.
INDUSTRIAL
& TERMINAL RAILROADS
&
RAIL-MARINE OPERATIONS OF BROOKLYN, QUEENS,
STATEN
ISLAND, BRONX &
MANHATTAN:
|
NORTH 4TH
/ FOURTH STREET FREIGHT
STATION & RAILROAD
also known as the
BROOKLYN
EASTERN DISTRICT
STATION (ca. 1885 - ca. 1915)
.
PENNSYLVANIA RAILROAD |
|
PRR Brooklyn NY
.
|
updated: |
||
|
|
||
|
update summary: |
date: | chapter: |
| Brooklyn Red Survey Map 10 added including chapter on 25' foot curve |
29 August 2026 | Trackage |
| LIRR 403A photo added 1941 PRR track chart added |
25 August 2026 | Locomotive Overview & Photos Trackage & Float bridge |
.
.
| Property | Trackage | Float Bridge | |
| . | |||
| Locomotive Overview & Photos | Marine Equipment Overview & Roster |
||
.. ..
.
..
Sometime around the year 1885 (and perhaps a little earlier), the Pennsylvania Railroad opened their offline terminal along the East River waterfront: the North 4th Street Terminal also known as the North 4th Street Freight Station; which was located in Williamsburg, Brooklyn.
Judging from the 1888 Sanborn Fire Map below, this appeared to be a pier station only at first, with the offline rail terminal being constructed at a later date.
From the time of its creation, until about 1914; this facility would be known as the Pennsylvania Railroad Brooklyn Eastern District Station (not to be confused with the independent freight terminal Brooklyn Eastern District Terminal just across the street to the north).
In my research for this facility, I have yet to come across documents calling this a "terminal", but most other railfans refer to it as such. Instead, it is repeatedly referred to as a "freight station". The subtleness of this may be lost on us at this juncture in time; and quite frankly, I do not know why this is.
This facility would be located directly next to and south of Palmer's Dock, which eventually was to be re-incorporated and renamed the Brooklyn Eastern District Terminal / East River Terminal Railroad in 1906 / 1907).
This Pennsylvania Railroad North Fourth Street Freight Station, was not large in comparison to some of the other Class 1 off line terminals of the day, and only comprised of one square city block (which in actuality was rectangular). The North Fourth Street Freight Station was located between North 4th and North 5 Streets, from Kent Avenue to the East River bulkhead.
This facility was comprised of one freighthouse, and two piers with pier sheds in the early days, later reduced to one pier. We also know from various photographs, there was a float bridge and a small railyard at this location which saw a modest amount of use.
This facility would be sold to the Brooklyn Eastern District Terminal around 1954.
.
It is believed this location opened for business around 1885. As mentioned above, the 1888 Sanborn Fire Map (seen below) does not reflect any trackage at this location, so it is believed that this location was originally constructed as a pier station only, with the offline railroad freight terminal being constructed a few years later. Please note the trackage seen on North Fifth Street belongs to Palmer's Docks.
1888 Sanborn Fire Map
courtesy of T.
Flagg
added 13 June 2008
..
.
.
Just before 1900, when this North Fourth Street Freight Station was deemed inadequate for handling the amount of carfloat traffic destined for Brooklyn, the Pennsylvania Railroad moved most of carfloat traffic to the new "Wallabout Union Freight Station", which opened in June 2, 1900.
As a side bar, this "Wallabout Union Freight Station" was shared by the Baltimore & Ohio, Lehigh Valley, New York Central and Pennsylvania Railroads. The Erie may also have shared pier space there as well. There was no float bridge at that location, and was a dedicated pier station with freight transferred from the pier sheds directly to or from the freight car while loaded on the carfloat. The Delaware Lackawanna & Western however did have their own private facility the "Wallabout Terminal", with a float bridge and small railyard. The DL&W facility was just two piers north of the Wallabout Union Freight Station.
More importantly, the North Fourth Street Freight Station would not be not closed when the Wallabout Union Freight Station opened, and remained in service for at least sixty-three more years.
According to the 32nd Annual Report of the Department of Docks and Ferries, the Pennsylvania Railroad repaired its two piers located at North 4th and North 5th Street, between December 3, 1901 and February 28, 1902. Also listed in this document, the PRR constructed a piershed at the foot of the pier located at North 4th Street. Construction began June 23 and was completed on August 8, 1902.
.
.
|
. In 1909, the Pennsylvania Railroad filed a lawsuit contesting and opposing the expansion of the East River Terminal Railroad (BEDT) which intended to expand its trackage around the Pennsylvania Railroad North Fourth Street Freight Station south of North 4th Street, to provide service for the proposed Austin Nichols building.
The New York Times newspaper article published May 19, 1909 announcing this
lawsuit, is seen here at right. Well the mighty Pennsylvania figured out that by the East River Terminal Railroad expanding to south of North 4th Street, it (the PRR) would be encircled by East River Terminal Railroad trackage and thereby preventing it from expanding either its trackage or its freighthouse. Evidently, history clearly shows that the Public Service Commission allowed this expansion, as this new East River Terminal Railroad trackage would be in place in 1915 for the opening of the Austin Nichols Building between North 3rd and North 4th Streets on Kent Avenue. According to the Pennsylvania Railroad Technical & Historical Society archives; in March of 1914, the original name of the North Fourth Street Freight Station, was the "Pennsylvania Railroad Brooklyn Eastern District Station". While it has not been confirmed, it was presumably renamed to the "North Fourth Street Freight Station", so as not to incur any confusion with the Brooklyn Eastern District Terminal. |
|
Upon this authors acquisition of a sixty-two image series of photographs taken by W. R. Harrison from 1918 through 1919 which cataloged the reconstruction of the Brooklyn Eastern District Terminal; we found one image that shows most of the Pennsylvania RR's North 4th Street Freight Station in breathtaking detail.
This image shows a small A2a class 0-4-0T steam locomotive waiting patiently on the float bridge lead track, the wood Howe Truss floatbridge and a wood truss gallows lifting frame for the floatbridge, as well as many other fine details of the facility such as: the piershed and headhouse being marked for the Union and the Empire Shipping Lines, a scale and weighmaster on one of the driveways, as well as freight being loaded & unloaded:
August 8, 1918
W. R. Harrison photo
authors collection
added 20 January 2016
.
.
Public Utilities Reports dated 1919, has revealed that "The New York Transfer Company" delivered freight from the North Fourth Street and Wallabout freight stations of the Pennsylvania Railroad Company in Brooklyn to points within that borough and makes deliveries from said Wallabout station to the Brooklyn Navy Yard. This freight business amounted to 3 to 5 per cent of the company's entire business.
The New York Transfer Company (originally organized in 1870) was engaged mainly in the business of transporting baggage to, from, and between railroad terminals, steamship docks, and other points in the four boroughs of Manhattan, Brooklyn, the Bronx, and Queens in New York City. The New York Transfer Company also carried packages and articles other than baggage between points in that city.
.
1954: Relinquishing its presence
|
No doubt that with the BEDT operation directly next door, the PRR would have a tough time offering any serious competition. The Pennsylvania Railroad relinquished their presence at this facility in 1954. The following newspaper article is from the New York Times digital archives and is from May 8, 1954 issue; the Pennsylvania RR would sell the property to Brooklyn Eastern District Terminal. After the BEDT took title to the property, this location would eventually be leased to Independent Scrap, which had been operating at North 10th Street between the bulkhead and Kent Avenue; and of which needed to enlarge their operation. This location filled their requirements nicely. Strangely however, there was an interim period of several years between the PRR vacating the property and Independent Scrap taking occupancy. Why this was, remains unknown. With the US Navy having taken over the Wallabout Terminal property via eminent domain in 1941 for the expansion of the Brooklyn Navy Yard; and with the closing of this North 4th Street facility in 1954; there would be no stand-alone Pennslyvania RR presence in Brooklyn. However, PRR could count on their ownership of LIRR to carfloat in and out of Long Island City. |
 New York Times - May 8, 1954
|
.
.
.
Trackage
.
"25 foot curves & drawbars"
The following excerpt (however short it may be) and seen below; was discovered within the Official Proceedings of September 1900 for the monthly meeting of the Western Railway Club in discussion of various types of Railway Yards & Terminals.
The overall article itself was a slightly longer accounting of the operation at Palmer's Dock one block north; specifies the following at the Pennsylvania Freight Terminal in Brooklyn:
Official Proceedings of the Western Railway Club -
September 1900
added 22 October 2010
"I am told that the Pennsylvania Railroad has 25-foot curves, on which, however, only one car is handled at a time, with an 8-foot drawbar to the engine."
.
My surprise here, is in reading that the North 4th Street yard had 25 foot radius curves. It is no wonder why an eight foot drawbar (also known as an eyebar) would be needed between the locomotive and freight car!
What is more surprising, is that a Class 1 offline terminal handling full size railroad cars, in Brooklyn carfloat interchange service; would incorporate such tight radius trackage.
| The use of a extended length drawbar between the locomotive and car when
encountering tight trackage is not a revelation in itself, and it may be
seen in older, turn of the century, images of railroading. Usage of a drawbar was commonly seen in tight quarter industrial railroad applications, i.e. logging, mining, steel mills, creosote plants, street trackage, et al. Matter of fact, the railroad operations at the Brooklyn Navy Yard utilized drawbars regularly with both steam and diesel locomotives (seen at right) throughout its entire history right into the "modern era" (latter half of 20th Century); and a drawbar and notched coupler can be seen at right in a 1938 image of their standard gauge Vulcan locomotive. For the record, the Brooklyn Navy Yard interchanging with Class 1 railroads. Depending on the need of the user, a single car or multiple cars could be hauled; provided each car was separated by a drawbar to negotiate the restrictive curvature. Drawbars are also seen in use with trolleys / streetcars, when they are coupled in unison; to prevent the corners of the carbodies from striking at the each other on tight curves and return loops. Use of a drawbar, requires either a link and pin socket; of which was extremely common prior to the adoption of the US Safety Appliance Act of 1893; which replaced the use of the more dangerous, manually inserted link and pins; with the "Janney" or MCB coupler for most railroad operations. It should be recognized however, that non-interchange industrial applications ("captured service") that were not to be interchanged with other railroads, were permitted to continue to use link and pin at their discretion; or, |
|
|
|
|
In the W. R. Harrison image of August 8, 1918 (seen in the "Locomotive" chapter below), a MCB / Janney coupler is present on the front of the PRR A2a class 0-4-0T locomotive; therefore, a notched knuckle would have been used in conjunction with the drawbar (and not link and pin sockets.)
Returning to the North 4th Street facility; and without images to reflect this 25 foot radius curve; it has always left just a little hint of doubt in the mind of this researcher, if some mistake took place in recording or transcribing such an unusual fact of history.
In 2026, I happened across the Brooklyn "Red" Waterfront Survey Maps in the collection of the New York Municipal Archives. My priorities first lie with the Brooklyn Eastern District Terminal, which was contained on partially represented in the "North #10" map.
I eventually moved southwards, and I immediately took note of several sharp curves at the Pennsylvania RR's facility.
I believe this reflects this 25' radius curve, seen below circled in red (by me). I can't help but think this is something that should be incorporated into narrow gauge industrial trackage or on trolley trackage, if even that. Nevertheless, the trackage as drawn looks like a snake pit or a bowl of spaghetti.
It also appears from the erasures, this was the period of time when the yard was being reconfigured. As the notations are not color coded, we have no way to determine the date; furthermore the edge of the map plate has degraded to the point a lot of dates and notations are illegible.
Circa 1898-1900
Brooklyn North 10 "Red" Waterfront Survey Map - New York Municipal Archives
annotated map © 2026 by author
Image ID: REC 0133 1 0937
.
I cannot help but wonder why such a tight curve would be installed, much less contemplated. Granted, freight cars of this era were 36' in length. But still, the maps reflects the room existed for an easier curve.
Considering that the Pennsylvania RR 0-4-0T A2a Class locomotive only had a wheelbase of 5 feet, such a locomotive may have negotiated curve, but I would assume such operation would be accompanied with a lot of flange squeal; and handling "one car at a time" would have been a very time consuming affair, given the average 11 car (4-3-4) and 14 car (5-4-5) interchange carfloats of the turn of the century era.
Clearly, in referencing the annotated map at above right, where I have removed the track as drawn and replaced it with a wye or even a right hand turnout (shown in yellow) which could have been installed off the bottom most track with less of a radius; instead of the left hand turnout and the "jug handle" to the right as shown; as well as would have eliminated two diamonds as well. Overlapped turnouts and points, or even a three way turnout were not unheard of during this era, and either of which would have alleviated that 25' foot radius.
The only thing I come up with, is this curve was strictly temporary during rebuilding of the yard, and just happened to be recorded for posterity. Even under that circumstance, a turnout would have simpler to install. Nevertheless, with the map showing "x's" on the track, this trackage was removed.
Moving on, the following image, is a 1905 Sanborn Fire Map. These "Sanborn Maps" are much more accurate in regards to track layout and structure design than say the Belcher Hyde and Bromley property maps. Both types of maps however serve their purposes well: Sanborn Fire Maps were used by insurance underwriters in assessing the risks of fire based on the structure construction, fire prevention measures (hoses, water plugs, sprinklers, etc) and the vicinity of the structure to water mains, fire hydrants, etc. Property maps show the dimensions of the properties, structures and lots.
When this map is compared to the 1888 Sanborn Map above, one can see the increased utilization of the property with the addition on the float bridge, team tracks, and freight house.
This map (along with the 1888 Sanborn version above) was generously provided by Tom Flagg. And, we can see the track layout was vastly simplified and the curves eased.
Please click on the image below to view a large scale high resolution image.
1905 Sanborn Fire Map - Palmer's Docks & Pennsylvania RR Freight Station
(North 4th through North 10th Streets)
courtesy of T. Flagg
(reoriented for north, and image cleaned up by
author)
added 13 June 2009
It is also apparent in viewing later track maps, that this configuration must have been changed, as track maps show the yard to be mostly of a ladder type configuration with minimal curvature.
The following is a track map as contained in the December 31, 1941 issue of Track Chart for the Pennsylvania RR, New York Zone, New York Division. We are indebted to Jerry Clearwater for furnishing this documentation for showing here.
Mr. Clearwater sent these files to me in 2019 and frankly, I failed to list them here in a timely manner and their existence slipped my mind. (Don't get old folks!) I was going through my folders on my hard drive and I located them again, and posted them here immediately. I found it more visually appealing and a better use of web page format to reorient the image from vertical to horizontal for space conservation, and crop out the significant blank area at bottom. Therefore, north is right.
|
|
|
It is interesting to see that this document refers to the facility as "Williamsburg Yard." This is a new name or moniker for this facility; and one that was not known until 2026.
| The map seen at right is taken from the Army Corp of Engineers
Port Terminal Map 1942
edition. In this map, Key #250 is the southern pier, #249 is the float
bridge, and #248 is the northern pier. As the reader can see, the Pennsylvania
facility is surrounded by BEDT trackage.
Prior to 1953, as reflected in that edition of Army Corp of Engineer Port Terminal Map; the southern most pier (#250) would be removed. An aerial photo of the North Fourth Street Freight Station from 1954 as seen on historicaerials.com; shows carfloats moored to both sides of the northern pier. It appears from the aerial photo, the pier station was engaged in the loading and unloading less than carload (LCL) freight directly to and from the railroad cars while still on the carfloat, without having to take the freight cars themselves off the carfloat. The Pennsylvania Railroad North Fourth Street Freight Station facility would close shortly after May 7, 1954, after the ICC gave them permission to abandon their tthrice weekly carfloat service. The land portion of the property was sold to Brooklyn Eastern District Terminal. The land portion of the property appears to have sat vacant for a year or two; with BEDT subsequently leasing it to Independent Scrap Iron & Metal, who needed to expand their operations, from their former location at North 11th Street. However, by the 1965 edition of the Port of New York & New Jersey Port Series Terminal Maps (Vol. 3), it still shows the northern piershed still in place and still labeled for PRR, but all trackage has been removed from the map. This PRR ownership is confirmed by Vol. 2 - Pier Data, and it is noted that the pier is no longer used for waterborne commerce. Therefore, it appears that the Pennsylvania RR sold only the land portion of their property holdings to BEDT, but PRR retained the pier for an as yet unknown purpose. By the 1978 Edition (p.138), ownership of the pier has been transferred to Independent Scrap Iron & Metal. |
 1942 Edition
|
.
Float Bridge
The float bridge that was located at the Pennsylvania Railroad North 4th Street Freight Station, was a wooden Howe Truss type with steel pontoon.
It is interesting to see that the tops of the wood Howe trusses have a peaked rain cap on them. This rain cap is also seen in early images of the first generation of PRR Greenville Bridges (also wood Howe Trusses, and prior to the 1931 fire) as well.
Several early images show the float bridge had an overhead wood truss lifting gantry as well:
August 8, 1918
W. R. Harrison photo
authors collection
added 20 January 2016
This float bridge was located between the two piersheds, between North 4th and North 5th Streets; and is denoted in the Army Corp of Engineers Port Terminals Map above as Key #249.
The reader should take note, that this Howe Truss float bridge design dates to the mid to late 1800's, and was a popular wood design prior to the "modern" float bridges of steel construction. The Howe Truss float bridge that was located at the Pennsylvania North Fourth Street Freight Station in all likelihood, is the original float bridge installed circa 1890, and the only float bridge to have been located at this facility, having never been replaced or upgraded.
According to Joe Roborecky, retired BEDT engineer (1968-1983); he recalls this Howe Truss float bridge still at the North 4th Street bulkhead well into the late 1960's, albeit in a derelict and sunken state. To the best of our knowledge, it was simply abandoned in place and allowed to rot away. No visible remains of this float bridge can be seen today.
For those interested readers and modelers, the restored Howe Truss float bridge (former Baltimore & Ohio RR) located at West 26th Street in Manhattan, is very similar in design to the one used at the Pennsylvania North Fourth Street Freight Station:
.
.
Steam Locomotives
Based on the start of operations date for the Brooklyn Eastern District Station / North 4th Street Freight Station, (ca. 1885) it is without question that steam locomotives have operated at this location until at least 1923 when the Kaufman Act legislation was passed, which tried to ban steam locomotive operations within the City of New York.
Even though the Kaufman Act was ratified, the Kaufman Act was ultimately ruled unconstitutional in 1926 by the US Statutory Court; and officially repealed by the State of New York in 1930.
Therefore, steam locomotives
operated at North 4th Street possibly as late as 1928 when #3905 (internal
combustion) was constructed and delivered.
You can
read the comprehensive history of all steam locomotive restrictions for
the City of New York, beginning 1834 and ending with the Kaufman Act
and its repeal on the main page of this website:
The overwhelming problem facing my current research at this time is that the Pennsylvania Railroad, being the "standard railroad" of the world, fielded such a large roster of locomotives conducive of switching operations and of which would be applicable at this facility (i.e: side / saddletank, fuel bunker mounted on locomotive).
I am going to hypothesize that Pennsylvania Railroad did not use a six coupled (0-6-0T) at their Brooklyn location based on the published track radius used here. However, other trunk line / Class 1 railroads (both at online and offline terminals) used 0-6-0T locomotives in Manhattan, so there is a distinct possibility the Pennsylvania Railroad could have used this wheel arrangement in Manhattan as well.
According to "Pennsy Power" by Alvin Staufer; the PRR had 140 "Class A" (0-4-0 wheel arrangement) locomotives on July 1, 1924. Granted, not all Class A locomotives would be of side / saddletank variety, but you can surmise the amount of locomotives that I would have to research just to determine which were and which were not of side / saddletank type!
On top of which, most of the Class A locomotives were used at various roundhouses and service shops throughout the Pennsy system for shifting larger locomotives around, not to mention the docks and wharfs in Philadelphia and the industrial sidings at Frankford Junction Terminal. The mere thought of attempting this research is giving me shudders and I procrastinated indefinitely in performing the research!
This being the case until 2015, left it nearly impossible to
find out exactly which locomotives had indeed operated at the Brooklyn and
Manhattan locations and basically, the only way to learn which steam locomotives
operated at this location would be by locating photographs. Unfortunately,
no photographs of steam locomotives operating at North 4th Street Freight
Station have surfaced to date.
In March of 2015, this author acquired a set of sixty-two
photographs taken by W. R. Harrison which recorded the reconstruction of
the Brooklyn Eastern District Terminal. One of these images, take from the
third or fourth floor of a building on Kent Avenue, gives a very nice overall
view of the North 4th Street Terminal and Yard (see property chapter above
for the image).
In this image, we are able to discern a steam locomotive waiting on the float bridge lead track. To the best of my ability, I have identified this locomotive as a A2a Class 0-4-0T switcher. While the locomotive number is far from legible, it definitely narrows down the possibilities of the type of steam locomotives that were employed at this location:
August 8, 1918 - PRR A2a class 0-4-0T locomotive
W. R. Harrison photo
authors collection
added 20 January 2016
.
.
As the North 4th Street Freight Station was only one city block in length, it is pretty much certain that only one locomotive was assigned here at any one time. As the locomotives of that day were small and uncomplicated; if a locomotive needed repairs or servicing, it pretty much took place on location. Only a major rebuild would require a locomotive being taken offsite to a larger back shop or facility.
To give a representative example of the type of locomotive that might be seen in Brooklyn and / or Manhattan; the following three steam locomotive images, are courtesy of North East Rails "Pennsylvania RR Steam Power Roster".
Please keep in mind the pictured locomotives have not been confirmed to have operated in Brooklyn or Manhattan locations at this time, but are the locomotives that were most likely to have worked at these two Pennsylvania RR offline terminal locations.
Class A1: (formerly Class Q - 0-4-0T) - unknown location
years built: 1886-1892
quantity built: 8
driver diameter: 44"
unknown photographer
North East Rails
archives
added 12 March 2010
.
.
Class A2a (formerly class Q - 0-4-0T), unknown
location
(This class of locomotive is confirmed to have worked the North 4th Street Freight
Station)
years built: 1887-1891: Altoona, PA
quantity built: 7
driver diameter: 50"
unknown photographer
added 12 March 2010
.
.
Class A3a: (formerly Class A3 0-4-0T) - Meadows, NJ
years built: 1900-1902 - Altoona, PA
P. W. Prescott photo
collection of G. Mittner collection
added 12 March 2010
.
Internal Combustion Locomotives
At this time, it is unknown exactly how many other locomotives than those listed below, were assigned to this facility throughout its history; but one of the more interesting facets of motive power used at North 4th Street, is the use of Long Island Rail Road power.
Obviously, this comes as no surprise as the Pennsylvania Railroad was the parent organization to the Long Island Rail Road.
What is perhaps surprising, is the lack of images of Long Island power at any other Pennsylvania facility or route.
|
LIRR #403 A (and 403 B) We know for fact the Pennsylvania Railroad operated at least two small internal combustion locomotives on premises for the switching and drilling carfloats at North 4th Street Freight Station. From various photos, we also know that a locomotive operated by the Long Island Rail Road (a PRR subsidiary) was used at the North 4th Street Freight Station as well. What we do not know, how many other internal combustion locomotives operated here. Several photos show Long Island Rail Road locomotive #403 A at North 4th Street through 1938. Locomotive #403 A was originally part of a binary pair; #403 A and #403 B. This locomotive set was a primitive "m.u." (multiple unit) connection, allowing one engineer to operate both units simultaneously.
According to data compiled by Sam Berliner; #403 A
and #403 B were originally constructed being semi-permanently coupled (via
drawbar) and had no inner buffer beams, draft gear, couplers, steps, and
such. They had to be rebuilt to operate independently and they were probably
separated and modified for independent operation when they were rebuilt in
December 1929. For whatever reason(s) the pair were split up into two individual units. Naturally, anyone with further information on this, is invited to contact me. While we know conclusively that #403 A operated at North 4th Street; but I have been unable to learn where #403 B operated with any certainty. It appears from a June 1929 map on Art Huneke's website that the oil-electric locomotives were assigned to the LIRR Manhattan Beach Branch (until freight service on that line ended in 1935), but oil-electric locomotives would continue to be used on the Bushwick and Evergreen Branches. Whether #403 B was ever assigned to operate at North 4th Street, remains unknown Servicing for #403 A / B would take place at Morris Park shops. |
 New York Times - May 26, 1928 |
Railway Age - June 23, 1928
.
|
|
|
PRR #3905
In viewing the Harold Fagerberg photo dated 1946, we now see the locomotive located at North 4th Street was Pennsylvania Railroad A6 class #3905.
Just a little more information of this locomotive is known, and listed in the roster below. A builders picture of this locomotive can be viewed in the book "Pennsy Power II" on page 212.
#3905 is no stranger to the the offline terminals of New York area, as this locomotive has also been photographed in 1939, working the Pennsylvania Railroad's offline terminal located on the West Side of Manhattan, at their West 37th Street Freight Terminal.
The following information is combined and courtesy of Sam Berliner's website (with J. F. Campbell information) and Pennsy Power II (A. Staufer & B. Pennybacker);
The construction of #3905 was eventually completed May 22, 1928. It was originally equipped with an 8 cylinder solid injection 4 cycle Diesel engine built by Bessemer Gas Engine of Grove City, PA. The engine was rated for 500 horsepower, and was mated to a Westinghouse Model 476 generator and Model 355 traction motors.
However, testing in Altoona Yards proved that the Bessemer engine could not handle the intended tasks, so the Bessemer Diesel engine would be replaced with a Winton Model 148 gasoline engine rated at 400 horsepower.
This retrofit; was duplicated in the regards to the construction of PRR #3906.
Both locomotives #3905 and #3906 were retired prior to 1959.
As all of these locomotives operated at terminals within the New York City limits, these locations would have fallen under the jurisdiction of the Kaufman Act had it not been found unconstitutional and vacated in 1926.
Therefore, it is only logical to conclude that the Pennsylvania Railroad and likewise the Long Island RR, a PRR subsidiary; constructed #403 A/B, as well as #3905 & #3906 in response to and as a direct result of the Kaufman Act; but continued construction after the Kaufman Act was invalidated, simply because of the economic benefits of internal combustion locomotive operation had now been recognized.
All three locomotives were constructed shortly after the first (or 1926) deadline of the Kaufman Act, with 403 A/B and #3905 being constructed in 1928 and #3906 following shortly thereafter in 1929.
However, with the Kaufman Act being found unconstitutional, they (LIRR/ PRR) were no longer obligated to operate these locomotives in compliance with a law; but did so voluntarily. This is also how the Brooklyn Eastern District Terminal, New York Dock Railway, and the Long Island Rail Road were able to continue to operate steam locomotives after the Kaufman Act's compliance date: the act was simply no longer in effect.
.
|
|
| .
. |
|
|
| .
. |
|
|
| .
. |
LIRR #403 A - June 25, 1938
This image was attributed as being Sunnyside Yard. Not with Austin Nichols Warehouse as a background - that's PRR North 4th Street Freight Station in Brooklyn next to BEDT! Note the wheel stops to right of footboard. unknown photographer authors collection added 25 August 2026 |
| .
. |
|
|
| .
. |
LIRR 403A - ca. 1940
There's that wheel stop again! M. D. McCarter photo authors collection added 22 January 2020 |
| .
. |
|
|
.
..
North Fourth Street Freight
Station (PRR) Roster
| railroad | number / name |
builder |
c/n |
model | build date |
gauge |
wheel arrangement |
wheel dia. |
cylinders |
acquired |
disposition |
notes |
ref |
| PRR | PRR Altoona Shops | A2a | std. | 0-4-0 | 50" | 15" x 24" | 125 psi | ||||||
| . | |||||||||||||
| LIRR | 403 A | Baldwin - Westinghouse | 60185 | AA4 | 1928 | std. | B | 38" | [b] | [a] | [45] | ||
| . | |||||||||||||
| PRR | 3905 | PRR Altoona Shops | 4192 | A6a | 5/22/1928 | std. | B | new | unknown | [c] | [41] [45] |
||
| . |
Locomotive
Footnotes
| [a] | Information courtesy of Steve Lynch's "LIRR",
as well as Art Huneke's "Arrt's Arrchives", and Sam Berliner's websites.
Original LIRR info complied by Sy Reich, 1963. Art Huneke info from Baldwin advertisement. #403 A was a single unit of a binary pair of locomotives. #403 A and 403 B were designed to be semipermanently coupled together. Presumably, they were modified to operate independently after rebuilding in 1929. Both units were built by Baldwin Locomotive Works & Westinghouse Electric. Each unit had one 6 cylinder Westinghouse Beardmore 4 stroke solid injection oil mechanical engine. . |
||
LIRR #403A and 403B (AA4) specifications
(per unit unless otherwise stated):
. |
|||
| [b] | The Sy Reich compilation on Steve Lynch's
website; states that 403 A was scrapped in 1944 and 403 B was scrapped in
1945. However, the information that was on Sam Berliner's website, which came via John Scala; states that both locomotives were scrapped in 1955. Furthermore, information provided by Don Ross (Don's Depot) states with an accompanying image dated 1947; that 403 A was sold to Iron & Steel Products in September 1945 and was later resold in 1948 to an unknown buyer. So therefore it is most likely the Sy Reich info for 403 A is erroneous. Furthermore, a photo (W. J. Surdyk, via the collection of John Scala) of 403 B exists on Art Huneke's website with the locomotive seen at Standard Slag Company located in Crystal Springs, OH. dated July 1953. This conclusively proves that Sy Reich's information for both locomotives is in error. . |
||
|
[c] |
The following information is also courtesy of
Sam Berliner's website as well as Pennsy Power II (A. Staufer & B.
Pennybacker); #3905 was completed Altoona Shops, 5/22/1928. It was originally equipped with an 8-cylinder solid injection 500 HP Diesel engine (4-cycle) purchased from Bessemer Gas Engine Co of Grove City, PA, and a Westinghouse Model 476 generator and Model 355 traction motors. Testing in the Altoona yards proved that the Bessemer Diesel engine could not handle the intended tasks, so that engine was replaced with a Winton Model 148 gasoline engine rated at 400 HP. This locomotive retired prior to 1959. |
||
PRR #3905 (A6) specifications:
|
.
Being a Pennsylvania Railroad operation, the North Fourth Street Freight Station would have been serviced by Pennsylvania Railroad tugboats, carfloats and lighters; (and possibly Long Island Rail Road tugs and carfloats as well).
Keeping in mind the vast amount of marine equipment that the Pennsylvania Railroad owned and operated, and not knowing if there was equipment specifically assigned to the North 4th Street Freight House (it is very unlikely they did), a Marine Roster on this website would not be beneficial or justified; and therefore will not be forthcoming.
. .
Like what you see? Suggestions?
Comments?
