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.

Between November 1906 and January 1907, ALCO-Rogers built 25 standard-gauge Consolidations for the Ferrocarril del Sur. They got the works numbers 41185 to 41209 and were to receive the running numbers 60 to 84. With a driver diameter of 52 inches and cylinders of 20 by 28 inches, they were built for both passenger and freight service. Seven of these locomotives seem to have been directly diverted to the Ferrocarril Central and three more also came to the FCC in 1913. The locomotives which stayed at the FCS were numbered 50 to 59, 70 to 74 and 90 to 92. In 1925, some of these locomotives got a new boiler built by Hunslet and an anglicised appearance, like No. 53 shown on the photo.

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.

In 1889, Rogers built a 0-4-2 locomotive for the Ferrocarril y Muelle de Eten. This could be translated into “Railroad and Port of Eten” and operated in the Lambayeque region. It had been ordered by Hoadley & Co. and carried the works number 4191. On this railroad, it was the second locomotive carrying the number 4 after an earlier 0-4-0ST and was named “Ferreñafe” after a province and town in the Lambayeque region.

In the years between 1890 and 1897, there are service records with between 13,000 and 24,060 km per year. As late as 1955 it underwent a substantial rebuilt. Visually most notable was the new cab with a rounded roof. Additionally it received piston valves, while the arrangement of the domes on the boiler remained largely unaltered.

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.