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39-651: (Redirected from Cincinnati Northern Railway ) Cincinnati Northern Railroad or Cincinnati Northern Railway may refer to: Cincinnati Northern Railroad (1894–1938) in Ohio and Michigan, later part of the New York Central Railroad Cincinnati Northern Railway (1880–1883) in Ohio, later part of the Pennsylvania Railroad Topics referred to by

78-649: A country (for example, 1,440 mm or 4 ft  8 + 11 ⁄ 16  in to 1,445 mm or 4 ft  8 + 7 ⁄ 8  in in France). The first tracks in Austria and in the Netherlands had other gauges ( 1,000 mm or 3 ft  3 + 3 ⁄ 8  in in Austria for the Donau Moldau line and 1,945 mm or 6 ft  4 + 9 ⁄ 16  in in

117-742: A reorganization in 1892 as the Cincinnati and Michigan Railroad , immediately merging with the Michigan and Mackinaw Railroad (which had acquired the Allegan-Dundee line) to form the Cincinnati, Jackson and Michigan Railway . Throughout this period, the CJ&;M attempted to convince the CH&;D to acquire it by threatening to buy the CL&;N and thus obtain its own line into Cincinnati. But when

156-597: A second line from the Michigan and Ohio Railroad in March 1887, stretching from Allegan past the north end of the main line at Addison to Dundee, Michigan . This line, however, was sold at foreclosure to the Toledo and Milwaukee Railroad in 1897, soon after the Jackson and Cincinnati Railway (incorporated 1895, sold 1898) built an extension north to Jackson . The CJ&M was not a profitable enterprise, and went through

195-510: A standard gauge of 4 ft  8 + 1 ⁄ 2  in ( 1,435 mm ), and those in Ireland to a new standard gauge of 5 ft 3 in ( 1,600 mm ). In Great Britain, Stephenson's gauge was chosen on the grounds that existing lines of this gauge were eight times longer than those of the rival 7 ft or 2,134 mm (later 7 ft  1 ⁄ 4  in or 2,140 mm ) gauge adopted principally by

234-654: Is also called Stephenson gauge (after George Stephenson ), international gauge , UIC gauge , uniform gauge , normal gauge in Europe, and SGR in East Africa. It is the most widely used track gauge around the world, with about 55% of the lines in the world using it. All high-speed rail lines use standard gauge except those in Russia , Finland , Uzbekistan , and some line sections in Spain . The distance between

273-766: Is currently operated by the Ghana Railway Company Limited . Kojokrom-Sekondi Railway Line (The Kojokrom-Sekondi line is a branch line that joins the Western Railway Line at Kojokrom ) Indian nationwide rail system ( Indian Railways ) uses 1,676 mm ( 5 ft 6 in ) broad gauge. 96% of the broad gauge network is electrified. The railway tracks of Java and Sumatra use 1,067 mm ( 3 ft 6 in ). Planned and under construction high-speed railways to use 1,668 mm ( 5 ft  5 + 21 ⁄ 32  in ) to maintain interoperability with

312-457: Is different from Wikidata All article disambiguation pages All disambiguation pages Cincinnati Northern Railroad (1894%E2%80%931938) In the 1850s, a line was surveyed and partially graded from Cincinnati north to Van Wert , but construction was halted by the Panic of 1857 . Construction on a north–south line through Ohio's western tier of counties did not begin again until

351-484: Is owned by the R.J. Corman short line railroad company) from Greenville to Ansonia , Chicago, Ft. Wayne and Eastern Railroad at Van Wert , and Norfolk Southern Railway at Jackson, MI and Bryan, OH , and Pioneer Railcorp in Cecil, Ohio . Standard gauge A standard-gauge railway is a railway with a track gauge of 1,435 mm ( 4 ft  8 + 1 ⁄ 2  in ). The standard gauge

390-544: The Jackson and Ohio Railroad (incorporated January 1884), in March 1886, to form the Cincinnati, Jackson and Mackinaw Railroad (CJ&M). That company bought the Paulding and Cecil in May 1887, and that year completed the full line from Addison, Michigan south to Carlisle, Ohio . Trackage rights were initially secured over the Cincinnati, Hamilton and Dayton Railroad (CH&D) from Carlisle into Cincinnati in 1888, but

429-608: The Liverpool and Manchester Railway , authorised in 1826 and opened 30 September 1830. The extra half inch was not regarded at first as very significant, and some early trains ran on both gauges daily without compromising safety. The success of this project led to Stephenson and his son Robert being employed to engineer several other larger railway projects. Thus the 4 ft  8 + 1 ⁄ 2  in ( 1,435 mm ) gauge became widespread and dominant in Britain. Robert

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468-660: The 1870s. The Van Wert, Paulding and Michigan Railway was incorporated in December 1874 to build a short branch from the Toledo, Wabash and Western Railway (at Cecil ) to Paulding . However, the Paulding and Cecil Railway was incorporated for the same purpose in December 1879, and opened in September 1880. Another short segment of the future Cincinnati Northern was built by the Celina, Van Wert and State Line Extension of

507-465: The CH&D tried to buy the CJ&M in the early 1890s, the CL&N protested and obtained an injunction due to a state law forbidding anti-competitive mergers. The CJ&M continued to improve its value to a potential purchaser, organizing the Dayton and Cincinnati Terminal Railroad in May 1894 to build a Cincinnati- Dayton line including a long tunnel under Cincinnati's Walnut Hills . Finding that

546-536: The CJ&M also extended its line from Carlisle to Franklin in 1888, and in January 1896 changed its Cincinnati access to the Cleveland, Cincinnati, Chicago and St. Louis Railway (Big Four) from Franklin to Middletown , the recently opened Middletown and Cincinnati Railroad to Hageman , and the recently standard-gauged Cincinnati, Lebanon and Northern Railway (CL&N) into Cincinnati. The CJ&M bought

585-754: The Cincinnati Northern in 1901, and sold the unused tunnel property, as well as about 10 acres (4.0 ha) of land it had acquired for a Cincinnati terminal, to the CL&N, now owned by the Pennsylvania Railroad , in 1902. The Cincinnati Northern was formally merged into the Big Four effective June 30, 1938. Since then, most of the line has been abandoned, with only a few short pieces still in place, mostly operated by short lines : Germantown Rail Siding from Carlisle to Germantown , R.J. Corman Railroad/Western Ohio Lines (which

624-567: The Columbus and North–Western Railway , incorporated in May 1878 for the purpose of building a line from Celina north to the state line in Williams County. Near the state line it would meet the Columbus and North–Western Railway, which had been incorporated in 1872 to build from Columbus to the state line in that same county, but was never constructed. The line was built to 3 ft ( 914 mm ) narrow gauge to connect with

663-913: The Great Western Railway. It allowed the broad-gauge companies in Great Britain to continue with their tracks and expand their networks within the "Limits of Deviation" and the exceptions defined in the Act. After an intervening period of mixed-gauge operation (tracks were laid with three rails), the Great Western Railway finally completed the conversion of its network to standard gauge in 1892. In North East England, some early lines in colliery ( coal mining ) areas were 4 ft 8 in ( 1,422 mm ), while in Scotland some early lines were 4 ft 6 in ( 1,372 mm ). The British gauges converged starting from 1846 as

702-647: The Netherlands for the Hollandsche IJzeren Spoorweg-Maatschappij ), but for interoperability reasons (the first rail service between Paris and Berlin began in 1849, first Chaix timetable) Germany adopted standard gauges, as did most other European countries. The modern method of measuring rail gauge was agreed in the first Berne rail convention of 1886. Several lines were initially built as standard gauge but were later converted to another gauge for cost or for compatibility reasons. 2,295 km (1,426 mi) Victoria built

741-645: The advantages of equipment interchange became increasingly apparent. By the 1890s, the entire network was converted to standard gauge. The Royal Commission made no comment about small lines narrower than standard gauge (to be called "narrow gauge"), such as the Ffestiniog Railway . Thus it permitted a future multiplicity of narrow gauges in the UK. It also made no comments about future gauges in British colonies, which allowed various gauges to be adopted across

780-483: The coal mines of County Durham . He favoured 4 ft 8 in ( 1,422 mm ) for wagonways in Northumberland and Durham , and used it on his Killingworth line. The Hetton and Springwell wagonways also used this gauge. Stephenson's Stockton and Darlington railway (S&DR) was built primarily to transport coal from mines near Shildon to the port at Stockton-on-Tees . Opening in 1825,

819-597: The colonies. Parts of the United States, mainly in the Northeast, adopted the same gauge, because some early trains were purchased from Britain. The American gauges converged, as the advantages of equipment interchange became increasingly apparent. Notably, all the 5 ft ( 1,524 mm ) broad gauge track in the South was converted to "almost standard" gauge 4 ft 9 in ( 1,448 mm ) over

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858-459: The course of two days beginning on 31 May 1886. See Track gauge in the United States . In continental Europe, France and Belgium adopted a 1,500 mm ( 4 ft  11 + 1 ⁄ 16  in ) gauge (measured between the midpoints of each rail's profile ) for their early railways. The gauge between the interior edges of the rails (the measurement adopted from 1844) differed slightly between countries, and even between networks within

897-740: The first railways to the 5 ft 3 in ( 1,600 mm ) Irish broad gauge. New South Wales then built to the standard gauge, so trains had to stop on the border and passengers transferred, which was only rectified in the 1960s. Queensland still runs on a narrow gauge but there is a standard gauge line from NSW to Brisbane. NMBS/SNCB 3,619 km (2,249 mi) Brussels Metro 40 km (25 mi) Trams in Brussels 140 km (87 mi) 1,032 km (641 mi) The Toronto Transit Commission uses 4 ft  10 + 7 ⁄ 8  in ( 1,495 mm ) gauge on its streetcar and subway lines. Takoradi to Sekondi Route,

936-587: The growing Toledo, Delphos and Burlington Railroad (TD&B), opening from Van Wert south to Ohio City on the TD&;B in August 1879, to the Mercer County line in January 1880, and to Rockford in September 1880, for a total of 13 miles (21 km). At Rockford, it connected to another TD&B branch, which had been completed from Delphos in December 1878; the TD&B finished a line (later part of

975-429: The initial gauge of 4 ft 8 in ( 1,422 mm ) was set to accommodate the existing gauge of hundreds of horse-drawn chaldron wagons that were already in use on the wagonways in the mines. The railway used this gauge for 15 years before a change was made, debuting around 1850, to the 1,435 mm ( 4 ft  8 + 1 ⁄ 2  in ) gauge. The historic Mount Washington Cog Railway ,

1014-534: The inner sides of the rails) to be used. Different railways used different gauges, and where rails of different gauge met – a " gauge break " – loads had to be unloaded from one set of rail cars and reloaded onto another, a time-consuming and expensive process. The result was the adoption throughout a large part of the world of a "standard gauge" of 1,435 mm ( 4 ft  8 + 1 ⁄ 2  in ), allowing interconnectivity and interoperability. A popular legend that has circulated since at least 1937 traces

1053-400: The inside edges of the rails is defined to be 1,435 mm except in the United States, Canada, and on some heritage British lines, where it is defined in U.S. customary / Imperial units as exactly "four feet eight and one half inches", which is equivalent to 1,435.1   mm. As railways developed and expanded, one of the key issues was the track gauge (the distance, or width, between

1092-568: The main line to Dayton ) from that branch at Mercer south to Celina in November 1880. Thus the Celina, Van Wert and State Line had helped to form a line south to Celina, but it ended at Van Wert in the north. The Cincinnati, Van Wert and Michigan Railroad (CVW&M) was incorporated in January 1881 to complete the 3 ft ( 914 mm ) line, and soon leased the Celina, Van Wert and State Line and Van Wert, Paulding and Michigan. The former

1131-535: The older Cincinnati Railway Tunnel Company owned such a franchise and an incomplete tunnel, the CJ&M bought up that company's first-mortgage bonds and forced a foreclosure , acquiring the tunnel in May 1896. The new terminal company was renamed the Cincinnati Northern Railroad in December 1894, and bought the CJ&M at its final foreclosure in July 1897. The Big Four subsequently acquired

1170-505: The origin of the 1,435 mm ( 4 ft  8 + 1 ⁄ 2  in ) gauge even further back than the coalfields of northern England, pointing to the evidence of rutted roads marked by chariot wheels dating from the Roman Empire . Snopes categorised this legend as "false", but commented that it "is perhaps more fairly labeled as 'Partly true, but for trivial and unremarkable reasons. ' " The historical tendency to place

1209-405: The outermost portions of the wheel rims, it became apparent that for vehicles travelling on rails, having main wheel flanges that fit inside the rails is better, thus the minimum distance between the wheels (and, by extension, the inside faces of the rail heads ) was the important one. A standard gauge for horse railways never existed, but rough groupings were used; in the north of England none

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1248-411: The rest of the network. All other railways use 1,668 mm ( 5 ft  5 + 21 ⁄ 32  in ) ( broad gauge ) and/or 1,000 mm ( 3 ft  3 + 3 ⁄ 8  in ) metre gauge . BLS , Rigi Railways (rack railway) 449 km Several states in the United States had laws requiring road vehicles to have a consistent gauge to allow them to follow ruts in

1287-453: The same term [REDACTED] This disambiguation page lists articles associated with the title Cincinnati Northern Railroad . If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=Cincinnati_Northern_Railroad&oldid=1086267377 " Category : Disambiguation pages Hidden categories: Short description

1326-492: The term "narrow gauge" for gauges less than standard did not arise for many years, until the first such locomotive-hauled passenger railway, the Ffestiniog Railway , was built. In 1845, in the United Kingdom of Great Britain and Ireland , a Royal Commission on Railway Gauges reported in favour of a standard gauge. The subsequent Gauge Act ruled that new passenger-carrying railways in Great Britain should be built to

1365-434: The wheels of horse-drawn vehicles around 5 ft ( 1,524 mm ) apart probably derives from the width needed to fit a carthorse in between the shafts. Research, however, has been undertaken to support the hypothesis that "the origin of the standard gauge of the railway might result from an interval of wheel ruts of prehistoric ancient carriages". In addition, while road-travelling vehicles are typically measured from

1404-426: The world's first mountain -climbing rack railway , is still in operation in the 21st century, and has used the earlier 4 ft 8 in ( 1,422 mm ) gauge since its inauguration in 1868. George Stephenson introduced the 1,435 mm ( 4 ft  8 + 1 ⁄ 2  in ) gauge (including a belated extra 1 ⁄ 2  in (13 mm) of free movement to reduce binding on curves ) for

1443-409: Was converted to 4 ft  8 + 1 ⁄ 2  in ( 1,435 mm ) standard gauge on June 4, 1881, and the latter built a line that year from Van Wert north to the county line at Scott . The CVW&M itself, which bought the property of its two lessors later that year, built from Scott north to Paulding and Rockford south to West Manchester before merging with a Michigan corporation,

1482-784: Was less than 4 ft ( 1,219 mm ). Wylam colliery's system, built before 1763, was 5 ft ( 1,524 mm ), as was John Blenkinsop 's Middleton Railway ; the old 4 ft ( 1,219 mm ) plateway was relaid to 5 ft ( 1,524 mm ) so that Blenkinsop's engine could be used. Others were 4 ft 4 in ( 1,321 mm ) (in Beamish ) or 4 ft  7 + 1 ⁄ 2  in ( 1,410 mm ) (in Bigges Main (in Wallsend ), Kenton , and Coxlodge ). English railway pioneer George Stephenson spent much of his early engineering career working for

1521-605: Was reported to have said that if he had had a second chance to choose a gauge, he would have chosen one wider than 4 ft  8 + 1 ⁄ 2  in ( 1,435 mm ). "I would take a few inches more, but a very few". During the " gauge war " with the Great Western Railway , standard gauge was called " narrow gauge ", in contrast to the Great Western's 7 ft  1 ⁄ 4  in ( 2,140 mm ) broad gauge . The modern use of

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