Articulated Steam Locomotives in Brazil

Class 53 (Locobase 13776)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 36, p. 295. Works numbers were 36096-36098 in February 1911.

These were the Baldwin versions of the Brooks locomotives ordered in 1907 (Locobase 4190). They had 1/2" larger-diameter HP cylinders, but were otherwise identical.

That the Philadelphia builder didn't rest on its laurels is reflected in a series of "Hereafter" additions to the specs. RW Werdenbach cited a 21 February 1916 letter when he minuted on 18 March 1916: "Hereafter consider articulated joint capable of vertical movement similar to that of Triple [sic - probably referring to the Matt Shay 2-8-8-8-2] Engines. A later note, written 8 April 1916 by RS MEC based on a 1 March 1916 letter, suggested an addition: "Hereafter: Raise question about applying a front engine truck ...Apply latest type of articulated frame connection."

Class 70 (Locobase 4763)

Data from Lionel Wiener, Les Chemins de Fer du Bresil (Paris:H Dunod et E Pinat, 1912), Tableau III, p. 143; and Eduardo Jose de Jesus Coelho, Locomotivas Articuladas-as gigantes da era do vapor no Brasil (Memoria do Tren, 2003), pp 70-79. Works numbers were 49311-49320 from Brooks in January 1911, 50731-50736 produced at Richmond in February 1912.

Wiener observed that these Mallets were considerably more powerful than previous Brazilian articulateds. Although they used piston valves to deliver steam to the HP cylinders, the first sixteen engines arrived with saturated boilers. The lead engine assembly swiveled on a post rising from a mount between the 3rd and 4th axles. The assembly's frame held the 1st axle and the massive LP cylinders ahead of the smokebox door.

EJ de Jesus Coelho noted (p 78) that when climbing the Serra do Mar hill, the engine had to pass through several tunnels. In a caption under EFCB 71 at Belem, he said the 71 was "already facing backwards to climb the hill tender first to avoid the huge amount of smoke and gases asphixiating its crew inside the tunnels along the route."

EFCB replaced the entire class with diesels in 1952.

Four more (road #s 86-89) came from Brooks in 1916 and 1919 with superheated boilers; see Locobase 21331.

Class 80 (Locobase 4190)

Data from "Mallet Compound Locomotive for the Central of Brazil", Railroad Gazette, Vol XLIV [44], No 2 (10 January 1908), pp. 52-54. which noted that three had gone into service. OS Nock, in RWC IV, pl 145, offers a color illustration of this class. See also "Twelve-Wheel Mallet Compound Locomotive: Central Railway of Brazil", Engineering, Volume 85 (19 June 1908), pp. 814-816; and Lionel Wiener, Cassier's Magazine, Volume XXXVIII [38], No 5 (October 1910), p. 470. . Works numbers were 43282-43284 in November 1907.

Lionel Wiener, noted articulated-locomotive authority, said that the engines were Brooks-built; Alco's records credit the trio to Schenectady. Baldwin delivered Mallets to the Central in 1911; see Locobase 13776.

Like most Mallets of the time, these engines had piston valves for the HP cylinders, Allen-Richardson balanced slide valves for the LP cylinders.

Class 86 (Locobase 21331)

Data from American Locomotive Company data card "Class 0880 O S 280, Order No B-1405 (October 1916)"; and Eduardo Jose de Jesus Coelho, Locomotivas Articuladas-as gigantes da era do vapor no Brasil (Memoria do Tren, 2003), p.80. (Thanks to Alexander Blessing for his 31 May 2026 email supplying the locomotive data card showing this later class used superheaters.) Works numbers were Brooks 56187-56189 in 1916 and 59494 in 1919.

Three different Alco works had delivered sixteen of these heavy-duty, saturated-boiler pushers to the Central do Brasil in 1910-1912 (Locobase 4763). Four years after Richmond delivered the 85, Brooks added four fitted with superheaters. Alco's data card offered tractive effort estimates of 60,400 lb (27,397 kg; 268.67 kN) compound and 72,500 lb (32,885 kg; 322.5 kN) working simple.

As with the earlier class, the framework carrying the leading driver group and the enormous low-pressure cylinders extended well beyond the smokebox door.

A later diagram reproduced in EJ de Jesus Coelho's book shows the tender carrying 10 metric tons (11.02 short tons).