On T.O., there's a post written on 4-21-13 that's on the Steam & Excursion page.

It's titled "Converting Uintah #50..."

The post has already been edited 3 times by the poster and has been viewed over 680 times if
if read that correctly. It concerns Baldwin 2-6-6-2T 250.

Here's what I found:

"While the steep grades and tight curves on the Uintah dictated the need for maximum traction and hence a tender engine, the greater distances and somewhat lessor grades of the SVRy allowed the shop crews to experiment with adding a tender and de-activating the side tanks."

What? Should have read "and hence a tank engine" This post has a number of comments, one by a noted steam engineer, yet everybody missed this.

The pair of Uintah 2-6-6-2T locomotives were designed specifically for the Uintah, which had both 66 degree curves and grades around 7.5%. When sold later to the Sumpter Valley in Oregon, they were both converted to tender engines and worked out ok for that profile. However, they were somewhat of a disappointment in Guatemala as they could not pull anywhere near what they should have been able to on Palin Hill, which has 16 unrelenting miles of 3.6-3.7%. The 150 series Mikados, close to a K-27 in power, were good for 200 tons up this hill, but the mightly
mallets could only manage 50 tons more. I knew 3 people in Guatemala who were very familiar with the pair, M.R. Turton, head of the shop, Jose Pineda, Road Foreman Engines, and also a senior engineer on the Pacific Division. All 3 felt that 250/251 were not worth the added expense that they incurred.