Clearwater, Seeley Lake & Pacific Railway Company  

General Code of Operating Rules 01/09/2026  

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 freight service between Edmonds Landing and

Clearwater, interchanging with the Burlington Northern Santa Fe Railway (BNSF) at Clearwater Junction. From its inception, CSLP has been structured as a purpose-built short line: small in scale, deliberate in operation, and focused on serving on-line industry with reliability rather than speed or volume.

CSLP assumed operations of the line in 2017 under lease from BNSF. At that time, the route reflected the condition typical of lightly trafficked Class I branch lines—maintained to minimum compliance standards, serviceable but tired, and operated with limited local attention. CSLP entered the lease period with a clear objective: stabilize the railroad, restore confidence among shippers, and operate the line conservatively while improving its physical condition in a methodical, sustainable manner.

Beginning shortly after assuming operations, CSLP undertook a phased rehabilitation of the physical plant. Work focused on practical improvements rather than wholesale reconstruction and included systematic tie replacement, spot surfacing, drainage correction, turnout rebuilding, and bridge timber renewal. Materials were sourced through a mix of new components and cascaded infrastructure supplied through BNSF, while construction and surfacing work was performed by regional contractors experienced with mountain and light-density railroads. This approach allowed CSLP to steadily improve reliability while remaining appropriately scaled to actual traffic levels.

Rather than duplicating facilities already available through its Class I connection, CSLP structured its maintenance and compliance programs around cooperation with BNSF-approved shops and contractors. Heavy repairs, wheel and truck work, and scale calibration were handled off-line, while CSLP crews focused on inspections, light maintenance, and day-to-day care of equipment. This arrangement ensured interchange compliance, controlled costs, and allowed CSLP to concentrate resources where they were most effective.

Following several years of stable operations and measurable improvement to the line, CSLP purchased the route outright in 2021. The acquisition formalized CSLP’s role as steward of the railroad and reflected both the improved condition of the infrastructure and renewed shipper confidence. Ownership allowed CSLP to plan beyond short-term lease horizons and begin shaping the railroad with a longer view toward operational consistency and future growth.

Today, the Clearwater Pacific operates as a disciplined switching and terminal railroad centered on Clearwater, with Edmonds Landing functioning as its primary interchange and staging point. Traffic is handled deliberately, movements are carefully sequenced, and the railroad is operated to reflect the realities of a small crew working inherited infrastructure. Trains operate as extras, schedules remain flexible, and the emphasis remains on predictability, visibility, and leaving the railroad in a known condition at the conclusion of each session.

While current operations are focused west of Seeley Lake, the railroad’s corporate identity and long-term planning continue to reflect the intended extension eastward. Service to Seeley Lake represents a logical future expansion of CSLP’s role in the region and remains an active planning objective rather than a speculative concept. Until that extension is realized, Seeley Lake functions as the symbolic eastern boundary of the railroad’s operating territory and provides directional purpose to road movements and traffic flow.

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 - All movements on the Clearwater Pacific are conducted under a shared awareness 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. Mother May I 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.

Because the Clearwater Pacific is operated by a single crew and only one train is active on the railroad at a time, 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.

1.1.1 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, including PH1 and PH2, Big Sky Forest Products, the Cannery Lead, and similar industrial trackage.

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 Speed Limits - The Clearwater Pacific is operated to simulated FRA Class II standards. These standards establish a maximum authorized speed of twenty-five miles (25) per hour for freight equipment and thirty miles (30)  per hour for passenger equipment and represent favorable main-track conditions. These limits define the upper boundary of operation and are not intended to encourage sustained high-speed running.

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

1.2.1 Long Cars - Freight cars greater than fifty feet (>50’)  in length exhibit different handling characteristics and require additional care when operated in multiple-car cuts. When more than two long cars are coupled together in a continuous cut, maximum speed is limited to fifteen miles (15) per hour. When idler cars are placed between long cars, the maximum permitted speed may be increased to twenty miles (20) per hour. This rule applies particularly when operating through curves, turnouts, and industrial trackage and reflects the additional attention required when handling extended-length equipment.

1.2.2 Bridges - All bridges on the Clearwater Pacific are subject to a maximum authorized speed of fifteen miles (15)  per hour. When the restrictions of Rule 1.2.1 are in effect, bridge speed shall be further reduced to ten miles (10)  per hour. Although permanent bridge structures are not currently modeled, this rule remains in effect to govern future additions and to reinforce consistent handling practices whenever bridge conditions are assumed to exist.

1.3 Yard Limits - All movements on the Clearwater Pacific operate under Yard Limit rules. Within Yard Limits, trains and engines are authorized to use the main track without protecting against other trains or engines, and all movements must be made at restricted speed unless otherwise specified by rule. Because only one train operates on the railroad at a time, protection against opposing movements is not required, and responsibility for safe operation rests with the active crew.

On the modeled Clearwater Pacific, Yard Limits extend across the entire operating territory, from Edmonds Landing through Clearwater and eastward to the symbolic boundary of Seeley Lake. This reflects the railroad’s operation as a unified switching and terminal environment rather than a timetable-controlled main line. Movements within this territory are governed by awareness, sequencing, and communication rather than superiority or scheduled authority.

Although the railroad operates entirely within Yard Limits, certain movements may symbolically represent travel beyond the terminal district. In these cases, additional authority, such as a Track Warrant, may be used to establish exclusive occupancy for immersion, record-keeping, or operational clarity. The use of such authority does not suspend Yard Limit rules but supplements them to define the scope and intent of the movement.

Passenger trains are not currently operated; however, any designated priority movement, including maintenance equipment, special loads, or future passenger service, should be treated in accordance with Yard Limit practice and afforded priority as appropriate.

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 and whistle sounded, slowing as necessary to allow the brakeman to remount.

On the modeled Clearwater Pacific, MT-20 at Marvin’s Curve and Tammany Avenue in Clearwater are designated as controlled crossings. These 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 Blue Star Rail Park Lead and the House Lead (T3) at Edmonds Landing. These switches are normally lined for the diverging route and secured with locking devices. 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 Locks - When a switch is equipped with a lock, the lock must be unlocked before the switch is thrown and relocked after the switch is properly positioned. No movement may be made over a locked switch until the lock has been removed and the switch confirmed lined for the intended route. Once the movement is complete and the equipment is clear, the switch must be returned to its designated position and relocked.

Locked switches on the Clearwater Pacific function as physical protection and, in designated locations, serve as blue-flag equivalents. No movement may be made past a locked switch protecting the Blue Star Rail Park Lead, the House Lead (T3), or other protected tracks until the lock has been properly removed by the crew member who applied it and protection has been verbally released.

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 such as PH1/PH2, the Cannery Lead, and Big Sky Forest Products, 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 and is operated between stations, including movements between Edmonds Landing and Clearwater, a brake test must be performed. On the Clearwater Pacific, this test is simulated through a standardized two-part procedure intended to represent continuity, application, and release of the train brake system.

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.

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 Timming - 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 may be represented by a physical blue flag or by locked switches 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 switches protecting the Blue Star Rail Park 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. 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. Cabooses are permitted but not required and may serve as rear-end markers, operational workspaces, or convenience aids when used. Rear-end telemetry devices function solely as identification and status indicators and do not replace required inspections or communication procedures.

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.

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.

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 Yard Boss - When yard work is active, a Yard Boss role is assumed either explicitly or implicitly by the crew member coordinating switching within the yard. The Yard Boss is responsible for directing yard movements, managing track occupancy, and ensuring that the yard remains usable for road or interchange movements as required.

The Yard Boss coordinates closely with the Dispatcher, yields priority to road movements, and focuses on preventing congestion, unnecessary reshuffling, and selfinflicted gridlock. The role exists to maintain flow and awareness rather than to exercise authority over other crew members.

Yard Boss answers to Yard Boss.

Radio Example:

“Yard Boss Clearwater, Extra 3 West is ready to go.”

“Extra 3 West—highball. Don’t spare the sanders.”

SECTION 4

Railroad Operations

Operations on the Clearwater Pacific are governed by the physical constraints of the Clearwater switching district and the deliberate sequencing required to work them efficiently. A parallel industry spur, an opposing switchback, and a single main track shared by all work create an environment where movements must be planned and executed with intent to avoid congestion, unnecessary rehandling, or prolonged blocking of public crossings.

The railroad is operated as a single, continuous job rather than a collection of independent assignments. All work performed during a session is understood to be part of one coordinated movement, with each task building on the last. This section defines how that movement is conducted, how authority is exercised, and how the railroad is left at the conclusion of the job.

4.1 The Clearwater Turn (CT-101) - The Clearwater Pacific operates a single daily train designated CT-101, the Clearwater Turn. CT-101 represents the full scope of railroad operations for the session and encompasses interchange handling, yard work, and all industry switching between Edmonds Landing and Clearwater. No other trains are assumed to be active while CT-101 is on duty.

CT-101 originates at Edmonds Landing, where interchange traffic is received and set out in accordance with terminal handling practices. Once prepared, the Clearwater Turn proceeds to Clearwater and performs all required work within the district before concluding the session. The entire operating day is considered part of CT-101, regardless of pauses, breaks, or intermediate stopping points.

4.2 Operating Sequence -The Clearwater Turn is worked in a defined and intentional sequence. Upon arrival at Clearwater, Blue Star Rail Park is serviced first. Blue Star traffic is intentionally handled at the beginning of the job to prevent high-volume distribution work from congesting the yard ladder, switchback, and main track during later switching. This sequence reflects the physical reality of the railroad and is considered standard practice.

Once work at Blue Star Rail Park is complete and the lead secured, CT-101 proceeds to switch the remaining on-layout industries within Clearwater. Cars are spotted, pulled, and classified as required, with attention given to minimizing unnecessary reshuffling and preserving access to the Main Track (T2). Switching is performed deliberately, with movements planned ahead to avoid self-inflicted gridlock or excessive blocking of Tammany Avenue.

Departing from Blue Star-first operation or otherwise altering the sequence of work without intent or planning will almost always result in inefficiency, congestion, or avoidable complications. Any deviation from the standard sequence should therefore be deliberate and made with an understanding of its impact on the remainder of the job.

4.3 Movement Authority - All work performed by CT-101 occurs within Yard Limits and is governed by continuous authority. Formal permission to occupy track is not required for routine movements. Authority is maintained through awareness, sequencing, and clear verbal communication rather than through rigid procedural control.

Movements that symbolically represent travel beyond the Clearwater district, including interchange handling or directional road movement, may be governed by Track Warrant authority for clarity, immersion, or protection. The use of a Track Warrant does not suspend Yard Limit rules but supplements them by defining the scope and intent of the movement.

Only one train operates on the railroad at a time. Protection against other trains is therefore unnecessary, and responsibility for safe operation rests entirely with the active crew.

4.4 Communication and Awareness - Clear communication is essential to the safe and efficient operation of CT-101. Movements should be announced before fouling the Main Track (T2), entering constrained areas, 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.

4.5 Completion of the Job - The Clearwater Turn is considered complete when all industry work has been performed, interchange tracks are properly set, and the railroad is restored to a predictable condition. This means switches returned to their normal positions, protected tracks secured, and equipment left where it is intended to remain.

CT-101 does not end at a specific physical location but at the point where the railroad is left ready for the next session. A clean, orderly finish is considered part of the job and is as important as the work that precedes 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 state of the job should be noted. Switches should be restored to normal unless pausing mid-movement or protecting an active work area. When operations resume, the crew should verbally re-establish awareness of the current state before continuing work.

4.7 Summary - The Clearwater Pacific is designed to be worked deliberately, with foresight and restraint. CT-101, the Clearwater Turn, provides a single, coherent framework for all railroad operations. By following the established sequence, maintaining clear communication, and leaving the railroad in a known condition, crews ensure safe movements, efficient work, and an enjoyable operating session every time.

SECTION 5

Edmonds Landing Yard Operations/ Terminal Handling and Interchange Discipline

5.0 Purpose and Operating Character - Edmonds Landing functions as a quiet Class I satellite terminal operated by a Class III railroad. Its purpose is to facilitate efficient interchange with connecting carriers, stage outbound traffic in an orderly manner, receive inbound traffic without unnecessary rehandling, and support locomotive servicing without interfering with revenue movements. The yard is not intended to be a classification puzzle or a storage facility.

Cars are handled deliberately, placed with intent, and left in predictable locations. Edmonds Landing operates best when it is calm, unremarkable, and free of improvisation.

5.1 Track Designations and Use - Tracks T1 and T2 together represent interchange with the BNSF and serve as the sole inlet and outlet for all traffic on the Clearwater Pacific. Cars placed on either track are considered delivered to, or received from, interchange and removed from CSLP control. Once a car is placed on T1 or T2 it should not be pulled back except to correct an error or when directed by the Clerk or

Dispatcher. Long cars, defined as cars greater than fifty feet in length, are preferred on T1 or T2 whenever practical in keeping with Class I interchange expectations. Track T2 also serves as the main running track through Edmonds Landing and functions as the primary departure and arrival track for the Clearwater Turn. Standing cuts on T2 should be avoided and cleared as soon as practical so as not to interfere with interchange handling or terminal movements.

Track T3 is designated as the Blue Star Rail Park lead and is used exclusively for access to and staging associated with Blue Star operations. The switch to T3 is normally locked in the diverging position, reflecting its controlled and intentional use. T3 is not an interchange track and is not intended for long cars or extended storage unrelated to Blue Star activity. Cars placed on T3 should represent an active plan for Blue Star handling and not an indeterminate pause in yard work.

Track T4 is primarily an engine house track intended for locomotives. Revenue cars may be placed on T4 only in extreme circumstances such as protecting the main track, clearing a blockage, or resolving short-term congestion. Shop crews strongly dislike revenue cars occupying T4, and any such placement should be considered temporary and corrected as soon as conditions permit. Locomotives occupying T4 are considered out of service or under shop control.

Track T5 functions as the shop and Repair-In-Place track at Edmonds Landing. Cars placed on T5 are considered bad order, under inspection, or awaiting mechanical attention. Blue flag protection applies to T5 at all times when equipment is present. Cars must not be coupled to or moved on T5 while protection is in effect. T5 is not a storage track and shall not be used for convenience or overflow.

5.2 Long Car Handling - For purposes of Edmonds Landing operations, any car greater than fifty feet in length is considered a long car. Long cars are to be handled with particular attention to clearance, curvature, and interchange practice rather than switching convenience.

These cars should be placed primarily on T1, or secondarily on T2 when required. Placement of long cars on T3, T4, or T5 should be avoided unless operational necessity or mechanical condition requires otherwise.

5.3 Yard Authority and Discipline - When yard work is active at Edmonds Landing, a Yard Boss role is assumed, either explicitly assigned or implicitly held by the active crew member directing movements within the terminal. The Yard Boss is responsible for coordinating all switching and yard movements, maintaining awareness of track occupancy, and ensuring that interchange handling proceeds in an orderly and deliberate manner.

The Yard Boss exercises authority within the limits of the terminal and is responsible for preventing congestion caused by unnecessary reshuffling or conflicting movements. This includes protecting access to interchange tracks, ensuring that locomotives and equipment are positioned with intent, and avoiding actions that would complicate subsequent work during the operating day.

The Yard Boss coordinates with the Dispatcher as required and yields priority to scheduled or directed movements of the Clearwater Turn. Authority within the yard is exercised through awareness, communication, and foresight rather than continuous instruction, and discipline is measured by predictability and control rather than speed.

5.4 Car Purpose and Status - Cars at Edmonds Landing are not stored. Each car present in the yard must have a defined purpose, whether inbound from interchange, outbound to interchange, staged for movement during the operating day, under mechanical hold, or temporarily displaced to protect terminal flow. Cars without a clear and defensible purpose should be questioned before they are moved.

Movement without intent is discouraged. Cars should not be shifted simply to create space or to improve appearance, and unnecessary rehandling that does not advance interchange or terminal objectives should be avoided. When cars are displaced to protect access or resolve congestion, such placement should remain deliberate and temporary.

Purpose is established by position, condition, and context within the operating day. Cars that are properly placed and accounted for are considered to be in an acceptable state, even if they are not immediately moved.

5.5 Leaving Edmonds Landing - Before concluding yard work or departing the terminal, crews should leave Edmonds Landing in a condition that reflects a professional interchange point. Tracks should be properly set and secured, switches restored and locked as required, and equipment left where it is intended to remain until overnight handling or the arrival of the next day’s traffic. Interchange tracks should be used as intended, and unnecessary obstructions to terminal movements should be avoided.

Cars not handled during the operating day are assumed to be forwarded by connecting service later that night. The yard should therefore be left in a predictable and defensible state rather than cleared for appearance alone. A calm, orderly terminal at the end of the session supports efficient interchange, clear accountability, and reliable operation on the following day.

5.6 Summary - Edmonds Landing is intended to function as a small, disciplined terminal operating to Class I expectations within the limits of a Class III railroad. It exists to support interchange, facilitate orderly movement, and provide a stable interface between the Clearwater Pacific and the outside railroad network. The yard does not reward excessive handling or improvisation and is not intended to absorb uncertainty.

When operated with restraint, intent, and awareness, Edmonds Landing remains predictable and efficient. When treated casually, it becomes congested and brittle. Professional conduct, deliberate placement, and respect for defined track use ensure that the terminal continues to function as intended.