The crankpins for the coupling rods were placed in line with the corresponding inside crankpins for the connecting rods. This arrangement was also developed by Stroudley, who claimed that the motion of the inside cranks was smoothly transferred to the coupling rods, as happens in an outside-cylindered engine, where the connecting rod acts directly on a crankpin shared with the coupling rod. According to Stroudley, the axleboxes, bearing surfaces, hornblocks and coupling rods of locomotives with outside cylinders had a service life twice as long as those on inside-cylindered examples. However, by aligning the two cranks together, heavy balancing weights were required on the driving wheels, at 180° to the outside crank, to counteract the combined mass of the cranks and rods. The Badmintons had massive crescent-shaped balancing weights, which made the unmounted pairs of wheels difficult to handle in the workshop.