Union Pacific’s Bailey Yard
Union Pacific Railroad’s Bailey Yard in North Platte, Nebraska, is the largest railroad classification yard in the world. It was named in honor of former Union Pacific President Edd H. Bailey. If the University of Nebraska Cornhuskers were to play here, they’d have enough room for 2,800 football fields. This massive yard covers 2,850 acres, reaching a total length of eight miles, well beyond the borders of North Platte, a community of 25,000 citizens. Put end-to-end, Bailey Yard’s 315 miles of track would reach from North Platte in western Nebraska east past Omaha on the Iowa border along the Missouri River. Every 24 hours, Bailey Yard handles 10,000 railroad cars. Of those, 3,000 are sorted daily in the yard’s eastward and westward yards, nicknamed “hump” yards. Using a mound cresting 34 feet for eastbound trains and 20.1 feet for those heading west, these two hump yards allow four cars a minute to roll gently into any of 114 “bowl” tracks where they become part of trains headed for dozens of destinations. Together, these two yards have 18 receiving and 16 departure tracks.
New Haven’s Cedar Hill Yard
When Cedar Hill Railyard in New Haven,CT.was built it was 880 acres,154 Miles of track,& could hold 15,000 railcars. Are the new railyards built now just as large or larger?Cedar Hill was big but it was not a really modern yard by today’s standards. Three separate retarder towers all had to be manned when-ever they were humping cars and this was on two different humps if bothhumps were operating. The tracks ran around rivers and waterways, the tracks in the departure yards were too short for modern trains, the yard was very labor intensive and it took too many people in order to operate this facility. Last, the biggest reason that the yard is pretty much not used today is because New Haven is no longer used for through freight trains. The freight bound for New England is mostly off CSX through themodern facility at Selkirk and via the B & A which connects with the former New Haven at a number of locations. Many modern freight cars today can’t even get into Cedar Hill due to clearance restrictions, low bridges, overhead wires and tunnels are the biggest problems. During the New Haven Railroad days and into the Penn Central period as well, New Haven and Cedar Hill was a huge freight hub for southern New England. Today it is a stub end terminal from Springfield with a lesser operation via the P & W from Worcester via Norwich. Years ago there were 20 or more yard jobs on each shift, today there are around 3 jobs left in the whole terminal
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