Between 1934 and 1946, Beyer Peacock delivered 15 Consolidations to the Central de Peru in four batches. They were built for lines which had long stretches with inclines of 4 to 4.5 percent. While an air sander mounted in a cover ahead of the steam dome ensured enough traction, a short boiler with a Belpaire firebox produced enough steam for long periods of uphill running. They were originally numbered 40 to 54 and later renumbered to 200 to 214. As more locomotives of a very similar design were also delivered to the Ferrocarril del Sud and the Cerro de Pasco, they were also called “Andes class”.

In August of 1912, Baldwin delivered a small 2-4-0 tender locomotive to the Central Nueva Paz on Cuba. This railway was built in a gauge of two and a half feet and with light rails to serve sugar cane farms. The locomotive had been ordered through the American Trading Company, had the works number 38098 and was No. 7 of the Baldwin type 6-12 C. The specification book of the manufacturer says that the purchaser desired heavier springs than usual since the tracks were in poor condition.

Among several types of Baldwin locomotives ordered by the Cuba Central Railways Ltd., there were 18 4-6-0 locomotives which were built between 1904 and 1912. Although they were officially listed as freight locomotives with a driver diameter of 56 inches (1,422 mm), it seems like they were also used in passenger service. With some differences in detail, there were numbers 41 to 49 built between 1904 and 1907 and numbers 50 to 57 built in 1911 and 1912.

They were classified by Baldwin as their type 10-30 D. The first three received tenders with 3,000 gallons of water and eight tons of coal and all others received tenders with 3,500 gallons of water and the same amount of coal. Most had Stephenson valve gear, but the last three got Walschaerts valve gear. Only No. 54 got a Baldwin smokebox superheater. Numbers 50 to 57 later came to the Ferrocarriles Unidos de la Habana and were numbered 61 to 68.

The Ferrocarril de Mejillones a Caracoles was a planned line that would have connected the Bolivian coast to the silver mines at Caracoles on the Altiplano, in today's Chile. Although the construction of the line only started in 1873, the first three Double Fairlies intended for that line were built in 1872 by Avonside. They had two groups of three driving axles each and carried the double works numbers 958-9, 960-1 and 962-2.

The locomotive shown in the picture was named “Escalador de Montes” or “Mountain Climber”. It is uncertain if all three actually arrived at the location of the new line. In 1877 the Bolivian government cancelled the contract since the Chilean-backed Antofagasta-Bolivia line ran in the same corridor. So ultimately, the Mejillones-Caracoles line was never opened and the fate of the locomotives is unknown.

The Ferrocarril Palpa á Chancay was founded in 1873 by Don Ceferino Elguera who wanted to construct a 25 km long line between his Hacienda at Palpa and the port at Chancay. Among the first four locomotives were three 0-4-0 tender locomotives built in 1874 by Dübs which carried the names “Raymondi”, “Inés” and “José Payán”. They were ordered through the London Banking Association.

Records suggest that the fourth locomotive named “Palpa” was similar, but five tonnes heavier. Since the lists of Dübs only show three locomotives delivered to this line, it has to be assumed that this one was of a different design and supplied by another manufacturer. Later the line became part of the Ferrocarril y Muelle de Chancay and ceased operation not later than 1927.

Some locomotives used on haciendas in Peru were of the 4-2-0 wheel arrangement to run through extremely sharp curves. One of these with a saddle tank, built by Manning Wardle in 1868 with works number 246, could later be found on the Ferrocarril de Supé á San Nicolas. Since this railway was only founded in 1898 by the Sociedad Agrícola San Nicolas, the original customer is hard to determine. The railway used another side tank locomotive with the same wheel arrangement that had been built by Black Hawthorn in 1891.

One of the first two locomotives orders by Ed. Victor Sperling for the Antioquia was this small 2-6-0 that was built by Borsig in 1910. It was numbered 17 and named “Bolivar”. The works number of Borsig was 7763. The drivers measured less than one metre and the rigid wheelbase was only 2,100 mm. The other locomotive was a small 0-4-0 tender locomotive, numbered 19 and named “Córdoba”, also built by Borsig in the same year.

Apart from their standard gauge network, the Ferrocarril de Matanzas also operated three narrow gauge lines with a gauge of two feet six inches. After No. 31 with the wheel arrangement 2-4-4T delivered by Rogers in 1875, they ordered No. 32 as a 2-6-6T. It was shipped to Cuba on November 23, 1878 and carried the works number 2504. It had drivers with a diameter of 33 3/4 inches and cylinders of 13.5 by 16 inches. Some sources also state a cylinder diameter of 13 inches.

When several Colombian railways were unified under state control in 1924, P.C. Dewhurst designed a standard locomotive to be used on lines with three foot and meter gauge. They were 4-8-0 or twelve-wheelers, also called “Docerruedas”. They were produced between 1924 and 1951 by a total of seven manufacturers from the USA, Germany, Great Britain, Belgium and Czechoslovakia.

All had drivers with a diameter of 40 inches (1.245 mm) and a cylinder stroke of 22 inches (559 mm). The cylinder diameter varied from 17 to 18 1/4 inches (432 to 464 mm). To enable running through tight curves, the first driving axle had no flanges and the last one had an axlebox that allowed lateral movement and was self-centering. Also the bogie allowed ample lateral movement.

In total, 108 of these were delivered to several Colombian Railways which later became part of FCN. With more than 60, the Pacífico got the most. One picture shows number 37, one of the Kitson locomotives delivered to the Pacífico. It was named “Pedro del Ospina” and was one of the lightest at 111,000 pounds (50.3 t). Ambalema-Ibagué No. 10 was built by Baldwinin 1947 and had a weight of 131,500 pounds (59.6 t).

The location of the Colombian capital Bogotá in the middle of the Andes meant that the 132 km Girardot-Tolima-Huila line started at Girardot at an altitude of 330 meters (1,083 ft), followed the Rio Bogotá and reached the capital's suburbs at 2,620 meters (8,596 ft). This led to gradients of 4.5 percent with curve radii of up to 72 meters (236 ft). Since the Kitson-Meyer locomotives already in use there with six driving axles were soon no longer sufficient, the now nationalized railway tendered the development of even more powerful locomotives in 1934.

The need to accommodate extremely powerful locomotives on the three foot gauge again led to articulated locomotives, this time with eight driving axles. In addition to the Baldwin-supplied No. 72 simple Mallet, Kitson-Meyer developed the No. 57 of their design. As the size of the locomotive was beyond the factory's capacity, it was manufactured by Robert Stephenson & Co. in Darlington.

Number 57 therefore had the wheel arrangement 2-8-0+0-8-2T and, in accordance with the Kitson-Meyer design, had the firebox between the bogies. The water supplies consisted of a total of 11,340 liters on the two sides of the boiler and 6,804 liters on the rear bogie. This ensured an even weight distribution that hardly changed even as the amount of water dwindled. Since there was an oil refinery in their working area, it was fired with oil. 5,000 liters of it were also stored on the rear bogie. 

Since the locomotive apparently performed well in the first tests, a second one was promptly ordered. The number of the Baldwin machine originally intended as number 58 was rewritten to 72 and the second locomotive was given the number 58. Both were in service until 1959.