In this connection I cannot refrain from telling a good story on Mr. Ramsbottom and Mr. Webb, although the incident happened the next year. I received an order for a governor for the engine driving the shops of the London & Northwestern Railway at Crewe. Soon after its shipment there came a line from the office there that the governor was behaving badly and I would have to go and see about it. I found that the engine consisted of a pair of locomotive cylinders set upright on the floor and directly connected above, the cranks at right angles with each other, to the line-shaft, a plan which I have always admired, as a capital way of avoiding belts or gearing. They were running at 120 revolutions per minute, and were connected in the middle of the shaft, which was about 400 feet long. The governor was flying up and down quite wildly. I had never seen such an action before, and was at a loss what to make of it. I saw no fly-wheel, but it did not seem that its absence could account for this irregularity. Indeed, with coupled engines running at this speed, and only trifling changes of load, and a governor requiring no time to act, a fly-wheel seemed superfluous. Pretty soon it came out that the want of fly-wheel could not cause the trouble, for they had two. Where were they? There was one at each end of the shaft, close to the end walls of the building, where wall boxes afforded excellent supports. Fly-wheels at the ends of 2-inch shafts and 200 feet from the engine! I fairly shouted with laughter, told them to take off their fly-wheels, and came home. The fly-wheels were taken off, and there was no further trouble. Well, what should railway engineers, absorbed in locomotive designs and everything pertaining to railroading, be expected to know about fly-wheel inertia and shaft torsion? About midsummer I had the pleasant surprise of a visit from Mr. Allen, whose gratification at the show I had made was unbounded. We saw much of the exhibition together. Perhaps the most interesting exhibits in the machinery department, to us both, were the working models shown by the marine-engine builders. There were a large number of these, generally not much over one foot in any dimension, but complete to every bolt and nut, superbly finished, and shown in motion. They had evidently been made regardless of cost. In the progress of engineering science, everything represented by these elegant toys has long since vanished. We were much impressed by a cylinder casting, 120 inches in diameter, shown by Mr. Penn, one of a pair made for a horizontal engine for a British warship, to work steam at 25 pounds pressure. Everything there shown pertaining to steam engineering, except our own engine, was about to disappear forever. How long before that also shall follow?