For its most difficult section, the Nitrate Railways ordered six heavy tank locomotives from the Yorkshire Engine Co. in 1922. This section combined a grade of four percent with curves with a radius of 280 feet. The locomotives had the wheel arrangement 4-8-4T, but a rigid wheelbase of only twelve feet thanks to their small drivers with a diameter of only three and a half feet. For additional safety when running downhill, they were equipped with a Le Chatelier counter-pressure brake. The bunker behind the cab held 1,000 imperial gallons of oil, but was prepared to be converted to coal if needed.

In 1927, the Antofagasta-Bolivia Railway in Chile received 20 powerful 2-8-4T locomotives from the North British Locomotive Company. These had become necessary because the conversion of the entire line to meter gauge was coming to an end. The design of these locomotives was carried out by the railroad's engineers Hilary Hood and Eduardo Gerrard at their shop at Mejillone. Although built in Britain, these locomotives had a very American appearance with sand domes on top of the boiler, an air pump mounted on the side of the smokebox, a Worthington feed water heater and a large cab. They remained in service until the early sixties and only No. 34 was preserved. After a restoration that started in 2001, it was again under its own steam in 2004.

In 1913, the Esslingen machine works built three rack locomotives for the Arica-La Paz in their subsidiary at Sarrono, Italy. Their numbers were 21 to 23 and their names “José Manuel Balmaceda”, “Jermán Riesco” and “Domingo Santa María”. Basically they were built like Mallets, but the leading bogie only had two carrying axles and the rack drive. The rear group of five driving axles was mounted in the frames.

They were only used on the Chilean part of the line, starting at Central station at an altitude of 1,480 metres (4,855 feet) and running to Puquios at an altitude of 3,728 metres (12,230 feet). On this stretch, there was an incline of 43 km that had a gradient of up to six percent. Although it was found out that they did not wear out the tracks much faster than other locomotives, they were withdrawn in 1923.

In 1897, W.R. Grace ordered four metre-gauge Consolidations from Rogers for the Chilean State Railways to be used on the Red Norte. They were originally numbered 19 to 22 and were followed by numbers 33 to 38 in 1900. Both batches had some differences, most notably in the shape of the windows and roof of the cab. The class was soon known as grupo 20 and later became tipo R.

As early as in 1902 they were renumbered 298 to 300 and 303 to 307. The renumbering only encompassed eight locomotives, the other two had most likely been borrowed to the Dirección de Obras Públicas. With the next renumbering to 3081 to 3090, the ten were again complete under the same operator. They spent most of their life on the La Calera to Palquico section and came under the supervision of the Ferrocarril de Coquimbo in 1951. Today only 3087 survives on static display in the Parque Quinta Normal in the Santiago area.

In 1905, the Chilean State Railways received 13 4-4-0 locomotives from Borsig of Berlin. They were called Tipo 48 and received the numbers from 330 to 333 and from 352 and 360. With a driver diameter of 72.75 inches, they were designed for higher speeds, compared to the 4-6-0 locomotives built at the same time with the same boiler and cylinders.

This locomotive was ordered by W.R. Grace and delivered by Rogers in May 1897. It was part of the Chilean state's effort to create a metre-gauge longitudinal (north-south) line in the north of the country. Carrying the works number 5189, it was a 2-4-0 that was numbered 18 by its operator and named “Palos Quemados”. After the construction of the line was completed, it came to the Ferrocarriles Aislados. Later it was rebuilt into a 2-4-2 and became No. 298 of the Chilean State Railway.

The Ferrocarriles de Tongoy operated a cape gauge line in Chile between the copper mines of Tamaya and the harbor of Tongoy. After it had been opened in 1867 and had six locomotives, it got the two locomotives shown here from Rogers in 1870. These were two 2-6-0T tank locomotives, No. 8 “Campanil” and No. 9 “Pizarro”.

These were of typical American design and were richly decorated with their names and numbers in very huge letters on the sides of the water tanks. Anyway, they were just standard models of Rogers. The line reached its peak in transported copper ore in 1879 and quickly declined until 1891. But it wasn't closed and the locomotives were only retired in 1910 when the line was converted to meter gauge. 

As an alternative to the eight class Z Kitson-Meyer rack locomotives, Maschinenfabrik Esslingen supplied these two locomotives. They had a front bogie with three carrying axles and three rack pinions for the Abt system. The rear bogie had four coupled axles for the adhesion drive. Initially, a condensation device was installed, which was soon removed.

They were numbered 9 and 11 from the factory, the 9 was soon renumbered to 10. The number 10 derailed after a short time in the mountains between Juncal and Portillo, where salvage was uneconomical. It was left in place and no further locomotives of this type were built.