On the other hand, from the greater loss in passages, etc., the compound engine must always give a smaller diagram, considered with reference to the steam present at cut-off, than a simple engine, and a triple a smaller diagram than a compound engine. Nevertheless, even at 80 lb. absolute pressure, the compound engine had considerable advantage, not only from lessened initial condensation, but from smaller loss from clearances, and from reducing both the amount of leakage and the loss resulting from it. These gains became more apparent with increasing wear. The greater surface in a compound engine had not the injurious effect sometimes attributed to it, and the author showed how much less the theoretical diagram was reduced by the two small areas taken out of it in a compound engine than by the single large area abstracted in a simple engine. The trials completely confirmed the view that the compound engine owed its superiority to reduced range of temperature. At the unavoidably restricted pressures of the triple trials, the losses due to the new set of passages, etc., almost neutralized the saving in initial condensation, but with increased pressure--say to 200 lb. absolute--there would evidently be considerable economy. The figures of these trials showed that the loss of pressure due to passages was far greater with high than with low pressure steam, and that pipes and passages should be proportioned with reference to the weight of steam passing, and not for a particular velocity merely. The author described a series of calorimetric tests upon a large scale (usually with over two tons of water), the results of which were stated to be very consistent. After comparing the dates of initial condensation in cases where the density of steam, the area of exposed surface, and the range of temperature were all variables, with other cases (1) where the density was constant and (2) where the surface was constant, the author concluded that, at four hundred revolutions per minute, the amount of initial condensation depended chiefly on the range of temperature in the cylinder, and not upon the density of the steam or upon the extent of surface, and that its cause was probably the alternate heating and cooling of a small body of water retained in the cylinder. The effect of water, intentionally introduced into the air cushion cylinder, corroborated the author's views, and he showed how small a quantity of water retained in the cylinder would account for the effects observed. At lower speeds surface might have more influence. The favorable economical effect of high rotative speed, _per se_, was very apparent.