These locomotives had conventional 63" driving wheels. In 1927, the Erie Railroad took delivery of a "second-phase" Berkshire with 70" driving wheels, capable not only of great power but higher speed; in turn, this design evolved into the Chesapeake & Ohio T-1 2-10-4s of 1930, with 69" driving wheels. The "third-phase" of the later 1930s and war years can be identified with locomotives such as the homebuilt N&W 2-6-6-4s, C&O/Virginian 2-6-6-6 and virtually all American 4-8-4s. Boiler pressures rose as high as 310 lbs/sq.in.; thermic syphons added to the firebox and combustion chamber added 8% to the efficiency of the boiler; roller bearings appeared on main axle boxes and sometimes on running gear. And the "Super Power" concept had extended to other builders such as Alco (the Union Pacific Big Boy) and Baldwin (the Santa Fe 5001- and 5011-class 2-10-4s). The four-wheel trailing truck became the standard for large locomotives (i.e. 4-8-4, 2-10-4, 4-6-6-4, 2-8-8-4), though the articulated main frame did not. Many railroads, particularly roads like the Santa Fe (which favored oil burning locomotives and, therefore, did not need the oversized ash pan), adopted many of the Super Power features but utilized a conventional full frame and separate trailing truck. The construction of the first 2-8-4 locomotive is documented in David Weitzman's book, Superpower: Making of a steam locomotive. David also explains some of the innovations it made at the time. Decline While delivering the first group of 2-6-6-6 locomotives in 1941, Lima miscalculated and misrepresented the locomotives' weight. Maintenance crews recalculated the weight, and discovered that the H-8s weighed 771,300 pounds, which was thousands of pounds heavier than Lima first claimed. The train crews that worked with the H-8s, whom were getting paid based on the locomotive's weight on the driving wheels at the time, started seeing this misrepresentation as an attack on their livelihood. The C&O was forced to pay their crews thousands of dollars to make up for lost payment, and they subsequently sued Lima for over 3 million dollars in 1944. Lima also lost their pride in building fine machinery, and they would subsequently lose more money within the following years. In April 1947, the firm merged with General Machinery Corporation of Hamilton, Ohio, to form the Lima-Hamilton Corporation. Lima-Hamilton’s last steam locomotive was Nickel Plate Road No. 779, a 2-8-4 "Berkshire", which left the erecting halls in May 1949. That same year Lima promoted