General Code of Operating Rules 01/31/2026  

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 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.

Rail service in the Clearwater and Swan Valley region developed as a lightly trafficked branch constructed to support timber, agricultural, and regional industry. Although plans for eastward extension toward Seeley Lake were advanced—including completed grading, surveying, and establishment of right-of-way ownership—the railroad was never constructed beyond Clearwater. As traffic patterns shifted and Class I priorities evolved, the active portion of the line entered a prolonged period of low-density operation. By the early 2010s, ownership of the Edmonds Landing–Clearwater segment resided with a private equity firm, and while service continued, long-term investment was limited and discussions of embargo or abandonment circulated intermittently.

In 2017, CSLP assumed operations of the line under lease from the private owner. At that time, the route reflected conditions typical of lightly trafficked branch lines: infrastructure was compliant but tired, maintenance was deferred to essentials, and local service lacked cohesive stewardship. CSLP entered the lease period with a clear objective—to stabilize the railroad, restore confidence among shippers, and operate conservatively while improving the physical plant in a methodical and sustainable manner.

Beginning shortly after assuming operations, CSLP undertook a phased rehabilitation of the physical plant. Work emphasized 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 obtained through established Class I supply channels, 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 interchange connection, CSLP structured its maintenance and compliance programs around cooperation with approved off-line shops and contractors. Heavy repairs, wheel and truck work, and scale calibration were handled away from the property, while CSLP crews focused on inspections, light maintenance, and the 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 both infrastructure and shipper confidence, CSLP purchased the route outright in 2021. 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 switching and terminal railroad serving the corridor between Edmonds Landing, Clearwater, and Seeley Lake. Clearwater 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 interchange and staging point with connecting carriers. 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.

Service to Seeley Lake represents the most recent and deliberate extension of CSLP operations. Although grading, surveying, and right-of-way ownership had existed for decades, rail service east of Clearwater was not realized until 2023, when track construction was completed and regular operations commenced. Seeley Lake functions as an active but developing terminal, shaping traffic flow, directional purpose, and long-term planning while remaining intentionally subordinate to the established switching and terminal practices centered on Clearwater. Its inclusion reflects measured growth rather than transformation, extending the railroad’s reach without altering its fundamental operating philosophy.

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 the Direct Traffic Control 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.

Because the Clearwater Pacific is usually 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 - Yard Limits are established at designated terminal districts on the Clearwater Pacific and define areas where switching movements predominate and main-track protection against other trains is not required. 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. Responsibility for safe operation within Yard Limits rests with the active crew.

On the Clearwater Pacific, Yard Limits apply within the Clearwater terminal district and within the Seeley Lake terminal district. Yard Limit boundaries are defined geographically and are not continuous across the railroad.

Yard Limits at Clearwater terminate at East Clearwater. Upon clearing the East Clearwater switch, movements are no longer within Yard Limits and are considered main-line operations. Yard Limits resume upon entering the Seeley Lake terminal district at West Seeley Lake.

Movements outside Yard Limits, including those between Clearwater and Seeley Lake, are governed by main-line operating practices appropriate to a Class II branch line. These movements are treated as road operations rather than switching moves and are subject to applicable preparation, braking, speed, and handling requirements associated with operation between stations.

Entry into and departure from Yard Limits represent deliberate transitions in operating discipline. Crews are expected to recognize these transitions and adjust train handling, communication, and procedural compliance accordingly.

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 outside Yard Limits between stations, including movements between terminal districts such as Edmonds Landing, Clearwater, and Seeley Lake, 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.

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.

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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 terminal districts, responsibility increases during movements between terminals. The Dispatcher maintains awareness of main-line occupancy, coordinates departures and arrivals at terminal boundaries, and ensures that road 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 a terminal district, this role assumes responsibility for road operations between stations. 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 terminal.

Upon entering a terminal district, 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 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 self inflicted gridlock. The role exists to maintain flow and awareness rather than to exercise authority over other crew members.

The Yard Boss role applies only within designated terminal districts operating under Yard Limit rules. Authority and responsibility associated with this role begin upon entry into a terminal district and end when a movement departs Yard Limits. The Yard Boss does not direct or coordinate movements on the main line and does not exercise authority over road operations between terminals.

When a train departs a terminal district, responsibility for the movement transitions fully to the Conductor and Engineer, with coordination provided by the Dispatcher as required. Upon arrival at the next terminal, the Yard Boss role may be re-assumed to manage local switching and terminal flow.

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, the requirements of main-line operation between terminals, and the deliberate sequencing required to work both efficiently. A parallel industry spur, an opposing switchback, and a single main track shared by all work within Clearwater 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 terminal and road 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 across terminal and main-line environments, 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 are designed to reflect the natural rhythm of a small short line railroad, where yard preparation, industry service, 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 operating interest 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:

Morning Sort (YRD-201) - Yard switching and classification at Edmonds Landing to receive interchange traffic, sort inbound cars, and prepare the yard for the Blue Star Job and the Lake Turn. This assignment establishes the initial condition of the railroad for the operating day.

Blue Star Job (BLS-101) - Dedicated industry switching within the Blue Star Rail Park. This assignment is performed early in the day to prevent high-volume industrial work from interfering with yard flow or road movements. Blue Star switching is treated as a discrete obligation and may be performed independently when required.

Lake Turn (LT-301) - Road freight service between Edmonds Landing and Seeley Lake. This assignment represents main-line operation between terminals and includes work at Seeley Lake as required before returning to Edmonds Landing. The Lake Turn is the primary road movement of the operating day and is governed by main-line operating practices.

Evening Sort (YRD-202) - Yard switching and classification following the return of the Lake Turn. This assignment restores order to Edmonds Landing, prepares interchange traffic for outbound movement, and leaves the railroad in a predictable and defensible condition for the next operating day.

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

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

4.2 Operating Sequence -Within the Clearwater terminal district, assignments are worked in a defined and intentional sequence. When Morning Sort and Clearwater-area industry switching are performed as part of the operating day, Blue Star Rail Park is serviced first. Blue Star traffic is intentionally handled early to prevent high-volume distribution work from congesting the yard ladder, switchback, and main track during later terminal switching.

Once work at Blue Star Rail Park is complete and the lead secured, remaining Clearwater industries may be switched as required. Cars are spotted, pulled, and classified with attention given to minimizing unnecessary rehandling 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.

This operating sequence applies specifically to Clearwater terminal work and does not govern the order of road movements or assignments performed outside the terminal district. Any deviation from the standard sequence within Clearwater should be deliberate and made with an understanding of its impact on subsequent terminal work.

4.3 Movement Authority - Movement authority on the Clearwater Pacific is governed by the operating environment in which the assignment is being performed. Within terminal districts operating under Yard Limit rules, formal permission to occupy track is not required for routine movements. Authority is maintained through awareness, deliberate sequencing, and clear verbal communication rather than through rigid procedural control.

Yard Limit authority applies only within designated terminal districts. Upon departure from a terminal district, movements are no longer within Yard Limits and are considered main-line operations between stations. These movements are governed by main-line operating practices appropriate to a Class II branch line and require that the train be properly prepared, protected, and handled as a continuous road movement.

Main-line movements between terminals may be governed by Track Warrant authority when required for clarity, immersion, protection, or coordination. The use of a Track Warrant establishes the scope and intent of the road movement and defines occupancy of the main track. When issued, such authority governs the movement until it is fulfilled or released.

As a matter of normal practice, only one road movement or terminal assignment is active on the railroad at a time. Protection against other trains is therefore not normally required, and responsibility for safe operation rests with the active crew operating under the authority appropriate to the current operating environment.

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 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

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. The Yard Boss role applies only within the Edmonds Landing terminal district and does not extend to road movements or main-line operations.

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 assignment 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.

SECTION 6

Seeley Lake Terminal Handling and Interchange Discipline

6.0 Purpose and Operating Character - Seeley Lake functions as the northern terminal district of the Clearwater Pacific Railway. While physically present on the layout, Seeley Lake is not operated as a switching-intensive industrial district. Its role is terminal, directional, and declarative rather than circulatory.

The purpose of Seeley Lake is to provide a meaningful destination for road movements, support limited on-line industry service, and establish a clear end-of-line operating environment. Operations at Seeley Lake emphasize arrival discipline, restrained switching, and deliberate preparation for return movements rather than ongoing classification or redistribution of traffic.

Seeley Lake is a destination, not a puzzle.

6.1 Yard Limits and Terminal Authority - Yard Limits apply within the defined boundaries of the Seeley Lake terminal district. Upon entry into Yard Limits at West Seeley Lake, main-line authority ends and terminal switching authority begins. Upon departure from the terminal district, Yard Limits terminate and main-line operating rules resume.

Crews must recognize the transition into and out of the Seeley Lake terminal district and adjust operating discipline, communication, and train handling accordingly.

6.2 Track Purpose and Discipline - Tracks within the Seeley Lake terminal are assigned specific purposes and are not interchangeable by default. Track use is governed by intent rather than convenience.

The main track through Seeley Lake functions as the arrival and departure track for road movements and must be kept clear except as required for necessary terminal switching. The runaround and associated terminal tracks support limited classification, interchange handling, and industry access but are not intended for extended storage or speculative rehandling.

Cars placed on terminal tracks must have a defined and defensible purpose consistent with their billing and assignment. Tracks are to be used to complete car movements, not to create additional work.

6.3 Arrival at Seeley Lake - Arrival at Seeley Lake marks the completion of a main-line road movement and the beginning of terminal operations. Upon arrival, the train should be secured as required and the arrival track cleared as soon as practical to preserve departure readiness.

Cars are evaluated for industry placement, team track delivery, interchange handling, or return movement. Arrival is treated as a deliberate operational transition, not an extension of road movement.

6.4 Industry and Team Track Switching - Industry and team track switching at Seeley Lake is performed deliberately and with restraint. Cars consigned to Seeley Lake are considered delivered once placed at their assigned industry or team track and are thereafter removed from active CSLP operational concern.

Switching moves should be planned to minimize rehandling and avoid unnecessary use of the main track or runaround. Respots, rearrangements, or optimization beyond what is required to complete delivery are discouraged.

6.5 Car Status and Dwell - Cars at Seeley Lake must have a clear status, such as inbound for industry, delivered and complete, staged for return movement, or temporarily held pending customer readiness.

Extended dwell without purpose is discouraged but permissible when status is clear and defensible. Cars may remain in place across operating sessions provided their presence reflects intentional staging rather than unfinished work.

Seeley Lake exists to end car movements cleanly and decisively.

6.6 Preparing for Departure - Before departing Seeley Lake, outbound cars should be assembled intentionally, required brake tests performed, and the departure track cleared and secured. Departure represents a transition from terminal switching to main-line road operation and should be treated with appropriate preparation and communication.

6.7 Leaving Seeley Lake - At the conclusion of terminal work or at the end of an operating session, Seeley Lake should be left in a predictable and orderly condition. Switches must be returned to their required positions, cars left with clear purpose, and terminal tracks cleared of unnecessary congestion.

The terminal should support immediate resumption of operations without requiring corrective or cleanup moves.

6.8 Kalispell Southern Railway Interface - The Kalispell Southern Railway (KS) connects with the Clearwater Pacific at Seeley Lake and functions as a secondary interchange and traffic partner rather than a primary operating authority. KS traffic is directional and purposeful, supporting movements beyond the modeled portion of the CSLP while preserving Seeley Lake’s role as a terminal rather than a classification yard.

Cars interchanged with the Kalispell Southern are considered delivered to or received from an external carrier upon placement or removal at the designated interchange track. Switching beyond what is required to effect interchange is not performed. The Clearwater Pacific does not classify, redistribute, or reblock KS traffic at Seeley Lake beyond what is necessary to complete the interchange transaction.

Operationally, interaction with the Kalispell Southern is treated as an extension of terminal work rather than as a separate operating session. KS movements are assumed to occur outside the modeled timeframe and are represented symbolically through car appearance, removal, or status change rather than through active switching by CSLP crews.

The presence of the Kalispell Southern reinforces Seeley Lake’s role as a destination and gateway rather than an endpoint. Interchange activity should feel consequential but restrained, supporting the narrative of onward movement without drawing focus away from the Clearwater Pacific’s own operating responsibilities.

6.9 Summary - Seeley Lake is a working terminal at the end of the Clearwater Pacific Railway, not an extension of the yard and not an interchange classification facility. When operated with intent and restraint, it provides narrative weight, directional purpose, and a meaningful destination for road movements while preserving disciplined scope and manageable operations.