2-8-0 Steam Locomotives in Chile

Class Gruppo 18/Tipo P (Locobase 10754)

Data from Charles King, "The Chilian [sic] State Railways," The Railway Magazine (March 1908), pp. 209-214; see also the introductory article in the same journal at February 1908, pp.143-150; and Martin Coombs, Chilean steam locomotive list, Part 3-Metre Gauge (March 2022), downloaded [], pp. 117-118. Works numbers wer 5956-5961 in 1906.

Small versions of the broad-gauge Borsig Consolidations delivered at about the same time. A principal difference, according to King, was the use of outside constant-lead radial gear instead of the inside link motion.

Coombs's research found that they all were intended for the Calera-Cabildo Extension. They worked branch lines on both the Red Norte and Red Sur (Northern and Southern railway groups).

All six remained on the roster into the 1950s.

Class R (Locobase 11940)

Data from "Consolidation Locomotive for the Chilean Government Railways," Engineering News, Volume 38 (22 July 1897), p. 53. See also "New Locomotive Equipment," The Railway Age, Volume 32 (24 August 1900), p 157. Works numbers were 5190 in May 1897, 5191-5193 in June, 5647-5652 in November 1900.

The first quartet of these small Consolidations was sold to W R Grace. All had names: Catapilca 19 (Catapilco*), La Ligua 20, Los Vilos 21, Cavilolen 22 (Caviloen*). They were strongly influenced by the railway's British origins. The firebox, for example, was made of copper.

Grace returned to Rogers a few years later for a duplicate sextet, which were named Inca 33, Pueblo Hundido 34, Chanaral 35, Atacama 36, Ovalle 37, La Paloma 38

Class Tipo 46 (Locobase 10778)

Data from Baldwin Locomotive Works, Record of Recent Construction ((1903), No. 34, p. 30-31; and DeGolyer, Volume 24, p. 127. Works numbers were 19942-19947 in December 1901.

These Consolidations were small for the wheel arrangement, particularly as they ran on the broad gauge in Chile. But the main considerations were likely the light axle loading demanded, a 2 1/4% ruling grade, and curve radii of 600 ft. On the other hand, the roadbed supported 90 lb/yard (45 kg/m) rail.

Their boilers used Belapaire fireboxes. A specification note advised that " Cylinder saddle over frame to be strong enough to resist cracking."

Baldwin representative Henry Tregelles sent a "Hereafter" note commenting on the tender and sent from Valparaiso on 19 November 1902.

"Great exception has been taken to the channel tender frame with the pedestals bolted to the outside channel iron. They would have been rejected but for the claus in the specification that Mr Moraga published, specifying channel iron frame. What they really require is tender like those built in 1895 with six wheels and plate frame tank.

"Tender brakes. The brackets supporting the brake shaft must be made strong enough." (Tregelles noted that the Cooke ten-wheelers had plate frames but brackets of brake shaft break there. Is this an exoneration?)

Apparently the tender buffers had been mounted too far apart at 36" (914 mm) center to center. The railway wanted them to be no farther apart than 20" (509 mm) with safety links placed at original 36".

"The reason is,"Tregelles explained, "on account of the curves; the great compression of the buffer spring breaks the spring box."

Other comments on tenders followed. In all, the letter reminds us of how many questions or problems might arise once the locomotives entered service.

Class Tipo 51 (Locobase 10752)

Data from Charles King, "The Chilian [sic] State Railways," The Railway Magazine (March 1908), pp. 209-214 and Chilean State Railways (EFE), 51, diagram book supplied in August 2025 by Allen Stanley from his extensive Rail Data Exchange collection. See also the introductory article in the same journal at February 1908, pp.143-150; and Martin Coombs, Chilean steam locomotive lists, Part 1, Broad gauge locos (v2.64, March 2026), p. 109-110 at []. Works numbers were 6035-6038 in November 1906, 6039-6045 in December, and 6046-6048 in January 1907.

Built by Borsig using the same boiler, this Consolidation design incorporated several major differences from the other Borsig locomotives that were making their ways onto CSR lines. The cylinders lay outside, for one thing, and the valves were actuated by Allan straight-link motion working inside the frames.

The drive went to the last axle, for some reason (probably reducing stress). A rigid wheelbase of 9 ft 6 in (2.896 m) included only the first and third axles as the second and fourth had considerable lateral play. The pony truck had Adams radial boxes. Despite all the design elements that theoretically offered flexibility, Coombs reported comments "that these locos had very rigid wheel arrangements, leading to frequent derailments." (It's possible that the condition of the right-of-way and its effect on a continental European design that usually ran on smoother track may have contributed.) Shop staff also complained the valve motion was difficult to maintain.

When delivered, their principal duty concerned moving freight over the Tabon Pass. And whatever their limitations, all 14 Tipo 51s remained in service until 1968 or longer.