I was in Aurora today and decided to go to Eola Yard. Went to the western portion of the yard at McClure Street (i think) and then proceeded east and crossed it on Eola Street.
What is this yard’s main purpose? I had always thought it was a support yard for the western suburban area, but it sure appears pretty big. Is Clyde Yard now mainly intermodal and does Eola handle the classification of manifest trains? Is it the crew location for outbound trains for Galesburg and LaCrosse?
Looking at aerial photos, it appears there are perhaps 10 -15 yard tracks on each side of the center main. This is a big yard.
Glad to hear you stopped by to see our “happy hunting ground” at Eola.
Yes, it is a big yard and is indeed used to classify general merchandise going to and from primarily Galesburg, however some classification of MN bound freights is done there also.
Eola also serves as an important point of interchange between BNSF and two other smaller roads…namely the EJ&E and the IRL (Illinois Rail Link).
In addition, quite a few (and growing number) intermodals use Eola and its connecting tracks with the EJ&E to get from the BNSF (eastbound) to the big BNSF intermodal yard down by Joliet at the old arsenal site.
We also see regular appearances by ore trains from out west…and Eola also serves as the point of origination for some trains to and from points on the “racetrack” and from Eola to points west on both the C&I line and the Galesburg (Denver) line.
I am sure some of my other Eolafans will offer additional purposes and functions of Eola yard that I have missed and/or clarify some of my points.
I was hoping you would jump in on this. So, basically Eola serves as a local terminal for carload freight which is destined or originated/Chicago going or coming from Galesburg or possibly Minneapolis/StP. Is that correct? So, there would be a number of locals based out of Eola which service local industries. Also, probably transfer runs to other railroad yards.
Do crews change there from western coal trains (from Galesburg) or do they continue on to the interchange location (with NS, CSX or CN for example)? My guess is the coal train crews continue on to the agreed upon interchange spot.
McClure Road, east of the street and south of the tracks. I’ve met some of the nicest people there–and now that it’s spring I might try for a few Saturday or Sunday evenings there. This weekend? Sunday might be better for me.
Regarding Clyde, it still has the hump yard and does general classification. The engine service facilities are also located there and it interchanges with the Inner Belt line. But large parts of it have been converted over the years to Intermodal. First to go were the LCL freighthouses. Next were some of the inbound receiving tracks along the south side of the yard. The former Ceco steel plant was located along the north side of the yard and a small industrial area in the southwest corner was taken over as well.
Compared to U.P.'s Proviso and the ex-SF yards on the Transcon, Clyde is a small yard. It’s landlocked with no room to expand and road access isn’t very good. Plus, freight trains have to compete with Metra to get in and out. I wonder if it would continue to exist at all were it not for the freight congestion in the Chicago area or what plans BN might have for it in the future??
Yes, Clyde used to have sizable diesel heavy maintenance facilities there (some of us may recall the “CLYDE” name stenciled on the frames of many BN units such as SD40-2’s back in the day when the facility responsible for the unit’s maintenance was put on the frames), but now the only thing they do with the power is “turn around” service and very light repairs (brake shoes, etc.). I was not aware they still operate the hump at Clyde but perhaps my information is lax?
The hump at Clyde was leveled a few years back. The yard seems to be primarily intermodal now with some flat switching, probably for local industries and interchange to BRC and other connections.
Yes, five tracks at grade at McClure…three main line tracks (this is essentially where the “racetrack” begins) and the leads to/from the East and West yards.
We mainly meet on weekends in the early to mid afternoon about when the bulk of the Amtrak trains are due, say between 1:00 and 4:00 p.m.
We have often joked about bringing a grill and some do bring sandwiches and pop or go over to one of the close by fast food places and bring the food back to Eola.
If you come at one of the above times when the weather is decent you are almost guaranteed to find some of us there.
Eola once had a huge roundhouse (through-truss TT still present, operative but pit is now fenced off). It like Clyde’s (former) roundhouse could handle all normal (steam) servicing. Plus, there was another roundhouse two miles west (still there, with shops – all now preserved as Aurora Transportation Center, home to the late Walter Payton’s gin mill).
Jerry Appleman’s photo showing old Eola roundhouse as a backdrop:
My great uncle was yardmaster at Eola. Then Lincoln. Then Kansas City. Then transferred back to Eola after he had some health problems. He had the utmost respect for Mr. Budd.
Eola is maily a switch yard, On the south side of the mains by the J is where you can find trains waiting to hop on the J to go to Joliet and continue on to the new intermodal yard south of there. I also hear that the Illinois Railnet interchanges with the BNSF there so there really 3 railroads you can see there. There another road that drops down off of Eola rd on the south side of the tracks, Thats where you can see the J. I highly suggest you do not go past the BNSF property signs as the BNSF police will kick you out.
It sure sounds like the west-end of the yard has alot more action. The only time I visited Eola was at the East-end. There really was’nt a whole lot going on, Just a few passing dinkies and a little bit of traffic on J. I plan on comin down there some time within the next few weekends, hope to see some other railfans as well.
