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Bellevue
Incline History
1876-1926
Contributed by Bob O'Brien.
Extracted from his Cincinnati History of the Inclines, compiled by Bob
O'Brien.
Officially, the Bellevue Incline was the Cincinnati & Clifton
Inclined Plane Railroad, which was built at the head of Elm Street at
McMicken Avenue in 1876 and went to Ohio Avenue. The ornate
Bellevue House beckoned the city dwellers and visitors to ascend the
incline and see the view from the vantage of the veranda. It
lasted until 1926.
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Bellevue
Incline
1876-1926
Bellevue-Clifton-Elm Street-Ohio Avenues
980-1020’ in length, 395’ in height
Hauling Capacity: 20 tons
submitted by Patti Graman
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Bellevue
House
submitted by Patti Graman
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Fairview
Incline AKA "Crosstown"
1892-1923
Length: 632.5-700 feet
207' of length was on trestle
Height: 34.44-35 feet high
Fairview Incline did not go to a resort.
Contributed by Bob O'Brien.
Extracted from his Cincinnati History of the Inclines, compiled by Bob
O'Brien.
This was the only incline
constructed for streetcars and ended up as passenger only. All others
started out as passenger and were converted to street cars except Price
Hill that remained passenger. It went from McMicken Avenue (Browne
Street) to Fairview Avenue. In 1921 because of badly needed repairs it
was declared unsafe for streetcars and stationary bodies were mounted
for foot passengers. The Streetcar Company built a road around Fairview
Hill to replace the incline. The road was completed in 1923 and the
incline shut down on December 24, 1923.
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Mount
Adams Incline
Contributed by Bob O'Brien.
Extracted from his Cincinnati History of the Inclines, compiled by Bob
O'Brien.
This was the longest lived
of the inclines, the most well known and was finally abandoned in
1948. It was constructed for streetcars and did accomodate wagons
and in later years automobiles. The Zoo-Eden car used the incline
and carried many to the Zoo over the years-as this was the favorite way
of getting there. The reasons the cars stopped using the incline
was because the bridge over the entrance to Eden Park had deteriorated
and the cars were no longer allowed to cross it. For about
a year after the buses used it and on April 16, 1948 it was shut
down. Automobiles could use it and it was a short and interesting
way to Eden Park. The author used it many times. The fare
was 25 cents for car and driver and 5 cents for each passenger and
pedestrians were 5 cents each.
At the top of the incline
was the Highland House, a brilliantly lighted showplace where even
political meetins and conventions could be held. As the end of
"gay Nineties" period approached, the Highland House fell victim to the
Sunday closing laws and finally was razed in 1895 but the incline
continued for another half a century.
Along with the Price Hill
Incline this was the most photographed incline ... the pictures tell
the story.
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Mount
Adams Incline
1876-1948
945’ – 975’ in length
230-270‘ in elevation
submitted by Patti Graman |
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Mt.
Auburn Incline & Zoo Car
(or Main Street Incline)
1871-1898
Submitted by Bob O'Brien
Extracted from Cincinnati History of the Inclines, compiled by Bob
O'Brien.
The Mt. Auburn or Main
Street Incline was the first of the incline planes built to scale the
rugged side of Mt. Auburn, heading directly north of the densely
populated basin. It was built for passengers and was completed
and started hauling passengers in 1872. In 1878, it was rebuilt
with open platforms for horse cars.
This incline was unique
among the Cincinati inclines in that the grade was not the same all the
way up. The bottom part was much steeper than the top. At
top was the very popular Lookout House. In 1889 the incline was
electrified and the system started to haul electric cars.
The Main Street incline
hauled cars up and down Mt. Auburn until 1898 when the section of the
Cincinnati Inclined Plane Railway from downtown was sold to the
Cincinnati Street Railway and Vine Street Hill became the route to town.
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Mt.Auburn
Incline
1871-1898
length 960 feet; 312 feet high
Went to the Lookout House Resort
Contributed by David Heller, Reading, Ohio
From; "Cincinnati Streetcars No.2 The Inclines" by Wagner and
Wright. Page 29.
The first of five inclined plane railways in the city, the Main Street
Incline scaled the rugged side of Mt. Auburn, heading north of the
densely populated basin. This scene is before 1878 when the cabs
were rebuilt to haul horsecars. The Lookout House is on the left on top
of the hill.
(Cincinnati Historical Society)
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Price
Hill Inclined Plane
1874-1943
length 800 feet, 350 feet high
Went to Price Hill House (No. 525 Price Ave.)
Submitted by Bob O'Brien
Extracted from Cincinnati History of the Inclines, compiled by Bob
O'Brien.
This one was unique among
Cincinnati's inclines because it was really two inclines. In
fact, some people count this as two making a total of six. Also,
it remained private and never hauled streetcars. William Price,
after whose, father, General Rees E. Price name was given to the hill
top location, built it.
It was actually two planes
built side by side starting at West Eight Street and Glenway Avenue and
going up to West Eight Street and Matson Avenue. The first side
was built in 1874 and had two cars for passengers. The freight
was finished in 1876 and could carry three or four heavily loadd wagons
and their teams on open platforms. In its heyday the resort at
the top caused horses and wagons to stand to line for blocks waiting
their turn to get up the hill.
In 1928 the steam engines
were replaced by electric motors the only incline to do so. In
1927 the then owner propsed that the Cincinnati Street Railway buy the
incline and run the freight side only for buses. Nothing came of
it so in Decmeber 1929 the freight plane was finally shut down do the
falling off of the number of teams being hauled. The motor truck
and the imporvement of the streets brought this about. However,
before it shut down it carried buses.
By 1943 the passenger side
was in need of so many repairs that the Incline Company decided to shut
down and so ended the second to last of the inclines. Now only
Mt. Adams remained to operate five more years and then they would all
pass into history.
Postcards submitted by Patti Graman
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