r, or of the
physical character of the track in the matter of grades and curves.
Entire equality in all particulars could only be attained in the same
way that it is attained in horse-racing, viz., by having trains run
side by side on parallel tracks.

Certain conditions there are, however, which are more important
and which can be equalized. One of these is the weight of the train
hauled. The English load was a light one--67 tons (English) or 147,400
pounds. This was little more than one-quarter of the load hauled by
the New York Central engine on its magnificent run, when the weight
of the cars making the train was 565,000 pounds. With the types of
locomotive used on the Lake Shore and Michigan Southern it was not
possible to haul at record-breaking speed any such load as this. It
was enough if the load should be about double that of the English
train. This was attained by putting together two heavy Wagner parlor
cars of 92,500 pounds each and Dr. Webb's private car "Elsmere," which
alone weighs 119,500 pounds--or more than three-fourths of the weight
of the entire English train. The total weight of the three Lake Shore
and Michigan Southern cars was 304,500 pounds.

The last important condition to be taken into consideration is the
number of stops made. It should be explained that when speed is
reckoned "when running" or "exclusive of stops" (the phrases mean the
same thing), the time consumed in stops is deducted--the time, that
is, when the wheels are actually at rest. No deduction however, is
made for the loss of time in slowing up to a stop or in getting under
way again. On the run of the Lake Shore and Michigan Southern, for
instance, an irregular or unexpected stop was made when the train was
running at a speed of about 71 miles an hour. The train was actually
at rest for 2 minutes and 5 seconds. That allowance, therefore, was
made for the stop. It is unnecessary to say that the secondary loss of
time in bringing the train to a standstill and in regaining speed was
much greater; but for these (aggregating probably five or six minutes)
there was no allowance. It is evident, therefore, that the number
of times that a train has to slow down and get under way again is an
important factor in the average speed of a long run. In the English
run two stops were made. The schedule for the Lake Shore run provided
for four stops. A fifth stop, as has already been stated, was made,
which was not on the programme.

[Illu