Erie Steam Locomotives: History, Roster & Photos

Published: September 20, 2026

Erie entered the twentieth century still buying Camelback 2-8-0s in quantity, then spent a decade trying articulation—three 0-8-8-0 Camelback Mallets, a shop-built 2-6-8-0, and three Baldwin Triplexes—before the natural next step from the Consolidation proved to be the Mikado. Between 1911 and 1913 it took 155 N-1 2-8-2s. John J. Bernet, arriving from the Nickel Plate in 1927, found the road spending fifty percent more on locomotive maintenance than other companies, parked the oldest 2-8-0s, and split an order for fifty 2-8-4s between Brooks and Lima. One hundred five Berkshires later, Erie owned more of the type than any other railroad. They were all gone by 1952. Last steam was K-1 Pacific 2530 (Rogers, 1906) on March 17, 1954, Jersey City from Spring Valley, New York.

Erie Railroad 2-8-4 3376 class S-3 steams west across the Hackensack River at Secaucus New Jersey October 18 1951

Erie Railroad 2-8-4 #3376 (S-3) steams west across the Hackensack River at Secaucus, New Jersey, on October 18, 1951. Bob Collins photo. American-Rails.com collection.

On this page: At a glance · Map and shops · Consolidations, Mikes, Berkshires · Mallets and Triplexes · Santa Fes and Decapods · Atlantics, Ten-Wheelers, Pacifics · Switchers · March 17, 1954 · All-time roster (built since 1900)

At a glance

Item	Detail
Railroad	Erie Railroad. Mark ERIE. Company Erie
This roster	Engines built since 1900, after Drury, pages 172–176
Freight after 1911	155 N-1 Mikados, 1911–13; 15 USRA heavy N-2s; 40 N-3s plus one N-3-A
Berkshires	105 2-8-4s, S-1 through S-4, 1927–29. Largest fleet of the type. All scrapped 1950–52. Photo: S-3 #3376 Secaucus
Pacifics	K-1s from the Harriman pattern; Lima K-2s 2900–2904 (1913); Alco 50000 as K-3 #2509; USRA heavy K-5s 2915–2934, copies to no other road
Articulateds	Three Camelback 0-8-8-0s (L-1), 1907, then the largest locomotives in the world; one 2-6-8-0; three P-1 Triplexes, 5014–5016
Last steam	March 17, 1954. K-1 #2530, Jersey City from Spring Valley, N.Y.
Shops	Meadville, Pennsylvania; Hornell, New York. Camelback Mallets were too large for Erie’s own shops

Roster follows Drury, Guide to North American Steam Locomotives (revised edition), pages 172–176. Information compiled September 19, 2026.

Southern Tier grades, and a fast railroad that still needed pushers

Drury’s chapter opens on the map. The main ran northwest from Jersey City through New York’s Southern Tier, then west through Youngstown and Lima, Ohio, and Huntington, Indiana, before it reached Chicago. A network of branches covered northern New Jersey, Pennsylvania coal, and secondary lines that reached Rochester, Buffalo, Dunkirk, Cleveland, and Cincinnati. The road was built to six-foot gauge. It converted to standard in 1880. The early choice of wide gauge ultimately proved expensive, but it produced one minor benefit: the standard-gauge Erie was a railroad of generous clearances.

The New York–Chicago route was forty miles longer than the New York Central’s and ninety miles more than the Pennsylvania’s, and it seemed to make a point of avoiding big cities. It had no major grades, except for a couple of hills in western New York, the sawtooth-profile country of eastern Ohio, and the hilly country of northern New Jersey between the Hudson and Delaware rivers. As a result the Erie developed into a fast carrier of freight, not passengers. Its New York–Chicago passenger trains never numbered more than three each way, and they took four to eight hours longer than the trains of the New York Central and Pennsylvania.

H-class Consolidations, then 155 Mikados, then Berkshires

Erie was using the Consolidation type long before 1900 and continued to purchase 2-8-0s in quantity well into the twentieth century. In 1910 it took delivery of three groups of Camelback 2-8-0s, classes H-10, H-11, and H-12, seventy-five engines in all. H-13s had 56-inch drivers and 21 × 28-inch cylinders, as did the H-11s of 1899. H-12s had 62-inch drivers and 22 × 30. Baldwin delivered fifteen more Camelback Consolidations in 1901 similar to the H-13s in dimensions but with piston valves. Four 2-8-0s of the H-14 class were equipped with 48-inch Wootten fireboxes for the Erie & Wyoming Valley; their 54-inch drivers and 22 × 30-inch cylinders gave them more pulling power than any of Erie’s own Consolidations then in service.

Erie continued to add 2-8-0s in 1902. The H-16 class, 1510–1529, came from Baldwin as Vauclain compounds. H-17s and H-18s were delivered by Rogers and Cooke in 1904 and 1911. They had 56-inch drivers and 22-inch cylinders, and weighed an even 200,000 pounds, about the same as the H-16s. Cooke built the five engines of class H-19 as tandem compounds. The Vauclain compounds were converted to simple engines between 1904 and 1911 (the first two conversions were done by Baldwin), and the Cooke tandem compounds were simpled in 1908. All the Camelback 2-8-0s in classes H-9 through H-14 except H-15—five 1884 Dicksons from the Erie & Wyoming Valley—were scrapped in 1927 after being stored several years for accounting reasons.

The 45 H-20 Consolidations of 1903 and 1904 brought changes: a single-arch bituminous-burning firebox about the size of a Camelback’s, 62-inch drivers, 22 × 32-inch cylinders, slide valves, and Stephenson valve gear. They had a tractive force of 42,500 pounds, less than the biggest of the preceding Camelbacks. The 2-8-0s were later superheated, fitted with larger cylinders, and equipped with Baker or Walschaerts valve gear.

The extensive H-22 class, 1800–1886, was neither particularly successful nor well liked. The first 37 of the group were diverted from an order built for the Harriman railroads, which had found themselves oversupplied with 2-8-0s. Erie ordered 50 more. They had 22 × 30-inch cylinders and 57-inch drivers and slightly more tractive effort than the H-20s and H-21s. Some were converted to 0-8-0s, but that did not prolong their service; they were scrapped between 1927 and 1940 without being superheated. The final 2-8-0 on the roster was 1540, built in 1906 for display at an exposition and then sent to the Rock Island, which found it too heavy. Baldwin sold it to the New York, Susquehanna & Western, which at the time owned the NYSW, and transferred it to the Erie.

The natural progression from the 2-8-0 was to the 2-8-2. Between 1911 and 1913 Erie purchased 155 Mikados from Baldwin (65), Schenectady (65), and Lima (5). They had 63-inch drivers and 28 × 32-inch cylinders, weighed about 329,000 pounds—just a bit more locomotive than a USRA heavy Mike. Classed N-1 and numbered 3000 to 3154, they were built with superheaters and were hand-fired; in 1927 they received mechanical stokers and feedwater heaters. In 1918 the road received 15 USRA heavy 2-8-2s built by Brooks, classifying them N-2 and numbering them 3200–3214. In 1923 Erie returned to its own design for 40 N-3 class Mikes, 3155–3194, continuing the N-1 number series. The principal difference was the booster-equipped cast trailing truck on the N-3. One final 2-8-2 came from Baldwin in 1926, N-3-A 3199. It was to have had uniflow cylinders, with steam admission ports at the ends and exhaust ports in the middle. At some point during construction the uniflow design proved impractical and the locomotive was completed with conventional cylinders.

A pair of Erie 2-8-4s await assignment at Marion Ohio April 1947 lead unit 3331 class S-2 Lima 1927

A pair of Erie’s handsome 2-8-4s await their next assignment at the road’s Marion, Ohio, terminal in April 1947. The lead unit, #3331 (S-2), was manufactured by Lima in 1927. The railroad owned 105 Berkshires; all were scrapped between 1950 and 1952.

Bernet divided an order for 50 2-8-4s equally between Lima and Brooks. The Brooks engines, 3300–3324, were class S-1; the Limas, 3325–3349, S-2. The major differences were boiler pressure—225 pounds for the S-1s and 250 for the S-2s—and the trailing trucks. The Brooks engines had cast trailing trucks and full-length frames; the S-2s had Lima’s own built-up trailing truck, through which drawbar forces were transmitted. Both classes differed from Lima’s original design of 1924 in having 70-inch drivers instead of 63. Two more groups followed in quick succession: S-3s 3350–3384 from Baldwin in 1928 and S-4s 3385–3404 from Lima in 1929. Lima-built S-4 3389 represents the ultimate development of steam freight power on the Erie. Erie’s 2-8-4 was the basis of Berkshire design for the Pere Marquette, Chesapeake & Ohio, Virginian, and Richmond, Fredericksburg & Potomac.

Erie 2-8-4s double-head a long freight west, bound for Chicago, through northern Indiana during the 1950s. Ed Olsen photo. American-Rails.com collection.

Camelback Mallets, a 2-6-8-0, and the Triplex

In 1907 Schenectady built three Camelback 0-8-8-0s for pusher service over Gulf Summit between Deposit, New York, and Susquehanna, Pennsylvania. When built they were the largest locomotives in the world. On the job they proved mostly that it took a skilled and strong fireman to produce the power they were designed to deliver. Baldwin rebuilt them in 1921 as 2-8-8-2s with mechanical stokers and other improvements. They were too large for Erie’s own shops, so heavy repairs were performed at Lehigh Valley’s shops at Sayre, Pennsylvania. The Erie & Wyoming Valley shops at Dunmore, Pennsylvania, did a minor overhaul of 5016 in 1920.

Erie’s next try at articulation was to convert a 2-8-0 to a 2-6-8-0 by purchasing running gear for the front low-pressure engine and a boiler extension that was mostly feedwater heater. Class M-1, number 2900, Meadville Shops, 1910; rebuilt back to a 2-8-0 in 1916.

Erie had a long-standing custom of honoring a superior engineer by painting his name on the cabs of locomotives. Triplex no. 5014 for some years carried the name of Matt H. Shay. The seven articulateds turned out to be a digression in the development of Erie freight locomotives. The type page is Triplex. This roster does not dump it.

Santa Fes, and Russian Decapods

Increases in traffic during the early Teens prompted Erie to seek a freight locomotive larger than the Mikado. It received a single experimental 2-10-2, no. 4000, class R-1, from Baldwin in 1915. Like the N-1 Mikes it had 63-inch drivers and 31 × 32-inch cylinders, and the rods and pistons were of lightweight design to ease the counterbalancing problems common to the 2-10-2 type. It was equipped with superheater, mechanical stoker, and lateral-motion devices on the driver axles. Because the boiler was so wide, it had paired sand domes mounted side by side. The locomotive was immediately successful, and Erie ordered 40 more from Baldwin, Schenectady, and Lima. Production R-1s weighed 417,200 pounds, about 10,000 pounds more than 4000.

Between 1915 and 1917 Schenectady built 30 R-2 Santa Fes. They were shorter and somewhat lighter than the R-1s, 404,000 pounds, with large shallow fireboxes over the rear drivers and small inboard-bearing trailing trucks. They looked like a regression in design, but they were just as powerful as the R-1s and were good steamers. The R-1s and R-2s were delivered with small Vanderbilt tenders so they could fit on existing turntables. Many eventually got larger tenders.

Erie’s third group of 2-10-2s were USRA heavy Santa Fes built by Brooks in 1919, though they were lighter and less powerful than Erie’s own design; they lasted longer. Most of the R-1s and about half the R-2s were scrapped before World War II; the USRA 2-10-2s were scrapped between 1949 and 1952.

Decapods constitute another side trip. The road had six Camelback Vauclain compound 2-10-0s that were built in 1891 and 1895 for pusher service on Susquehanna Hill. They were simpled in 1904 and 1905, demoted to yard service, and scrapped between 1924 and 1926. More significant, though, are Erie’s Russian Decapods. The Erie was pleased enough with their performance while they were on lease from the USRA that it purchased 75 in 1921. They proved useful in local freight service because of their high tractive effort and low axle loading. Later Erie sold 16 of them to the New York, Susquehanna & Western and 8 to various other roads.

Harriman Pacifics, Alco 50000, and USRA heavies no one else received

Baldwin delivered two groups of Ten-Wheelers, G-12s and G-13s, in 1901. Both classes were Camelbacks and had 62-inch drivers; the G-12s were Vauclain compounds. In 1908 four of the G-13s were converted to simple engines and reclassified G-16; the rest were similarly rebuilt in 1915 and 1916, though the last two rebuilt retained their G-13 classification. The G-15 class, 950–974, came from Schenectady, Rogers, and Baldwin between 1902 and 1908.

When the road realized its principal passenger trains needed more than an Atlantic or a Ten-Wheeler, it tested a San Pedro, Los Angeles & Salt Lake 4-6-2 built to the standard design used by several railroads in E. H. Harriman’s empire. The Harriman Pacific had 77-inch drivers, 22 × 28-inch cylinders, 49.5 square feet of grate area, and weighed 225,295 pounds. Erie K-1 Pacifics, based on the design, had 74½-inch drivers, 22½ × 26-inch cylinders, 50.5 square feet of grate area, and weighed 248,550 pounds. Alco’s Schenectady Works built three, 2510–2512, in 1905; 2510 and 2512 were equipped with Cole superheaters. Rogers built 41 K-1s in 1905 and 1906 and Baldwin built 15 in 1908. All had piston valves, Stephenson valve gear, and outside-journal trailing trucks. The Rogers and Baldwin engines were not superheated. Between 1912 and 1917 the shops at Meadville and Hornell rebuilt the K-1s with superheaters, outboard piston valves, and Baker valve gear.

Erie 4-6-2 #2544 working suburban service at Spring Valley, New York, April 18, 1953. Bob Collins photo. American-Rails.com collection. Last steam, a year later, was sister K-1 #2530 on the same Jersey City–Spring Valley run.

In 1910 Alco built an experimental Pacific, no. 50000, designed by Francis J. Cole, chief consulting engineer at the Schenectady Works. It had a much larger boiler than was common at the time, but the weight of the boiler required that other parts be trimmed down. It had 79-inch drivers and 27 × 28-inch cylinders, carried 185 pounds of boiler pressure, exerted a tractive force of 40,630 pounds—10,000 pounds more than Erie’s K-1—and weighed 269,000 pounds. It demonstrated on several railroads and came to the Erie in November 1911. The road liked the big Pacific well enough to buy it in September 1912; it was renumbered 2509 and classed K-3. It worked until 1950, a longer career than most one-of-a-kind engines.

In June 1913 Erie ordered five Pacifics similar to Alco 50000 from Lima, that builder’s first large road engines for a Class I railroad. The K-2s, numbered 2900–2904, were delivered in 1913. Alco built ten more, 2905–2914, class K-2-A, in 1917. Between 1913 and 1916 Alco and Baldwin delivered 44 K-4 Pacifics. They had 69-inch drivers and were somewhat lighter than the K-2s but could exert slightly more tractive effort. Baldwin built ten similar 4-6-2s, class K-4-A, in 1923, for fast freight service. After only six years they were rebuilt as passenger engines with 75-inch drivers.

Among the USRA designs was a heavy Pacific resembling in some of its dimensions Alco 50000 and the Pennsylvania Railroad’s K4. USRA allocated 20 heavy Pacifics to Erie, 10 from Baldwin and 10 from Richmond. Erie numbered them 2915–2934 and classed them K-5. No other roads received them; USRA allocated light Pacifics only to Atlantic Coast Line, Baltimore & Ohio, and Louisville & Nashville. Baldwin built 10 copies, class K-5-A, nos. 2935–2944, in 1923; they differed principally in having Delta trailing trucks. The K-5s and K-5-As were fitted with Elesco feedwater heaters, and the K-5-As were rebuilt in 1941 with cast frames and cylinders, disk drivers, boosters, air pumps mounted on the pilot, and large 12-wheel tenders; some also received roller bearings. There was also one renumbering. K-5 2917 had been in several accidents and came to be considered a jinxed engine—crews refused to take it out. The road renumbered it 2945 in 1930.

Baldwin delivered a single Pacific in 1926, no. 2960, class K-5-B. Its principal difference from the K-5-As was an inch more in cylinder diameter, which gave it a tractive force of 47,200 pounds. Like Mikado 3199, it was ordered with uniflow cylinders, but construction halted partway along and the locomotive was completed with conventional cylinders.

The Erie was all but alone among major eastern railroads in halting passenger locomotive development with the Pacific, lacking even the experimental or tentative ventures of other roads that for all practical purposes stopped with that type. It had nothing like the experimental Hudsons of the Baltimore & Ohio, the Pennsylvania’s duplex-drivers, or Maine Central’s pair of Hudsons.

Atlantics came first. Baldwin in 1903 and 1904 built suburban 4-4-2s out of Jersey City. They had single cabs, a firebox over the rear drivers that could burn either bituminous or anthracite, and 68-inch drivers. They were quite successful and eventually were fitted with superheaters, piston valves, and Baker or Walschaerts valve gear. Erie purchased three groups of Vauclain compound Atlantics between 1899 and 1903: E-1s 502–527 and 532–534; E-2s 535–544 (later renumbered 935–943 and 934); and E-3s 545–559. The E-1s and E-2s were Camelbacks; the E-3s had single cabs. All three classes had 76-inch drivers; the E-2s and E-3s had the same size cylinders, which were larger than those of the E-1s. All three classes were converted to simple-expansion engines between 1904 and 1906. Erie received three Atlantics in 1905 that could be considered experimental, two Vauclain balanced compounds from Baldwin and one Cole balanced compound from Alco. The Baldwin engines had 72-inch drivers; the Alco, 78. The Baldwins were simpled in 1917 and the Alco engine in 1919; all three were given 76-inch drivers.

Erie Railroad 4-6-2s lined up at Waldwick New Jersey following afternoon commuter runs October 23 1949

Erie Railroad 4-6-2s lined up at Waldwick, New Jersey, following their afternoon commuter runs on October 23, 1949. Bob Collins photo. American-Rails.com collection.

0-6-0s, then USRA 0-8-0s, then Baldwin copies

The first switchers Erie received after 1900 were 30 0-6-0s, class B-5, nos. 50–79, built in early 1904 by Cooke and Schenectady. Later that same year Cooke delivered six B-4 class 0-6-0s. The difference between the two was an inch less in cylinder diameter on the B-4. Erie continued to obtain switchers from various builders, including its own Meadville shops, through 1912. The engines were typical of the period, with slide valves, Stephenson gear, 50-inch drivers, and main rods connected to the second drivers. Meadville built the 10 locomotives of the B-6 class in 1912. They had main rods connected to the rear drivers and slide valves actuated by Baker valve gear. Odd class 0-6-0T (tank engine) no. 2 was built for the Undercliff Terminal Company and purchased by the Erie in 1912 for use as a shop goat.

Switching was upgraded in 1918 when Alco’s Pittsburgh Works delivered 16 USRA 0-8-0s. Between 1927 and 1930 Baldwin delivered 55 more 0-8-0s, 200–244, class C-3, and 245–254, class C-3-A. Except for 52-inch drivers they were copies of the USRA design. They were delivered with huge 12-wheeled tenders that were intended for road locomotives; upon delivery the switchers were coupled to small Vanderbilt tenders. Erie converted 33 of its H-22 Consolidations into 0-8-0s by removing the lead trucks. The conversions were most likely done in the late Teens or early 1920s. In 1939 Erie purchased two 0-8-0s from the Buffalo Creek Railroad, numbering them 298 and 299 and classifying them C-4.

March 17, 1954

Freight steam was finished in 1952. The Berkshires, the remaining Mikes, and the USRA Santa Fes came off that year. Commuter Pacifics on the New Jersey & New York—today’s Pascack Valley—lasted a little longer. Stagner records the last run: K-1 2530, Jersey City from Spring Valley, March 17, 1954. No main-line Erie steam locomotive was set aside. The diesels are the all-time diesel roster.

All-time roster (built since 1900)

Columns follow Drury as printed. Classification is Erie’s letter-and-number scheme. Some 1899 engines sit in the table because Drury put them there.

Type	Class	Numbers	Qty	Builder	Built	Retired	Notes
0-6-0	B-4	44–49	6	Cooke	1904	1929–1945	45 rebuilt to 0-6-0T
0-6-0	B-4	50–64	15	Cooke	1904	1928–1950
0-6-0	B-5	65–79	15	Schenectady	1904	1921–1950
0-6-0	B-5	80–84	5	Baldwin	1910	1948–1950
0-6-0	B-5	85–99	15	Meadville Shops	1911–1912	1912–1950
0-6-0	B-5	110–114	5	Lima	1911	1947–1950
0-6-0	B-5	115–119	5	Schenectady	1911	1944–1950
0-6-0	B-6	100–109	10	Meadville Shops	1912	1948–1950
0-6-0T	B Odd	2	1	Rogers	1912	1947	Ex-Undercliff Terminal; shop goat
0-8-0	C-1	120–135	16	Pittsburgh	1918	1950	USRA
0-8-0	C-2	1804–1836	33	Erie Shops	1922–1940		Rebuilt from H-22 2-8-0s
0-8-0	C-3	200–244	45	Baldwin	1927, 1929	1950–1953
0-8-0	C-3-A	245–254	10	Baldwin	1930	1950–1953
0-8-0	C-4	298, 299	2	Brooks	1914, 1916	1950	Ex-Buffalo Creek, 1939
2-8-0	H-9	1400–1409	10	Brooks	1899	1927	Camelback
2-8-0	H-10	1450–1469	20	Brooks	1900	1927	Camelback
2-8-0	H-11	1470–1499	30	Rogers	1900	1927	Camelback
2-8-0	H-12	1425–1449	25	Brooks	1900	1927	Camelback
2-8-0	H-13	1410–1424	15	Baldwin	1901	1927	Camelback
2-8-0	H-14	1500–1503	4	Schenectady	1900	1927	Camelback; E&WY
2-8-0	H-16	1510–1529	20	Baldwin	1902	1927	Vauclain compound, later simpled
2-8-0	H-17	1530–1544	15	Rogers	1902	1927
2-8-0	H-18	1545–1564	20	Cooke	1902	1927
2-8-0	H-19	1565–1569	5	Cooke	1902	1927	Tandem compound, later simpled
2-8-0	H-20	1570–1615	45	Schenectady	1903–1904	1927–1947
2-8-0	H-21	1616–1790	175	Rogers, Cooke	1904–1906	1927–1952
2-8-0	H-21	2000–2034	35	Cooke	1904–1906	1927–1952
2-8-0	H-21	2035–2084	50	Baldwin	1910	1927–1952
2-8-0	H-22	1800–1886	87	Baldwin	1905–1906	1927–1936	33 rebuilt to C-2 0-8-0s
2-8-0	H-27	1540	1	Baldwin	1906	1936	Ex-NYSW; exposition engine via Rock Island
2-8-2	N-1	3000–3154	155	Baldwin, Schenectady, Lima	1911–1913	1947–1951	Stokers and feedwater heaters 1927
2-8-2	N-2	3200–3214	15	Brooks	1918	1950–1952	USRA heavy
2-8-2	N-3	3155–3194	40	Baldwin	1923	1949–1952	Booster trailing truck
2-8-2	N-3-A	3199	1	Baldwin	1926	1950	Ordered with uniflow cylinders; completed conventional
2-8-4	S-1	3300–3324	25	Brooks	1927	1950–1952	225 psi
2-8-4	S-2	3325–3349	25	Lima	1927	1950–1952	250 psi. Photo: 3331 Marion
2-8-4	S-3	3350–3384	35	Baldwin	1928	1950–1952	Photo: 3376 Secaucus
2-8-4	S-4	3385–3404	20	Lima	1929	1950–1952	3389 the ultimate Erie Berkshire
2-10-0	J-2	2600–2699	75	Baldwin, Richmond, Schenectady	1919	1950–1952	Russian Decapods; 16 to NYSW, 8 to others. Not sequential
2-10-2	R-1	4000–4041	42	Baldwin, Schenectady, Lima	1915–1917	1939–1949	4000 experimental 1915
2-10-2	R-2	4100–4129	30	Schenectady	1915–1917	1949–1952
2-10-2	R-3	4200–4224	25	Brooks	1919	1949–1952	USRA heavy
0-8-8-0	L-1	2600–2602	3	Schenectady	1907	1930	Camelback; rebuilt 2-8-8-2 by Baldwin 1921
2-6-8-0	M-1	2900	1	Meadville Shops	1910		Rebuilt to 2-8-0, 1916
2-8-8-2	P-1	5014–5016	3	Baldwin	1914, 1916	1929–1933	Triplex. 5014 Matt H. Shay. See Triplex
4-4-2	E-1	502–527, 532–534	29	Baldwin	1899–1901	1927–1928	Camelback Vauclain compound, later simpled
4-4-2	E-2	934–943	10	Baldwin	1902	1927–1928	Ex 535–544; Camelback
4-4-2	E-3	545–559	15	Baldwin	1903	1930–1933	Single cab
4-4-2	E-4	535, 536	2	Baldwin	1905	1927–1936	Vauclain balanced compound
4-4-2	E-5	537	1	Schenectady	1905	1942	Cole balanced compound
4-6-0	G-12	909–918	10	Baldwin	1901	1927	Camelback Vauclain compound
4-6-0	G-13	919–933	15	Baldwin	1901	1941–1950	Camelback; four to G-16 1908
4-6-0	G-15	950–974	25	Schenectady, Rogers, Baldwin	1902–1908	1942, 1947
4-6-2	K-1	2510–2568	59	Schenectady, Rogers, Baldwin	1905–1908	1947–1954	Harriman pattern. 2530 last steam. Photo: 2544 Spring Valley
4-6-2	K-2	2900–2904	5	Lima	1913	1950	Lima’s first large road engines for a Class I
4-6-2	K-2-A	2905–2914	10	Schenectady	1917	1947–1954
4-6-2	K-3	2509	1	Schenectady	1911	1950	Alco 50000; bought September 1912
4-6-2	K-4	2700–2743	44	Alco, Baldwin	1913–1916	1949–1950	69-inch drivers
4-6-2	K-4-A	2744–2753	10	Baldwin	1923	1950–1952	Built for freight; rebuilt passenger, 75-inch drivers
4-6-2	K-5	2915–2934	20	Baldwin, Richmond	1919	1950–1952	USRA heavy; no other road received them. 2917 to 2945, 1930
4-6-2	K-5-A	2935–2944	10	Baldwin	1923	1951	Rebuilt 1941, disk drivers, boosters
4-6-2	K-5-B	2960	1	Baldwin	1926	1951	Tractive effort 47,200 lb

Sources

Drury, George H. Guide to North American Steam Locomotives, revised edition. Kalmbach, 2015. Pages 172–176, Erie chapter and class table
Westing, Frederick, and Alvin F. Staufer. Erie Power. Alvin F. Staufer, 1970
Stagner, Lloyd E. American Steam Finale, 1954–1970. South Platte Press, 2001. March 17, 1954, K-1 2530
Railroad magazine, October 1935, page 88, and May 1949, page 110; Railway & Locomotive Historical Society Bulletin No. 131 (entire issue). Published rosters cited by Drury
Erie Lackawanna Historical Society, erielackhs.org
American-Rails.com, Triplex (P-1 5014–5016) and Berkshire type

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