por conta de sua condicao economica nao muito boa, era preferivel comprar ou permutar locomotivas usadas de outros paises do que novas.De todas as 90 GELSA encomendadas pelo DNEF, alem das 15 compradas depois pela VFRGS (unica ferrovia onde se sairam melhor, mas ainda assim, longe do ideal), o que da um total de 105 locomotivas, NENHUMA sobrou no Brasil. No Brasil...Das varias repassadas para a Ferrovia Oriental da Bolivia, algumas vendidas outras permutadas, 6 locomotivas sobraram, todas ex-Noroeste do Brasil, abandonadas ainda la. Todas deixaram de operar ha muito tempo, por volta do inicio dos anos 1980, e estao desde entao encostadas em Robore e em Uyuni, fazendo companhia outras mais de 50 locomotivas a vapor, tambem da Ferrovia Oriental. E por incrivel que pareca: porque foram permutadas, ainda pertencem ao Brasil. Talvez por isso nao tenham sido sucateadas, mas e dificil explicar, pois outras locomotivas brasileiras foram para la sob as mesmas circunstancias e foram sucateadas, misterio. Mapa da Ferrovia Oriental, na Bolivia. Veja a localizacao de Robore, na mesma linha que vem de Corumba, onde se integra com a NOB.From the 1950s, the Brazilian railroads began to go through the process of 'dieselization' (actually began in 1938, with the first diesel-electric locomotives for the Northeast), ie the steam locomotives began to be disabled and were replaced by diesel locomotives, a process that ended in 1980, with the closing of the last steam locomotives in conventional rail (with rare exceptions).The diesel-electric locomotives powered by diesel work, which in turn drives an electrical generator that runs the motor. Compared with steam locomotives, economically are more interesting because they are cheaper, safer and more economical, their maintenance is facilitated.Gradually, dozens of steam locomotives were scrapped and leaning, and others went to work as manobreiras.One of the railroads in this process was more intense was the EF Noroeste of Brazil (NOB). In 1959 came the first EMD G12, marking the beginning of the fast process. Some steam engines in better condition, were also transferred to other railroads, such as EF and EF Dona Teresa Cristina Madeira-Mamore. However, there is a case of 6 locomotives that had a somewhat different fate: were exchanged for Eastern Railway, a railway that Bolivian connects Brazil and Argentina with the city of Santa Cruz de La Sierra.Of 6 machines, all were large. Among them, two of them deserve special mention: the number 455 and 456, which have operated in Brazil and EF Northwest that were transferred in the 70s. They were Gelsa French consortium (Groupement d'Exportation de Locomotives en Amerique Sud). Between 1946 and 1952, were purchased by DNEF (National Department of Railroads) 90 locomotives, 2-8-4 and 4-8-4 shooting, and distributed by almost all railroads in possession of the Federal Government.Locomotives were extremely modern and advanced for its time, outside the reality of Brazilian railroads. There were a total flop because not complying with any railroad, and then were scrapped and leaning too early, most under 10 years of use (and even so worth posting separately). This explains why many of Gelsa were sold to Bolivia, which because