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Cleveland, Columbus and Cincinnati Railroad

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Cleveland, Columbus and Cincinnati Railroad
Company typePrivate
IndustryRail transport
Founded1836
FounderJohn A. Bryan and others
FateMerged with Bellefontaine Railway to form Cleveland, Columbus, Cincinnati and Indianapolis Railway in 1868
Headquarters
Cleveland and Columbus
,
United States
Area served
Ohio
Key people
John W. Allen (president until 1847), Alfred Kelley (president from 1847)

The Cleveland, Columbus and Cincinnati Railroad (CC&C) was a rail line connecting Cleveland and Columbus in Ohio, United States. Though initially chartered in 1836, the company remained dormant for its first ten years. The charter was reactivated and modified in 1845, with construction commencing in November 1847. Operations began in February 1851. In 1861, the CC&C took over a bankrupt railroad and later merged with the Bellefontaine Railway in May 1868, resulting in the formation of the Cleveland, Columbus, Cincinnati and Indianapolis Railway.

Early Railroad Plans

The earliest proposal for a rail connection from Lake Erie to Columbus appeared in 1831, intending to link Sandusky southward to Dayton, including a branch line to Columbus; however, this plan never advanced. On February 8, 1832, the Ohio General Assembly granted a charter to the Columbus, Marion, and Sandusky Railroad to traverse Delaware, Marion, and Upper Sandusky before connecting with the Mad River and Lake Erie Railroad, yet construction was never initiated.

Establishment of the First CC&C Charter

The CC&C received its charter on March 14, 1836, authorizing construction of a railway from Cleveland to Cincinnati via Columbus and Wilmington. This charter stipulated that work must begin within three years and be completed within ten years after commencement. Founders included John A. Bryan along with investors representing numerous Ohio counties such as Franklin, Clark, Clinton, Cuyahoga, Delaware, Greene, Hamilton, Holmes, Knox, Lorain, Madison, Medina, Richland, and Wayne. Despite planning efforts, fundraising attempts failed and no building activity took place before the charter lapsed.

Reactivation of the Charter

In 1844, John W. Allen, Philo Scoville, and five other business figures from Cleveland pushed for reviving the CC&C charter. The Ohio General Assembly reinstated it on March 12, 1845. The renewed charter mandated construction of a route between Cleveland and Columbus while permitting—but not obligating—extension from Columbus to Cincinnati. It also granted rights to connect with other railroads within the state. An amendment on February 8, 1847 authorized the creation of branch lines.

Investors convened in Columbus on May 1, 1845; among them were William Dennison Jr., Lincoln Goodale, Joseph Ridgway, and Irad Kelley (brother of Alfred Kelley). They formed a temporary board consisting of William Dennison Jr., Truman P. Handy, and Samuel Medary. Corporate records were opened and stock sales commenced on June 3, raising over $25,000 to organize under the revived charter.

With the Columbus and Xenia Railroad about to begin construction linking Columbus to Cincinnati, the CC&C opted not to pursue a direct Cleveland-Cincinnati line but instead focus solely on connecting Cleveland to Columbus. Initial estimates placed construction costs at approximately $1.5 million.

The first permanent board was elected on October 11, 1845. It included Samuel Medary, Robert E. Neil, William Neil, and William Starling Sullivant from Columbus; along with John W. Allen, Richard Hilliard, Henry B. Payne, Peter M. Waddell, and John M. Woolsey representing Cleveland interests. John W. Allen was appointed president; William Neil assumed the treasurer role; Albert G. Lawrence became secretary. The board was largely dominated by Cleveland representatives since construction was expected to start there; members from intermediate locations were excluded to prevent conflicts of interest.

Survey efforts and funding shortfall

In late October 1845, an initial survey team commenced evaluating potential railroad paths, followed by a second group in mid-November. By August 1846, the board had chosen a preferred route but recognized insufficient capital to initiate construction. In November 1846, President Allen asserted that the company possessed adequate funds to start work on the first 40 miles, with construction planned to begin December 1.

The CC&C attempted to raise money through stock issuance but succeeded in securing only $50,000 by January 1847, falling far short of projections. By April, company officials admitted difficulties in attracting additional investments across the state. Efforts were made to reassess the route to lower expenses; however, financial pressures intensified, leaving the company $3,913 in debt by mid-April. Public opinion deemed the project likely defunct. Although Cleveland contributed $200,000 in municipal bonds to aid the railroad, unfavorable market conditions hindered their sale. As a result, the board halted all further spending indefinitely in May.

Alfred Kelley's leadership appointment

In August 1847, financier Edmund Dwight, representing the affluent Dwight family from Massachusetts and New York, visited. The Dwights and Kelleys had jointly invested in a Cleveland bank and held a strong interest in Ohio railroads. Dwight recommended to the board that restoring investor confidence required appointing new leadership capable of ensuring efficient and timely construction of a high-quality railroad. Subsequently, Allen stepped down as president, with Alfred Kelley and Leonard Case Jr. joining the board. Kelley was named president on August 13.

Revered as the "father of the Ohio and Erie Canal," Kelley was a prominent figure in Ohio's commercial, financial, and political spheres during the early 19th century and an experienced banker and financier. He maintained previous professional connections with board members William Dennison Jr., Samuel Medary, and Truman P. Handy through various railroad and banking enterprises.

Kelley swiftly leveraged his banking and financial networks to generate positive investor sentiment in New York City by early September 1847. He commissioned 10 miles of track from Cleveland as an experimental segment to test new construction techniques and technology. To preserve the company's charter, Kelley and the board symbolically initiated construction at Cleveland's Scranton Flats by having an employee continuously dig a trench. By November 1847, plans extended 12 miles from Cleveland to Berea, with contracts awarded in December; however, it is unclear whether this section was completed.

Fundraising remained a priority for Kelley, who encouraged the board—comprising affluent Ohioans—to purchase company bonds. By mid-September 1847, board members had invested $100,000 in CC&C bonds, with Leonard Case subsequently contributing an additional $500,000. Kelley actively promoted the railroad within Cleveland; by April 1848 local investors had acquired $100,000 in bonds with further pledges forthcoming. His August 1848 address in Cleveland generated an extra $73,000 through stock sales.

Reassessment and construction overview

Drawing upon his extensive surveying expertise and familiarity with Ohio's terrain, Kelley ordered a comprehensive resurvey between October 1847 and January 1848. Engineers Frederick Harbach and John Childe reported in August 1848 that two previously favored routes from 1846 remained optimal but identified areas for improvement. Their chosen Western Route originated in Cleveland and covered , featuring a maximum gradient of 0.28 percent. The provisional southern terminus was set for Columbus to connect with the Columbus & Xenia Railroad.

Projected costs for construction and equipment totaled $2.567 million (equivalent to approximately $ today), with $1.201 million allocated solely for construction expenses. The budget included provisions for thirteen fuel-and-water stations; passenger and freight depots located in Cleveland; roundhouses equipped with repair shops at both Cleveland and Columbus; and sufficient rolling stock to operate multiple daily passenger and freight services between Cleveland and Columbus. The track gauge was established at , slightly different from Ohio’s then-mandated gauge of . Although this discrepancy was manageable operationally, it resulted in increased maintenance requirements and higher fuel consumption due to frictional losses affecting traction. In 1852, Ohio permitted railroads to adopt any uniform gauge; accordingly, this railroad converted to standard gauge () between July 1876 and June 1877.

Commencement of Construction

On September 29, 1848, the railroad declared its intention to execute the entire line as a unified project, deviating from the usual approach of building sections incrementally following separate fundraising campaigns. The CC&C opted to simultaneously grade, prepare the track foundation, and install rails along the full route in one concentrated effort. The construction contract was awarded on November 1 to Stone, Harbach, and Witt—engineers who brought prior expertise and connections to influential individuals such as Alfred Kelley. They agreed to receive a portion of their compensation in railroad stock, which significantly appreciated in value upon project completion, resulting in substantial personal wealth.

In 1848, Kelley traveled to the United Kingdom and secured a contract with Sir John Guest & Co. of Wales for 7,000 short tons of 65 lb/yd T rails—sufficient for laying half of the railroad—all imported from Britain. By March 1849, agreements had also been finalized for locomotives and rolling stock.

By May 1849, over 1,000 laborers were engaged in grading the route while rails had arrived in Quebec awaiting transport to Cleveland. That same month, Cleveland invested $200,000 in railroad shares. Officials anticipated that up to 37 miles could be operational by January 1850; however, delays in rail deliveries postponed this timeline.

Construction commenced in Cleveland heading southward. Bath Street was regraded to lessen the incline near Lake Erie. By May 1849, two-thirds of the rails were laid across Scranton Flats; grading east of the river and construction of a roundhouse were also underway. Three bridges were built: an iron bridge spanning the Ohio & Erie Canal; a wooden main line bridge over the Cuyahoga River connecting Scranton Flats with the eastern bank; and a wooden spur bridge linking Scranton Flats with Columbus Peninsula.

The primary Cuyahoga River bridge saw multiple replacements between 1849 and 1900, including a notable double-track swing bridge constructed locally in 1874 for $5,000—one of only two such bridges nationwide at that time. The U.S. Army Corps of Engineers acknowledged it as an important regional structure in 1890. It was reconstructed in 1898 with a temporary wooden drawbridge serving until the completion of a Scherzer rolling lift bridge in 1901. The spur bridge underwent similar replacements around 1857 and again beginning in 1899 with a double-track rolling lift bridge costing approximately $40,000; it opened in August 1900 and enhanced river navigation by eliminating obstructive piers.

In June 1849, work started on a large engine house near Columbus Road Bridge, constructed by the Cuyahoga Steam Furnace Company under contract to manage locomotive repairs for CC&C. A temporary depot was set up beside the New England Hotel downtown; additionally, the railroad acquired Bethel Church nearby for use as an engine house.

By the end of July, between 3,000 and 4,000 workers were involved in grading, building track beds, and laying rails. With mainline expenses steady at $2.5 million (adjusted for inflation), Kelley secured further capital by issuing $500,000 in bonds—$400,000 sold in New York City and $100,000 to investors in Ohio—to sustain construction progress.

Inauguration of the initial segment

The first portion of the Cleveland, Columbus and Cincinnati (CC&C) Railroad, stretching from Cleveland to Wellington, Ohio, commenced operations around September 1, 1849.[1] Its northern endpoint was situated at a depot along Lake Erie's shoreline at the intersection of E. River and Bath Streets. The route proceeded along Spring Street, which was expanded to accommodate the tracks, crossing both the Ohio & Erie Canal and the Cuyahoga River before reaching Scranton Flats.[2] Locomotive maintenance facilities were established at the southern extremity of Columbus Road on the Columbus Peninsula.[3] From there, the line extended southward through the flats, ascending via the Walworth Run valley.[4]

On September 13, 1849,[5] the railroad secured a lease for Lake Erie shoreline property from Cleveland, bounded by Bath Street (currently Front Street), W. 9th Street, and the Cuyahoga River, reaching northward to the lake. This location was designated as the primary terminus for the main line, with intentions to develop a coal yard, dock facilities, freight depot, passenger station, and warehouse.[6]</ref>

On November 1, Cleveland celebrated the arrival of its first locally manufactured locomotive by the Cuyahoga Steam Furnace Company—a 20-short ton engine costing $7,000 (equivalent to dollars today)—which hauled a work train composed of flatcars for construction purposes.[7] The roundhouse located at the foot of Water Street (now W. 9th Street) was inaugurated simultaneously with an additional of track laid in November 1849.[4] Passenger coaches were delivered in December from Springfield Car and Engine Company in Springfield, Massachusetts.[8] By the end of that year, a total of rails had been received.[9]

Finalizing the railway

In January 1850, Alfred Kelley was reappointed as president of the Cleveland, Columbus and Cincinnati Railroad. At that point, approximately two-thirds of the grading work between Wellington and Columbus was finished, with full completion anticipated by December 1. Track installation was scheduled for the spring following completion of the track bed.

By mid-March 1850, Kelley and members of the board inspected 15 miles of completed track,[10] with an additional 10 miles laid by late April.[11] Early May saw over 600 short tons of rail delivered.[12]

Operations commenced on May 16, 1850 between Cleveland and Wellington initially transporting three freight cars. Passenger service followed shortly thereafter on May 27.[13] To finance additional rail procurement, Kelley issued bonds in New York City late in May.[14] By this time, three-quarters of the line grading was complete; half of all bridges had been constructed; and track extended approximately 45 miles—surpassing Wellington by three miles.[13] In mid-June Kelley returned from Britain with an extra shipment of 5,000 short tons of rail.[14] A second locomotive was operational between Cleveland and Wellington while a third unit from Lowell Machine Shop was expected imminently.[15] With three engines available, twice-daily passenger runs began on July 10, 1850.[16] By late August track extended ten miles beyond Wellington heading south.[17]

The CC&C line reached Shelby, Ohio on November 12, 1850,[18] arriving roughly ten days behind schedule. Freight and passenger services began there on November 13.[19] Shelby served as a junction connecting CC&C with both the Mansfield and Sandusky City Railroad (established in 1846) and the Mansfield and Newark Railroad.[20]

By year’s end CC&C had received an additional shipment totaling 7,022 short tons of rail,[9] leaving only about forty-nine miles yet to be laid. Workforce reductions resulted in approximately two hundred fifty employees remaining active. Production of rolling stock peaked with deliveries reaching two locomotives and twenty cars monthly.[21] Despite winter challenges causing delays, crews managed to lay one to two miles of track daily as year-end approached.

Early in 1851 another shipment consisting of roughly 1,100 short tons arrived.[9] By mid-January only fifteen miles remained incomplete,[22] coinciding with delivery of a sixth locomotive manufactured by Cuyahoga Steam Furnace works.[23] Inclement weather hindered progress; only two miles were installed by month-end January.[24] By February12 between one and two-and-a-half miles were added northward from Columbus,[25] with all bridge construction completed.[26] Remaining track installation stretched south from Cardington, Ohio to east of Delaware.[25] Improved weather conditions reduced unfinished sections to just three miles by mid-February.[27]

The concluding spike

The Cleveland, Columbus and Cincinnati Railroad reached completion on February 18, 1851. At 7 A.M., Alfred Kelley, along with the railroad's board members, Columbus mayor Lorenzo English, and an assembly of business and civic dignitaries, embarked on a special northbound train departing from Columbus. Both Kelley and Mayor English participated in placing the final rail, with Kelley driving the culminating spike precisely at noon. Following a cannon salute, the train continued its journey to Cleveland, where three blasts from the train’s whistle were answered by a salute of three cannon shots.

Commemorative excursion train

Operations for freight and passengers on the CC&C commenced on February 21, 1851. To celebrate this milestone, Kelley extended invitations to Ohio Governor Reuben Wood, members of the Ohio General Assembly, mayors and city councils from Cincinnati and Columbus, as well as numerous political and business figures for a four-day round trip excursion from Columbus to Cleveland. Shortly after 8 A.M., the train departed Columbus carrying 425 passengers, its departure signaled by a cannon shot. The train paused in Shelby for lunch, where officials from connecting railroads and regional dignitaries boarded. Arrival in Cleveland occurred at dusk, welcomed by another cannon salute.

On February 22, three units of Cleveland militia alongside the city fire department paraded before attendees gathered at Public Square. Addresses were delivered by Governor Wood; Cleveland mayor William Case; Cincinnati politician George E. Pugh; Cleveland politician Samuel Starkweather; Ohio state senator Henry B. Payne; and Cyrus Prentiss, president of the Cleveland and Pittsburgh Railroad. Alfred Kelley was introduced but did not deliver remarks. Later that day, guests traveled by C&P train to Hudson for dinner. The return to Cleveland at 9 P.M. was marked by a torchlight procession led by firefighters.

The excursion concluded with a return to Columbus on February 24 at 8 A.M., once again greeted with a cannon salute. After lunch in Shelby, officials from connecting railroads and local leaders disembarked. Remaining passengers enjoyed dinner upon arrival back in Columbus.

The completion of the Cleveland, Columbus and Cincinnati Railroad created the first direct railway connection between Cleveland and Cincinnati.

Initial operations

In early 1851, construction began on a permanent passenger depot at the CC&C’s Bath Street terminus. Due to limited capacity in this facility, through travelers utilized the Bath Street station while passengers concluding their trips in Cleveland used a temporary depot near the New England Hotel. The Bath Street depot officially opened on May 29, 1851; it initially served only CC&C trains but was developed jointly with the Cleveland, Painesville and Ashtabula Railroad (CP&A) and the C&P.

In March of that year, CC&C initiated construction of a spur line to Delaware to establish a connection with the Springfield, Mt. Vernon, and Pittsburg Railroad. This "Delaware Curves" branch was completed by 1853.

Amasa Stone assumed the role of superintendent on April 7, 1851, launching express passenger service operating three times daily beginning April 16.

By August 1851, CC&C had built a pier extending into Lake Erie equipped with an attached warehouse. At this stage, the railroad operated eleven locomotives daily to handle both freight and passenger services.

On December 1, 1852, CC&C entered into an agreement to operate both its own lines and those of CP&A as one unified system. This arrangement was superseded on April 1, 1855, by a new agreement allowing each railroad trackage rights over the other's routes.

Expansion: 1853 to 1860

The partnership between the CC&C and CP&A extended well beyond a common depot. Originally, the CP&A line terminated at E. 33rd Street in Cleveland and depended on CC&C for locomotive and car maintenance services. By the summer of 1853, CP&A had lengthened its tracks to reach Bath Street station. That same year, both companies collaborated to construct and operate a shared car repair facility near Lake Street and Alba Street (present-day E. 26th Street). Passenger car construction commenced there in late 1853, with locomotives also being jointly utilized—by September 1853, they collectively owned 89 engines, with additional units on order. Many of these locomotives were manufactured by the Cuyahoga Steam Furnace Company, which expanded its production capabilities rapidly from August 1852, achieving an output of two locomotives per month.

In response to increased traffic in 1853, CC&C undertook double-tracking its entire 25-mile route between Cleveland and Grafton. The company also developed new piers extending into Lake Erie and established a freight depot along Front Street. By October 1855, work began on grading reclaimed lake areas intended for a new engine house and machine shop. On July 1, 1853, CC&C secured trackage rights and through-service agreements with the Cincinnati and Xenia Railroad (C&X) and Little Miami Railroad, facilitating connections from Cincinnati to Springfield.

Double-tracking efforts continued with an additional four miles laid between Galion and Crestline in 1854, followed by eleven more miles between Crestline and Greenwich in 1855. CC&C also made significant bond investments in the Columbus, Piqua and Indiana Railroad—a line connecting Columbus to Union City through Urbana, Piqua, and Covington.

On April 1, 1856, CC&C entered a working consolidation with Indiana’s Indianapolis, Pittsburgh and Cleveland Railroad (IP&C), which linked Indianapolis northwestward to Madison and Muncie before reaching Ohio at Union City. The Bellefontaine and Indiana Railroad (B&I), completed in July 1853, ran northeast from Union City through Sidney, Bellefontaine, and Marion to Crestline where it connected with CC&C. Since March 14, 1856, B&I had maintained a joint operating agreement with IP&C; this consolidation granted CC&C access to Indiana’s industrial centers and agricultural areas.

In July 1856, CC&C granted the Cleveland and Toledo Railroad (C&T) trackage rights between Grafton and Cleveland for $86,000 annually over a twenty-year period. The following September, CC&C leased its engine house at Superior and Vineyard to C&T.

Additional enhancements in 1856 included repairing a freight bridge over the Cuyahoga River damaged by ice in February. By November, CC&C agreed to convert fixed-span bridges into drawbridges; the freight bridge conversion was completed mid-November, with work on the main line bridge commencing soon after.

Mergers: 1860 to 1868

By 1861, CC&C had installed double track over most of its main line, leaving only a small portion single-tracked. The railroad’s equipment roster included 22 locomotives, 74 flatcars, 297 freight cars, 93 livestock cars, and 31 passenger coaches.

On January 1, 1862, CC&C expanded by acquiring track spanning from Delaware to Springfield, Ohio through purchasing part of the bankrupt Springfield, Mt. Vernon, and Pittsburgh Railroad. In January 1863, it inaugurated a new freight depot in Cleveland and subsequently invested $80,000 into an engine house and machine shop located on Merwin Street.

On April 29, 1865, CC&C’s locomotive Nashville hauled Abraham Lincoln’s funeral train from Cleveland to Columbus. The company contributed one of the nine cars used for this solemn procession. Coordination for the funeral train involved multiple regional railroads including the Cleveland, Painesville and Ashtabula Railroad as well as the Columbus and Indianapolis Central Railroad.

A pivotal merger occurred in 1864 linking CC&C with the Bellefontaine railroads following substantial investment in Bellefontaine and Indiana Railroad (B&I) bonds. On September 27 of that year, B&I merged with Indiana’s IP&C to form the Bellefontaine Railway.

Finally, on May 16, 1868, CC&C combined with Bellefontaine Railway to establish the Cleveland, Columbus, Cincinnati and Indianapolis Railway, adding substantial mileage— including significant track within Ohio—and extensive sidings. At the time of this merger, CC&C ranked among Ohio’s financially stable railroads.

U.S. and Ohio Supreme Court Cases

From 1848 through 1900, the Cleveland, Columbus and Cincinnati Railroad along with its successors undertook extensive land reclamation along Lake Erie's shoreline between W. 9th Street and the Cuyahoga River. This reclaimed territory was developed to accommodate coal docks, rail yards, and storage facilities. Comparable land reclamation efforts were also carried out by other railroads owning lakeshore properties.

In 1893, the city of Cleveland initiated legal action against the Cleveland & Pittsburgh Railroad, the CC&C, and additional parties, asserting that the reclaimed land rightfully belonged to the municipality. The city aimed to terminate the CC&C’s lease on Front Street to gain control over this property. The dispute escalated from state courts to federal jurisdiction, where an initial decision favored Cleveland. However, in 1906, the Sixth Circuit Court of Appeals remanded the case back to state courts. Subsequently, in 1909, the Circuit Court ruled against Cleveland. When the Ohio Supreme Court deadlocked 3-3 in 1912, it effectively upheld the lower court’s judgment. The railroad then appealed to the U.S. Supreme Court, which determined that it lacked federal jurisdiction over the matter.

Once possession of the land was secured, Cleveland sought to prevent further railroad-led reclamation projects. The State of Ohio intervened to safeguard public interests. The Circuit Court again sided with the railroads; this decision was confirmed by both the Court of Appeals and later by the Ohio Supreme Court in 1916. The state’s highest court concluded that existing state law did not prohibit leaseholders from enhancing riparian lands.

In response to this ruling in State of Ohio v. Cleveland & Pittsburgh Railway Company, the Ohio General Assembly enacted the Fleming Act in 1917. This statute codified the common law public trust doctrine into Ohio law and explicitly declared that lands reclaimed from waterways are owned by the state under this principle.

Description of the Line

The Cleveland, Columbus and Cincinnati Railroad maintained its headquarters in Cleveland, Ohio.

At completion, the railroad comprised approximately 137 miles of main track. Along this route were 20 stations, including a principal freight and passenger terminal located in Cleveland. Beginning in Columbus, stations included Worthington, Delaware, Ashley, Cardington, Gilead Station (near Edison), Galion, Crestline, Shelby, Mansfield, Salem (near Shiloh), Greenwich, New London, Rochester, Wellington Station (present-day Wellington), La Grange Station (now LaGrange), Grafton, Olmstead (currently Olmsted Falls), Berea, and Rockport (then part of Rockport Township; today within Cleveland’s Bellaire–Puritas neighborhood). The Columbus station was jointly owned by both CC&C and C&X railroads. The main line featured nine bridges—seven originally constructed of wood and two made of iron.

The initial cost for building this infrastructure was approximately $3 million (equivalent to $___ in current dollars).

In 1862, acquisition of a segment from the Springfield, Mt. Vernon and Pittsburgh Railroad extended a single-track branch line running southwest from Delaware to Springfield, situated roughly 40 miles northwest of Dayton.

References

Notes


Citations


Bibliography

  1. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named tribune
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  3. ↑ [1][2]
  4. ↑ 4.0 4.1 Cite error: Invalid <ref> tag; no text was provided for refs named riderails
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  8. ↑ [3]
  9. ↑ 9.0 9.1 9.2 Cite error: Invalid <ref> tag; no text was provided for refs named railironarrives
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  13. ↑ 13.0 13.1 Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  14. ↑ 14.0 14.1 Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  15. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named thirdloco
  16. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).; Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  17. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  18. ↑ [3]
  19. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  20. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
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  25. ↑ 25.0 25.1 Cite error: Invalid <ref> tag; no text was provided for refs named dailyatlas
  26. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named 10milesleft
  27. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
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