The sun was above the horizon now, and the long straight column of smoke that we left behind us glowed rosy-red; and all the autumn foliage of the woods was ablaze with color and light. But as the sunlight struck the rails the frost began to melt; and a wet rail is fatal to the highest speeds. The 80-mile-an-hour mark, touched only for a few seconds, was not to be reached again on this division. During the next 47 miles, to Toledo, 64, 65, and 66 miles were reached at times; and when for the second time the train came to a standstill it was one minute after seven, and the 133.4 miles from Elkhart had been made in 124.5 minutes--or at 64.24 miles an hour. This was better than the run to Elkhart--and good enough in itself to beat the English figures. But it was not what had been expected of the "air line division," with its 69 miles of tangent and favorable grades; and, taking the two divisions together, 220 miles of the 510 were gone, and we were as yet, thanks to the frost, below the record which we had to beat. The time spent in changing engines at Toledo was 2 minutes and 28 seconds, and at 7.04.07 the train was sliding out of the yards again. Coming out of Toledo the railway runs over a drawbridge; and boats on the river below have right of way. But not on such an occasion as this; for there, waiting patiently, lay a tug tied up to a pier of the bridge, with her tow swinging on the stream behind her. [Illustration: THE ENGINEERS WHO BROUGHT FROM CLEVELAND TO BUFFALO J.R. GARNER--FROM CLEVELAND TO ERIE. WILLIAM TUNKEY, WHOSE UNPRECEDENTED RUN FROM ERIE TO BUFFALO SAVED THE DAY.] If the record was to be beaten for the first half of the run, the speed for the next thirty miles would have to be nearly 70 miles an hour. Each individual mile was anxiously timed, and at 12 miles from Toledo the speed was already 66 miles an hour. Nor did it stop there, but 10 miles further on a stretch of 3-1/2 miles showed a rate of 73.80 miles an hour, and the next 5-1/2 miles were covered at the rate of 71.40. It would not take much of such running to put us safely ahead of the record at the half-way point; but even as hope grew, there was a sudden jar and grinding of the wheels which told of brakes suddenly applied. What was the matter? It takes some little time to bring a train to a standstill when it is running at over 70 miles an hour; and there was still good headway on when we slid past a man who yet held a red flag in his hand. Evidently he had signalled the engineer to stop. But why? Windows were thrown up, and before the train had stopped, heads were thrust out. The engineer climbed down from his cab. From the rear platform the passengers poured out, until only the time-keepers were left on the train, sitting watch in hand to catch the exact record of the stop and the start. And already, before his voice could be heard, the man with the flag was brandishing his arms in the signal to "go ahead;" and no one cared to stop to question him.