received the Shay idea it was not impressed, until John Carnes influenced the company to use the idea, resulting in the classic Shay design. In 1903, Lima could claim that it had delivered the "heaviest locomotive on drivers in the world", the first 4-truck (class D) Shay, weighing . This was built for the El Paso Rock Island Line from Alamogordo, New Mexico to Cox Canyon, away over winding curves and grades of up to 6%. The use of a two-truck tender was necessary because the poor water quality along the line meant that the locomotive had to carry enough water for a round trip. Lewis E. Feightner, working for Lima, patented improved engine mounting brackets and a superheater for the Shay in 1908 and 1909. After the basic Shay patents had expired, Willamette Iron and Steel Works of Portland, Oregon, manufactured Shay-type locomotives, and in 1927, Willamette obtained a patent on an improved geared truck for such locomotives. These became known as Willamette locomotives. Since "Shay" was a trademark of Lima, strictly speaking it is incorrect to refer to locomotives manufactured by Willamette and others as "Shays". Six Shay Patent locomotives, known as Henderson-style Shays, were built by the Michigan Iron Works in Cadillac, Michigan. Overview According to Lima Locomotive Works in 1925, "The Shay Geared Locomotive has a wide and varied range of service, being used in industrial, quarry, contractors, logging, mining and plantation work; (also on branch lines and mountain sections of trunk-line railways). It is especially adapted to industrial railroads in and around large manufacturing plants. Its value as a switching engine is due to the rapidity with which it will accelerate a load and to its ability to spot cars in a minimum of time. It is designed to take any curve on which standard cars can be operated." The company emphasized its performance on "steep grades", "uneven track", and "track too light for a direct engine of the same axle load". Shay locomotives had regular fire-tube boilers offset to the left to provide space for, and counterbalance the weight of, a two or three cylinder "motor," mounted vertically on the right with longitudinal drive shafts extending fore and aft from the crankshaft at wheel axle height. These shafts had universal joints and square sliding prismatic joints to accommodate the swiveling trucks. Each axle was driven by a separate bevel gear, with no side rods.