Mr. Worsdell’s compounds on the North-Eastern Railway have but two cylinders, one high and the other low-pressure. The one is eighteen and the other twenty-six inches across. Instead of the steam alternating between the two cylinders, it all passes first to the high-pressure and then, through a pipe in the smoke-box, to the larger low-pressure cylinder. These locomotives, it is said, are not under the objection alleged against the other compounds—viz., that they have more parts, and are more costly to build and maintain. Yet it is claimed for them that they are more economical and more powerful than non-compounds. When doctors disagree who shall decide? The cost or speed might decide; but at present it seems doubtful on which side the balance does really fall. Engines of the three types have done splendid work. A Worsdell compound, built by Mr. Worsdell, of the North-Eastern Railway, is reported to have rushed down the incline to Berwick one day at seventy-six miles an hour for some miles at a time. Then the “Greater Britain,” a massive North-Western compound engine, turned out at the Crewe works in 1891, and weighing seventy-five tons, can whirl along with ease a heavy twenty-five coach express at an average of over fifty miles an hour, with a comparatively small consumption of fuel. This locomotive was described in the _Engineer_ newspaper as the most remarkable that had been built in England for several years. Its axle bearings are of great length, and its parts are very substantial, so that it ought to keep out of the repairing shops for long spells of time. It was specially planned for both fast and heavy passenger traffic to Scotland, and its work on its trial trip was so good that it was confidently expected it would answer expectations. In working, the engine has been found to develop great speed and power, easily running at over fifty miles an hour with what is called a double train—viz., twenty-five coaches, behind it. Indeed, it has run at fifty-five miles with this heavy train. Its stated speed ranges from thirty to fifty-five miles an hour, with a low consumption of fuel. This last is a matter of very great importance to engineers and railway directors; and when we state that, according to Mr. Bowen Cooke, the North-Western engines altogether burn 3095 tons of coal per day, any small saving per hour would be eagerly welcomed. Now, it is claimed that the compounds have consumed about six pounds of coal per mile less than others on the same work, and that they also haul along loads which would require two of the other type. If so, the saving in the North-Western coal-bill must be enormous. [Illustration: BACK AND FRONT VIEW OF THE LOCOMOTIVE “GREATER BRITAIN.”]