Cincinnati Georgetown and Portsmouth Railroad

Cincinnati and Portsmouth Railway Company

At the time of incorporation of Mt. Washington as a village in 1867, there were several investors interested in large tracts of land in the village.(1) Henry Brachmann, who owned much land on both sides of Beechmont Avenue from Beacon to Birney, had a desire to develop a narrow gauge railroad through Mt. Washington eastward through Clermont, Brown, Adams and Scioto counties.

On March 1, 1873, the Cincinnati and Portsmouth Railway Company was incorporated.(1)(2) Other residents from the village were interested in the venture, including Stephen J. Sutton, who once had a line operating between Cincinnati and Amelia.

The C&P had its western terminus at Carrel Street and the Pennsylvania Railroad in Columbia.(1) The first narrow gauge locomotive reached Mt. Washington in the October 1877. A trestle led from the Columbia station and yards to the Miami River, and a span crossed the waterway.(2)

Mt. Washington paid for a station to be built at Sutton and Benneville.(1) The railroad reached Mt. Carmel by 1877, and by the following June, it had reached Hamley, beyond Amelia.(1)

Cincinnati, Georgetown & Portsmouth Railroad

John W. Rutherford of Columbus, the contractor for the entire railroad, filed suit against the company shortly after the completion of the bridge, claiming that the railroad was being operated in an “extravagant and wasteful manner.” In addition, Rutherford claimed that he had not been paid for his work.(2)

He levied a lien against the management, but the state supreme court ruled that railroads were not subject to the Ohio lien law. Rutherford pursued the claim and eventually secured a judgment of $55,000 against the company in 1880. With this and other debts, the company went into bankruptcy.(2)

The railroad was sold to its creditors on September 11, 1880, and it was reorganized as the Cincinnati, Georgetown & Portsmouth Railroad (CG&P) on March 21, 1881.(2)

By July 4, 1881, tracks had been laid to Bethel.(1) Just before the railroad approached Hamersville in 1882, Henry Brachmann passed away. To the east of Hammersville was White Oak Creek, and on the other side was Georgetown, a critical juncture for the CG&P. To cross the deep ravine, a trestle 110-feet high and 1,410-feet long was constructed. On February 5, 1886, the first train arrived in Georgetown.(2)

A push was made to extend the line eastward to West Union, 24 miles to the east.(2) Although lightly populated, the region held vast timber and mineral resources.

The directors authorized the extension in 1894, and four years later, they agreed to finance the right-of-way.(2) In 1900, the CG&P was mortgaged for $500,000, and the proceeds were initially earmarked for the extension. The CG&P received a much needed investment in 1902, when A.W. Comstock purchased the CG&P and invested $1 million into the line.(1) Using the funds for the eastern extension, Comstock contracted with the Tennis Railway Company for electrification of the line as an interurban.

The conversion was completed in 1902, and the first electric car was running into Georgetown on December 1.(2) Comstock also constructed a power house, along with Lake Allyn and park, at Olive Branch.

Earlier in 1899, the CG&P cooperated with the city of Cincinnati in constructing a spur from the Carrel Street yard to the municipal waterworks nearby. Third rail had been laid in preparation for the conversion to standard gauge, and was a precursor to the conversion of the entire main line.(2)

Unfortunately, a competing railroad had reached Georgetown prior to the CG&P, stifling business along the line. In 1902, the Norfolk and Western (N&W) had purchased the Cincinnati and Eastern (C&E) to the north, completing it to Portsmouth.(1)

Decline

Branch lines were constructed to Coney Island, Batavia, Felicity and to Russelville.(1) The line prospered for the next two decades before competition caused the CG&P to lose revenue. A competing traction line built in 1902 paralleled the CG&P to Bethel. Automobiles were becoming more popular during this time. By 1932, the railroad went into receivership and it was reorganized into the Cincinnati and Georgetown. The terminal station was moved from Carrel Street to Stanley Avenue.

The reorganization was too little, too late. In 1927, the Coney Island branch was abandoned.(1) Six years later, the Felicity branch was dismantled. The Russelville branch was not listed on timetables by 1934, and only four daily round trips from Columbia to Georgetown were listed. The CG&P made its last run on October 1, 1935.