Bahia Extension / Baturite Extension 2-8-0 Locomotives in Brazil

Class 24 (Locobase 20739)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volumes 16, p 14 and 17, p. 248. See also "Some Recent Baldwin Compound Locomotives", Railroad Gazette, Volume 23 (1 May 1891), p. 299. Works numbers were 10811 in April 1890 and 12259-12260, 12262, 12265 in October 1891.

Within a short time after Samuel Vauclain's introduction of his four-cylinder compound locomotive, Baldwin sales reps had sold over 100 to railroads in both Americas.One Consolidation went to the Prologmena do la Bahia, presumably as a trial horse. Results apparently satifisfied the buyer enough to prompt an order for four more.

This quartet manifested all the usual characteristics of the layout. A high-pressure cylinder sat on a low-pressure cylinder in a single casting, one mounted on each side of the smokebox just above the single axle truck. One 7" (177 mm) piston valve served each set.

Compared to other metre-gauge 2-8-0s, these engines had relatively shallow fireboxes and thus a modest amount of direct heating surface area. (Alas, none of Locobase's sources give the actual areas, but Locobase calculates a tube heating surface of 668 sq ft/62.06 sq m.

One adverse comment was that the "guides are too light and their spring leads to broken piston rods." Locobase suspects this was useful information and supposes Baldwin supplied stronger ones.

Class Crato (Locobase 8792)

Data from Lionel Wiener, writing in Cassier's Magazine - an engineering monthly (Vol XXXVIII, #5, October 1910), p 470; and DeGolyer, Volume 32, p. 258. Works number was 32866 in July 1908.

This narrow-gauge wood-burner was a single-engine order. The railway used 20-kg/metre (40-lb/yard) rail. The Baldwin specification predicted adhesion weight at 71,000 lb (32,205 kg) and engine weight at 79,000 lb (35,834 kg), which would have achieved a less slippery 3.78 factor of adhesion.

Mostly likely maintenance consideration prompted a change in tender wheel tread dated 17 June 1908 (three weeks after the original order). It required an increase from 3 3/4"(95.25 mm) to 4 1/4" (108 mm) "to avoid epensive of turning additional metal off the rims of solid forged wheels."