" (PDF). Connecticut Department of Transportation. 18 August 2004. Retrieved 4 January 2012. (abstract)
