Clearwater, Seeley Lake & Pacific Railway Company  

General Code of Operating Rules 06/05/2026  V 1.7

SECTION 0

A Brief Corporate History and Operating Philosophy

The Clearwater Pacific Railway, corporately known as the Clearwater, Seeley Lake & Pacific (CSLP), is a Class III short line railroad operating in western Montana. The railroad currently provides rail service to industries in and around Clearwater, Montana. The railroad interchanges with the Class I BNSF at Edmonds Landing and with another Class III, the Kalispell Southern at its northernmost terminus, Clearwater North. From its inception, CSLP has been structured as a purpose-built industrial short line: small in scale, deliberate in operation, and focused on serving on-line industry with reliability and transparency rather than speed or volume.

Rail service in the Clearwater and Swan Valley region developed as a lightly trafficked branch constructed to support timber, agricultural, and regional industry at the turn of the 20th century. When the original owner of the line went bankrupt in 1981, the Burlington Northern, now BNSF took ownership of the line.

      Major improvements were put in place in the early 2000s, establishing a good baseline of operations for the railroad. However, by the late 2010’s the cost of ownership was not meeting the projected financial needs of the BNSF, and the decision was made to spin the line off. The Kalispell Southern made an offer on the line from Seeley Lake to Clearwater North before the official terms of sale became publicly available and that offer was accepted once the STB signed off on it. And then the operating contract went under the gavel. This contract included the lease of three miles of track between Edmonds Landing and Clearwater North.

      In the end it was a group of local businesses and short line private investors that won the operating contract. Several notable short line operators were in the running but the Clearwater Group, as was known, understood more than just the raw numbers.

Following several years of stable operations and measurable improvement to both infrastructure and shipper confidence, CSLP purchased the route outright in 2023. The acquisition formalized CSLP’s role as owner and long-term steward of the railroad and included inherited ownership of the unbuilt right-of-way toward Seeley Lake. Ownership allowed CSLP to plan beyond short-term lease horizons, align investment with actual traffic levels, and clarify responsibility for industrial trackage and leased property within the Clearwater Industrial District.

Today, the Clearwater Pacific operates as a disciplined industrial switching railroad serving the community of Clearwater and its surrounding area. Clearwater proper remains the operational center of gravity for the railroad, concentrating the majority of industrial switching, yard work, and crew activity, while Edmonds Landing functions as the primary Class I interchange, classification yard and railroad shops. Clearwater North provides service to large private industry through a transload area and acts as the interchange with the Kalispell Southern. Movements are handled deliberately, sequences are planned with intent, and the railroad is operated to reflect the realities of a small crew working inherited infrastructure across a growing territory. Trains operate as extras, schedules remain flexible, and emphasis is placed on predictability, visibility, and leaving the railroad in a known condition at the conclusion of each operating session.

Operating Philosophy

The rules and practices contained in this rulebook are shaped by the Clearwater Pacific’s physical plant, traffic patterns, and operating reality. CSLP emphasizes deliberate train handling, clear verbal communication, and non-concurrent operations. Movements are planned to be performed safely and effectively by a single crew as the normal mode of operation, with authority maintained through awareness and coordination rather than rigid formality.

Rules favor simplicity over complexity and positive control over automation. Crews are expected to think ahead, protect their movements, and avoid creating problems that must be solved later in the session. When uncertainty exists, safety and clarity take precedence over efficiency. These principles guide every operating session and form the foundation for the rules that follow.

SECTION 1  

Railroad and Train Operations 

       The goal of operation of this railway is a reasonable facsimile of prototype operations on a Class III short line in the current era. To this end there are a few things to keep in mind while we operate the layout.  

1.1 Control -  Movements on the Clearwater Pacific may be done in either Direct Traffic Control (DTC) or Dispatcher-Led Control (DLC). Selection of a control scheme is based on operational requirements including crew size, operating complexity, dispatcher availability, and experience level of participating crew members.

1.1.1 Direct Traffic Control (DTC)- All DTC movements on the Clearwater Pacific are conducted under the operating model commonly referred to as “Mother May I.” This method is used to maintain situational awareness among crew members and to ensure that each movement is made deliberately, with an understanding of how it affects the overall flow of operations. Direct Traffic Control does not grant authority, does not restrict movement, and is not a request for permission. It exists solely to reinforce awareness, sequencing, and intentional operation.

When the Clearwater Pacific is being operated under DTC, control is maintained through communication and forethought rather than formalized authority systems. Verbal calls are used to announce intent, confirm understanding, and prevent conflicts such as blocking the Main Track (T2), fouling Tammany Ave, or trapping equipment on the switchback. Mother May I language is intentionally familiar and is used to promote disciplined operation, not to confer clearance or priority. Yard Limit rules and Track Warrant authority, where applicable, remain fully in effect and are not superseded by this practice.

1.1.2 Dispatcher-Led Control (DLC) - When a dispatcher is present on the Clearwater Pacific the granting of authority, movement restriction and permission belongs to the dispatcher. Through centralized control and communication, the dispatcher is responsible for the coordination of movement over the entire railroad ensuring the conflict prevention and occupancy awareness is maintained for all crew members.

Under DLC control train crew members must request from dispatch movement authority beyond their current location if movement from that location is required. This formal coordination must be done every time movement beyond the current authority is desired. The preference of the dispatcher present determines the validity of granting authority, movement, or permission be it verbal or some other positive means.

1.1.3 Communication - Clear and continuous communication between crew members is required at all times while operating on the Clearwater Pacific. Verbal communication is the primary means by which intent, status, and understanding are conveyed, and crews are expected to communicate proactively rather than reactively as work progresses.

Crew members should announce movements before they occur, communicate car counts and shove distances, confirm switch positions, and clearly indicate when a crew member is on or off equipment or on the ground. Notifications that a switch has been lined and locked, that protection is in effect, or that a movement is complete should be made whenever such information contributes to shared awareness and safe operation. When crew members are separated by distance, scenery, equipment, or other obstructions that limit direct visibility or conversation, radio communication must be used between the ground crew and the engineer. This most commonly applies when switching locations with restricted sightlines.

Whistle signals may be used to acknowledge instructions or confirm understanding when appropriate, particularly during shoving movements or when a verbal response is impractical. Hand signals may also be used when all involved crew members can clearly see and understand them. Whistle and hand signals are intended to supplement verbal communication rather than replace it, especially when movements involve multiple steps or changing conditions.

1.2 Yard Limits – The entirety of the Clearwater Pacific can be considered Yard Limits, and all movements must be made at restricted speed.

1.2.1 REMOVED

1.2.2 REMOVED

1.3 Speed Limits - The Clearwater Pacific is operated to simulate an industrial short line through rural commercial and residential areas.

Within yard limits, during switching, spotting, classification work, and whenever operating through turnouts, industrial trackage, or congested areas, movements must be made at restricted speed. Restricted speed is defined as a speed that allows stopping within half the range of vision and provides sufficient margin to account for improperly lined switches, fouled track, equipment left in non-standard locations, or crew members working in close proximity. The intent of restricted speed on the Clearwater Pacific is smooth, deliberate train handling and visual plausibility rather than velocity

1.4 Crossings - There are two types of road crossings on the Clearwater Pacific:

controlled and uncontrolled. At controlled crossings, the standard crossing signal shall be given and the bell sounded as the movement occupies the crossing. At uncontrolled crossings, the movement must be protected by a crew member on the ground. To flag an uncontrolled crossing, the locomotive shall be brought to a stop short of the crossing to allow the brakeman to dismount. After a brief pause to simulate proper protection, the movement may proceed across the crossing with bell only sounded, slowing as necessary to allow the brakeman to remount.

Controlled crossings should not be blocked except as required for necessary switching movements, and occupancy should be minimized whenever practical.

1.4.1 Flagging - When it is reasonable for the brakeman to already be in the vicinity of a crossing and prepared to provide protection, the locomotive need not stop for a dismount. This allowance applies primarily during switching operations at Clearwater, where the brakeman is expected to be actively riding equipment or working on the ground near the point of movement. Reasonableness is determined by visibility, proximity, and clear intent, not by strict physical distance.

1.4.2 Crossing Blocking - Every reasonable effort shall be made to avoid blocking public crossings. When blocking is unavoidable due to required switching or train handling, the duration of the blockage should be kept as short as practical. Particular care should be taken to avoid standing cuts of cars across Tammany Avenue and to clear MT-20 promptly once switching movements no longer require occupancy of the crossing.

1.5 Switches - Switches on the Clearwater Pacific must be left in their designated normal position when not in use. The normal position is defined as the route that best preserves main-track continuity and operational readiness unless otherwise specified. On the modeled railroad, the Main Track (T2) must be restored to its normal alignment when switching is completed unless an active job requires otherwise. This practice ensures predictable conditions for subsequent movements and reduces the likelihood of self-inflicted conflicts.

A crew member must be on the ground to throw a switch. Switches must not be operated from moving equipment or assumed to be properly lined without visual confirmation. Crews are responsible for verifying switch position before making any movement over a switch and for restoring switches to their normal position once clear. Certain switches on the Clearwater Pacific are designated as controlled and are intentionally secured in a non-mainline orientation. These include the East Spur and the House Lead (T3) at Edmonds Landing. These switches are normally lined for the diverging route. Their controlled status reflects the need to protect high-activity industrial leads and shop trackage from unintended movement and must be respected at all times.

1.5.1 Dismounting - When it is reasonable for the brakeman to already be on the ground or in close proximity to a switch, the locomotive need not stop for a dismount prior to throwing the switch. This allowance applies during active switching operations where visibility is clear, and the brakeman has safe access to the switch stand. Reasonableness is determined by the crew’s ability to safely reach, operate, and clear the switch without creating additional hazard.

1.5.2 Derails - When a track is protected by a derail, the derail must be placed in the derailing position before the track is considered protected. No movement may be made past a derail until it has been properly removed or aligned for movement and the track confirmed clear for the intended route. Once the movement is complete and equipment is clear, the derail must be returned to the derailing position.

Derails on the Clearwater Pacific function as physical protection and, in designated locations, serve as blue-flag equivalents. No movement may be made past a derail protecting the East Spur Lead or the Engine House Lead until the derail has been properly removed by the crew member who applied it and protection has been verbally released. Responsibility for the placement and removal of derails rests with the crew member performing the protected work.

1.5.3 Clearance Point Indicators - On the Clearwater Pacific, clearance points on sidings and industrial tracks may be identified by a painted tie or other physical marker placed adjacent to the rail. These markers indicate the maximum safe standing position for equipment to remain clear of adjacent tracks, turnouts, or fouling points. When a clearance point indicator is present, equipment must not be left beyond the marked point unless specifically required by an active movement or switching plan. Cars left short of the indicator are considered clear; cars left beyond it are assumed to foul adjacent track.

Clearance point indicators serve as visual aids and do not replace the requirement for crews to verify clearance by observation and judgment. The absence of a painted tie does not imply clearance, and crews remain responsible for ensuring that equipment is properly placed and does not foul other movements.

Clearance markers are intended to support deliberate placement and to assist in leaving the railroad in a known and defensible condition at the completion of work.

1.6 Headlights - Locomotive headlights must be illuminated while moving and may be dimmed or extinguished when stopped or clear of the Main Track (T2).

 On the Clearwater Pacific, headlight use serves as a visual indication of locomotive status and movement intent only and is not used to signal authority, superiority, or protection against opposing trains.

 Headlights may be dimmed or turned off when equipment is standing clear of active trackage to indicate that the locomotive is no longer part of an active movement.

1.7 Whistle - The whistle shall be sounded as appropriate as dictated by rule and situation. On the Clearwater Pacific this includes grade crossings, movement from a stop, approaching curves with limited sight distance, and alerting other operators during switching movements. Whistle protocol provides both realism and a clear indicator of train intent to all crews on the layout.

1.7.1 Excessive Whistling - Excessive whistling is encouraged. This tradition is upheld both for safety and for fun. Crews are invited to use the whistle liberally to add to the immersive atmosphere, provided it does not disrupt communication between operators.

1.7.2 Sounding - Shall be sounded for men and equipment, passing stations, and wherever a hazard may exist.

On the modeled railroad, this applies when approaching other operators working the right-of-way, when passing Clearwater Depot, or when navigating areas with tight curves or obstructed sightlines such as Marvin’s Curve.

1.7.3 – Not Sound Equipped - If sound is not installed, verbal acknowledgement is required — “Two shorts”

 Verbal horn calls shall mimic prototype patterns and serve as an acceptable substitute for sound-equipped locomotives. Crews should speak clearly to ensure intentions are understood by all nearby operators.

1.8 Bell - The locomotive bell shall be sounded after standing before movement and when appropriate by rule and situation. On the Clearwater Pacific this includes beginning movement after a stop, switching moves where operators or equipment are nearby, and any situation where the bell provides additional awareness to other crews. 1.8.1 Sounding - Shall be sounded for men and equipment, entering or exiting locomotive servicing area, passing stations, entering a confined area and wherever a hazard may exist.

 For model operations, “confined areas” include industry tracks where clear visibility may be limited. The bell also serves as a courtesy signal to other operators working in close proximity.

1.8.2 Not Sound Equipped - If sound is not installed, verbal acknowledgment is required – “Bell on”

Verbal bell calls should be made in the same cadence as the whistle equivalents and spoken clearly enough that nearby operators understand the action being taken.

1.9 Brakes - Brakes are the primary means by which movement is controlled, and equipment is secured on the Clearwater Pacific. Both air brakes and hand brakes are treated as safety-critical systems, and their use is governed by deliberate procedure, clear communication, and verification rather than assumption.

1.9.1 Air Brakes and Brake Tests -Any time a locomotive is coupled to four cars or more a brake test must be performed.

The first part consists of one measured minute and represents the lacing of air hoses and an initial inspection of the train. This step is initiated and performed by the conductor or switchman walking the train and verifying that the cut is properly prepared for air.

Upon completion of the first minute, the engineer shall sound one long whistle blast to indicate that air is being set on the train. The engineer shall then allow one additional measured minute to elapse. This second minute represents the application and release of air and the verification that the train will respond predictably to brake input.

This procedure is intended to engage both crew members, reinforce communication between crafts, and introduce deliberate operational friction consistent with CSLP practice. Time is standardized and does not vary by car count beyond the four-car threshold.

1.9.2 Hand Brakes and Securing Equipment - Hand brakes are the primary means of securing unattended equipment. Any unattended car or cut must be secured by a sufficient number of hand brakes for the conditions present. When doubt exists, additional hand brakes are preferred. A physical indicator of applied hand brakes is provided and must be used.

Application and release of hand brakes are treated as safety-critical actions. These actions must be announced when they affect the secured state of equipment or the safety envelope of another crew member. Equipment is not considered secured until the applied hand brakes have been confirmed to hold.

Releasing hand brakes without announcement, or assuming that equipment remains secured without verification, is inconsistent with CSLP operating discipline. Hand brakes are applied and released deliberately, with awareness of how that action affects protection, air, and the stability of the train.

1.10 Dismounting Equipment - A crew member may dismount a locomotive or train only when speed is slow enough to allow safe footing. Boarding or dismounting moving equipment is permitted in either direction if the movement is at walking speed and secure handholds are available. A five-count is required for any dismounting action to simulate proper setup and communication.

 On the modeled Clearwater Pacific this rule ensures that switching operations proceed in a predictable, deliberate manner, and that all crew members remain aware of when another operator is assumed to be on the ground or riding equipment.

1.11 Fuel and Water - Fuel and water at the beginning of a session will be directed by the Dispatcher. It is the responsibility of the crew to ensure that their locomotives are appropriately fueled and watered during the session. On the modeled Clearwater Pacific this is typically simulated through verbal acknowledgment rather than physical fueling, unless specific servicing moves are included as part of the operating session. Crews should remain aware of instructions from the Dispatcher regarding when locomotives are to be serviced, especially during longer or multi-part jobs.

1.11.1 Timing - Timing of these events can be found on the timetable.

Servicing cycles, if applicable, will be indicated as part of the job briefing or timetable notes. Crews should consider these requirements part of the normal rhythm of operations, similar to prototype practice.

1.12 Blue Flag Protection - When blue flag protection is in effect, it is an absolute signal. No locomotive, car, or train may be moved, coupled to, or otherwise disturbed while blue flag protection is displayed. On the Clearwater Pacific, blue flag protection is used to protect equipment that is being inspected, serviced, repaired, or otherwise rendered immobile for safety reasons, and it supersedes all other forms of protection, including Set and Centered protection.

On the modeled railroad, blue flag protection will be represented by a physical blue flag or by locked derails in designated locations. A physical blue flag may be placed on the Shop Track (T5) or any other track where equipment is under mechanical attention. Locked derails protecting the East Spur Lead, the House Lead (T3), or other designated tracks function as blue-flag equivalents and place the entire protected track under blue flag protection until the lock is properly removed. Except as provided by rule, blue flag protection may be applied and removed only by the crew member who placed it. Protection remains in effect until it is explicitly released, and no movement may occur until that release has been clearly communicated and understood.

1.12.1 Multiple Directions - On tracks where equipment may be approached from more than one direction, blue flag protection must be displayed or enforced in all directions from which movement could occur. This ensures that all crews approaching the protected equipment are aware that movement is prohibited regardless of direction.

1.12.2 Removal - Before blue flag protection is removed or replaced, all equipment must be brought to a complete stop. Four short whistle blasts (oooo) shall be sounded, after which a period of sixty (60) seconds must elapse before the flag is removed or replaced. This time interval represents the clearing of personnel and the confirmation of protection status. Movement must not resume until blue flag protection has been removed, all crew members are clear, and the release has been verbally acknowledged.

1.13 Set and Centered Protection - Set and Centered Protection is the standard method of locomotive protection used on the Clearwater Pacific Railway and replaces the industry-standard term “three-step protection” while preserving the same safety intent and effect. A locomotive is considered set and centered when the throttle is in idle, the reverser is centered, the independent brake is applied, and the engineer has verbally confirmed protection. When set and centered protection is in effect, no movement of the locomotive is permitted. This protection is required whenever a crew member is assumed to be between cars, handling couplers or cut levers, connecting or disconnecting air hoses, or performing any task that would be unsafe if unintended movement were to occur. Before any crew member goes between equipment, protection must be verbally confirmed between the engineer and the ground crew, typically by call and response. The engineer should place his cab in the holder provided. Protection remains in effect until it is explicitly released by the crew member who requested it, and movement must not resume until all crew members are clear and the release has been verbally acknowledged.

1.14 Rear-End Identification - All train movements on the Clearwater Pacific must have the rear of the movement clearly identified. Acceptable methods of rear-end identification include a caboose, a rear-end telemetry device (FRED/EOT), or a knuckle mounted flag or lantern appropriate to the movement and conditions.

The method of rear-end identification is selected to ensure visibility and situational awareness and does not confer authority, priority, or operating superiority. When a transfer move is performed, that is a movement between Edmonds Landing, Clearwater or Clearwater North with the intention of work being performed a transfer caboose must accompany the movement. This is for crew safety and comfort logistics.

During switching operations, restricted-speed movements, and work on yard or industrial trackage, a knuckle-mounted flag or lantern is an acceptable means of rearend identification provided it remains clearly visible to the crew.

SECTION 2  

Conduct of Crew Members 

       Model railroading is done for fun. We are playing with trains in a manner deemed appropriate. No matter how prototypical we may get or feel, we must never lose sight of that and realize that none of this is real, and the limits reality imposes are not our limits. The goal is enjoyment, immersion, and cooperation. All crew members are expected to maintain a positive, supportive attitude and contribute to a shared operating experience. On the Clearwater Pacific, roles may be combined, assumed simultaneously, or performed purely for narrative flavor, and a single individual may fulfill multiple or all roles during a session as required.

2.1 Rivet Counting - Rivet counting is expressly forbidden and can be reason for ejection from the layout in any means the management deems necessary. Excessive criticism of models, scenery, weathering, fidelity of equipment, or operational practices in a way that detracts from the enjoyment of others will not be tolerated.

2.1.1 Foaming - Excited knowledge sharing, info-dumping, or lecturing on educational railroad topics—whether or not they relate to the subject at hand—are exempt from Rule 2.1, as is referenced correction or modification of said rivets. Such contributions are welcome when they enhance immersion or understanding, provided they are offered constructively and without condescension. The purpose of Rule 2.1 is to prevent negativity, not enthusiasm. Operators are encouraged to share prototype details, history, operational nuance, or technical deep-dives as long as the spirit remains collaborative and fun. “Rivet counting” becomes a problem only when it diminishes someone else’s enjoyment.

2.2 Rule G - Rule G is always in effect while the layout is or could be operating. Rule G prohibits the use of alcohol, controlled substances, or any impairment that would affect safe, cooperative, and respectful operation of the layout. While this is a model railroad, operators are still expected to behave with the same baseline responsibility as real-world crews. This includes maintaining focus, clear communication, and awareness of other operators during sessions.

.

SECTION 3

Crew Member Job Descriptions

An operating crew on the Clearwater Pacific consists of several roles that work together to move trains safely, deliberately, and enjoyably. While the railroad operates with clear responsibilities and defined practices, roles are flexible by design. A single individual may assume multiple roles during a session, and roles may be combined, reassigned, or performed for narrative flavor as conditions require. The descriptions below define function rather than rank and exist to clarify expectations, not to impose hierarchy.

3.1 Dispatcher - The Dispatcher is responsible for overall coordination of train movements on the Clearwater Pacific. This includes assigning power, issuing Track Warrants when required, communicating locomotive and track status, and maintaining awareness of where movements are occurring and what work is underway. The Dispatcher serves as the focal point for movement authority beyond routine yard work and ensures that jobs are sequenced in a way that supports smooth operation. The Dispatcher does not direct individual switching moves and does not micromanage crews. Authority is exercised through planning, coordination, and communication rather than continuous instruction.

While the Dispatcher’s role is intentionally limited within operational zones, responsibility increases during movements between zones. The Dispatcher maintains awareness of main-line occupancy, coordinates departures and arrivals at zone boundaries, and ensures that transfer movements are sequenced in a way that supports safe and deliberate operation. This coordination is exercised through communication and planning rather than direct control of train handling.

The Dispatcher may, when necessary, adjust sequencing, timing, or movement assumptions to preserve the flow of operations or resolve conditions that cannot be addressed within the normal constraints of the railroad. Such adjustments are considered part of the Dispatcher’s coordinating function and do not require formal explanation or justification.

Dispatch answers to Dispatch.

Radio Example:

“Extra 94 West to Dispatch.”

“Extra 94 West, Dispatch—go ahead.”

3.2 Engineer - The Engineer is responsible for the safe and proper operation of the locomotive and any equipment coupled to it. This includes observing speed restrictions, operating the whistle and bell as required, maintaining awareness of track conditions, and responding promptly and accurately to instructions from the ground crew.

The Engineer is responsible for establishing and maintaining Set and Centered protection when requested and for ensuring that no movement occurs while protection or blue flag protection is in effect. Tradition, superstition, and good fun dictate that the Engineer is also responsible for blowing the whistle, often and with enthusiasm. Engineers answer to their locomotive number.

Radio Example:

“1601 to Brakeman 1601, how copy?”

“1601, you’re in the clear—shove on ’em.”

3.3 Fireman - A model railroad fireman is the equivalent of a screen door on a submarine. Dead weight, along for the ride, and present primarily to observe, comment, and enjoy the unfolding chaos. The position exists entirely for humor and camaraderie and carries no operational responsibility whatsoever.

They do not answer to anything, as they are not worth a name.

3.4 Brakeman / Switchman / Flagman / Conductor - This role encompasses all ground-based responsibilities during train and switching operations. The crew member performing this role lines switches, protects crossings, handles car paperwork, communicates movement instructions to the Engineer, and makes real-time decisions regarding switching order and car placement. This role serves as the operational lead for the movement and is the primary point of contact with the Dispatcher.

The Brakeman or Conductor is responsible for requesting and releasing Set and Centered protection, ensuring blue flag protection is applied when required, and maintaining awareness of the overall switching plan as work progresses.

When movements extend beyond the current operational zone, this role assumes responsibility for transfer operations between zones. This includes ensuring that the train is properly prepared for departure, that required brake tests have been performed, that documentation and car status are in order, and that the movement is ready to proceed as a continuous train rather than a series of switching moves. Once on the main line, this role is responsible for maintaining the integrity and continuity of the movement until arrival at the next zone.

Upon entering an operational zone, focus returns to switching, placement, and local sequencing. The same role adapts to the change in operating environment without formal handoff, maintaining continuity of responsibility while adjusting behavior to suit terminal or road conditions.

Answers to their role and train number.

Radio Example:

“Dispatch to Conductor Extra 94 West?”

“Conductor Extra 94 West—we’re here, go ahead.”

3.5 REMOVED

SECTION 4

Railroad Operations

Operations on the Clearwater Pacific are governed by the physical constraints of the Clearwater Industrial district, the requirements of transfer operation between operational zones, and the deliberate sequencing required to work both efficiently. A parallel industry spur, an opposing switchback, and a single main track shared by all create an environment where movements must be planned and executed with intent to avoid congestion, unnecessary rehandling, or prolonged blocking of public crossings. These constraints shape the order in which assignments are performed throughout the operating day.

The railroad is operated as a coordinated sequence of assignments rather than as a collection of independent tasks. Each assignment builds upon the condition left by the previous one and contributes to a coherent operating day, whether completed in a single session or across multiple sessions. This section defines how those assignments are conducted, how authority is exercised, and how the railroad is left in a predictable and intentional condition at the conclusion of each assignment or session.

4.1 Operating Day Structure - Operations on the Clearwater Pacific are conducted as a sequence of coordinated assignments that together represent a complete operating day. These assignments reflect the natural rhythm of a small short line railroad, where interchange, industry service, yard organization, road movements, and terminal recovery occur as distinct but interrelated phases rather than as a single continuous task.

The operating day is not required to be completed in a single session. Assignments may be performed consecutively during one session or divided across multiple sessions as time, crew availability, or operational intent dictate. When work is paused between assignments, the railroad is expected to retain its physical and operational state, allowing subsequent sessions to resume from a known and intentional condition.

The standard operating day on the Clearwater Pacific consists of the following assignments, performed in sequence unless conditions require otherwise:

C-LOC-201(Morning Tramp) – C-LOC-201 (201) is the backbone of the railroad.  This train moves through all operational zones and is responsible for working the overnight BNSF interchange, setting up SCN-001, forwarding westbound KS interchange traffic, and meeting the needs of customers within the Clearwater operational zone.

SCN-001 (Clearwater North Switcher) – SCN-001 (001) is solely responsible for all work in the Clearwater North operational zone. Its duty is to ensure that any interchange from both the KS and BNSF are dealt with and that customers in the zone are serviced as necessary. Finally, the 001 ensures any traffic headed west or east is prepared and set out.

C-LOC-202 (Afternoon Local) – 201 moves through all zones, pulls any traffic from Clearwater North, works the Clearwater operational zone, prepares the BNSF interchange for the evening, and ensures that the railroad is left in a defensible position for the end of the day.

Not all assignments are required to be performed during every operating session. Assignments may be combined, deferred, or omitted when traffic levels, session length, or operational intent make such adjustments appropriate. Completion of any assignment represents a valid stopping point, and it is acceptable to conclude a session with the railroad intentionally staged for the next assignment rather than fully reset.

This “State-Based” structure allows the Clearwater Pacific to be operated flexibly while preserving realism, continuity, and operational intent. Whether completed in a single session or across multiple sessions, the operating day is defined by deliberate sequencing, traffic conditions, and dispatcher judgment rather than by clock time or mandatory completion of all work.

4.2 REMOVED

4.3 REMOVED

4.4 Communication and Awareness - Clear communication is essential to the safe and efficient operation of all assignments on the Clearwater Pacific. Movements should be announced before fouling the Main Track (T2), entering constrained areas, departing or entering terminal districts, or making complex shoving moves. Verbal communication reinforces shared awareness and ensures that all crew members understand the current state of the railroad as work progresses.

Humor, enthusiasm, and informal language are welcome provided they do not obscure intent or create ambiguity. Unexpected movements, assumptions, or silent actions that affect other work are discouraged. Communication should support deliberate operation and help maintain a common understanding of which assignment is active and what work is underway.

4.5 Completion of the Assignment - An assignment is considered complete when its defined work has been performed and the railroad is restored to a predictable and intentional condition appropriate to the next assignment or operating session. This includes switches returned to their required positions, protected tracks secured, and equipment left where it is intended to remain.

Completion does not require that all assignments comprising an operating day be performed during the same session. It is acceptable to conclude operations at the completion of any assignment, provided the railroad is intentionally staged for subsequent work. A clean, orderly transition between assignments is considered part of the work and is as important as the movements that precede it.

4.6 Pausing and Resuming Operations - Operations may be paused at any time. When pausing, locomotives should be placed at idle with headlights dimmed or extinguished, and the current assignment state should be noted. Switches should be restored to their required positions unless pausing mid-movement or protecting an active work area.

When operations resume, the crew should verbally re-establish awareness of the current state of the railroad and confirm which assignment is active before continuing work.

4.7 Track Warrant Control - Track Warrant Control (TWC) is used on the Clearwater Pacific as a coordination and clarity tool rather than as a rigid dispatching system. Its purpose is to define the scope and intent of all movements, establish shared awareness of track occupancy, and reinforce the transition from industrial switching to transfer operation.

Track Warrants are issued selectively and intentionally at the direction of a dispatcher if operating under DLC. They exist to frame a movement, not to burden it.

Track Warrants do not replace judgment, communication, or situational awareness. They support those elements by clearly stating where a train is authorized to operate and for what purpose.

4.7.1 When Track Warrants Are Used - A Track Warrant may be issued for any movement that departs one operational zone and arrives at another zone

Track Warrants may also be used when additional clarity is desirable for immersion, training, or session structure, even if no conflicting movement exists. Their use in these cases is encouraged when it improves understanding of the railroad’s state or reinforces operating discipline. Track Warrants are not required for routine terminal switching.

4.7.2 Nature of Authority - On the Clearwater Pacific, a Track Warrant defines occupancy and intent, not superiority. It establishes the portion of the railroad the movement will occupy and the general purpose of that occupancy, such as a through movement, zone arrival, or return trip.

Track Warrants are not used to control speed, train handling, or internal switching decisions. Once issued, the manner in which the movement is executed remains the responsibility of the crew, subject to applicable rules governing speed, braking, and communication.

4.7.3 Issuance and Communication - Track Warrants are issued verbally by the Dispatcher and received by the Conductor or Engineer of the movement. The warrant should clearly state the limits of authority and the direction of movement.

Exact wording is not prescribed. Clarity and shared understanding are the standard.

The receiving crew must acknowledge the warrant and demonstrate understanding of its limits before departing the terminal district. Repetition of the warrant is encouraged but not mandatory provided comprehension is clear.

4.7.3.1 Highball and Mainline Designation - At the conclusion of a Track Warrant readback, the Dispatcher will issue the following verbal designations:

“Highball.”

The term Highball indicates that the Track Warrant has been correctly received, understood, and is in effect. It serves as the Dispatcher’s acknowledgment that the movement may proceed within the limits and conditions of the warrant.

“Mainline.”

The movement is granted full use of the main track within the limits of the Track Warrant. This designation signifies that the train has exclusive occupancy of the main line until Track Warrant authority expires by location, completion of the assignment, or other stated condition.

When Mainline is given, the crew is considered to “own the railroad” within the warrant limits for the duration of the authority.

4.7.4 Fulfillment and Release - A Track Warrant remains in effect until the movement has cleared its authorized limits or the warrant is explicitly released to the Dispatcher.

Upon arrival at the destination zone the crew should advise the Dispatcher that the warrant is complete or no longer required.

Formal cancellation language is optional; confirmation of arrival and release of main-line occupancy is sufficient.

4.7.5 Relationship to Direct Traffic Control - Track Warrant Control and Direct Traffic Control (“Mother May I”) serve different purposes and operate concurrently.

Track Warrants establish the where and why of a movement.

Direct Traffic Control supports the how—reinforcing sequencing, awareness, and deliberate operation within the movement itself.

The presence of a Track Warrant does not eliminate the need for verbal intent calls, nor does Direct Traffic Control confer movement authority. Each exists to support the other without redundancy.

4.7.6 Philosophy - The Clearwater Pacific uses Track Warrant Control sparingly, intentionally, and without ceremony. It is a tool for framing work, not a substitute for thinking ahead. When used well, Track Warrants fade into the background and leave behind only clarity.

4.8 Summary - The Clearwater Pacific is designed to be operated deliberately, with foresight and restraint. Railroad operations are conducted through a sequence of coordinated assignments that together represent a complete operating day. These assignments may be performed consecutively or across multiple sessions, depending on operating intent and available time.

By maintaining clear communication, respecting terminal and main-line boundaries, and leaving the railroad in a known and intentional condition between assignments, crews ensure safe movements, efficient work, and an enjoyable operating experience. The railroad rewards planning, awareness, and discipline rather than speed or improvisation.

SECTION 5

REMOVED

SECTION 6

REMOVED