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. [Illustration: JOHN NEWELL, LATE PRESIDENT OF THE LAKE SHORE AND MICHIGAN SOUTHERN RAILWAY. From a photograph by Max Platz, Chicago. President Newell died August 24, l894, and is said to have fairly sacrificed his life to giving the Lake Shore the best railway track in America. The proud record made, in this speed run, is largely the fruit of his labor.] These, then, were the conditions under which the now famous run of October 24, 1895, was accomplished: A train weighing twice as much as the English train was to be hauled for a distance of over 500 miles, making four stops _en route_, at a speed, when running, greater than 63.93 miles an hour. Incidentally it was hoped also that the New York Central's speed of 64.26 miles an hour would be beaten.