Now that I have the layout up and running, I need a way to prevent operators from crashing each other. The prototype BC Rail used a system called MBS (manual block) which I may adapt for my use in the future. For now, I’ve decided to go with the CP Rail system of OCS Clearance forms.Here’s what I’ve come up with:

And for the RTC I took a white board and some pin striping and made a basic layout of all dispatched areas of the layout (crappy cell phone pic)

The trackage representing the Fort St John Sub will be controlled by the Chetwynd yardmaster, since the modeled length of track from Chetwynd to staging is short. The other evening we had a gathering of regular operators to run through the basics of OCS, since my layout is the first and currently only in our group to have RTC control. There were a few confused faces in the room but I’m confident once we start to use the system in an operational setting most of the group will pick up on it.

I’m still working on the number of trains to run during an op session, currently I have 9 trains staged and ready to go. The trains that can/will run are as follows:

Pinesul Switcher: Runs from Chetwynd south to Pinesul to switch out Petrosul Industries (sulphur traffic). Returns to Chetwynd when finished at Pinesul. Power usually 2 units of any class. Pinesul Switcher may also work any needed industries/trackage on the layout. Example: I currently have the switcher at Dawson Creek with 2 loads of ballast to dump at Groundbirch. After dumping the ballast, the switcher will run south to Chetwynd, lift empties for Pinesul (and spot the ballast hoppers at Chetwynd) and run North to Pinesul.

Dawson Creek Switcher: Runs north from Chetwynd to Dawson Creek, and return. Power 2 to 3 4 axle units (RS-18/M420/C425 units).

Chetwynd-North Vancouver freight. – Runs south from Chetwynd to N Van, may switch Kennedy as required.

PV Peace Vancouver – Runs south from Fort St John to N Van, may switch Kennedy as required.

VP Vancouver Peace – Runs north from N Van to FSJ, may switch Kennedy as required.

N Van Chetwynd Freight – Runs north from N Van to Chetwynd.

One addition to the operating scheme I am adding is freights running north and south out of Fort St John may lift and spot cars at Chetwynd. Example a north bound VP will enter the yard at Chetwynd, set out any cars billed for Chetwynd or Dawson Creek, then run north to FJS (staging) On the flip side, a southbound PV may lift outbound traffic at Chetwynd then carry on south. Since the staging yard and grade at FSJ limit train length to 15 cars, the addition of cars at Chetwynd should create the proper length of trains running south.

A good example is the southbound PV. PV enters the yard at Chetwynd from FJS staging,with 15 cars. The crew will lift 10 outbound cars that came off of the Dawson Creek Sub, creating a 25 car southbound freight. 25 cars is the ideal/max length that my two passing sidings can handle on the railroad.

The reverse happens with the VP. VP enters the yard at Chetwynd heading north, sets out 10 cars (or so) destined for Dawson Creek/Chetwynd, and continues north to FSJ staging with the remaining 15 cars.

Since I use both sides of my Micro Mark car cards, train make up changes on every freight running out of Prince George staging. Some freight smight have traffic for Chetwynd and/or Dawson, or a mix of traffic for Chetwynd, Dawson, or FSJ. The randomness of the car cards creates the need for setting out or lifitng traffic at Chetwynd, which will make the yard a busy place!

The only way to tell if this whole scheme will work is to run it a few times, and next op session (if we have enough people) I plan on using OCS and the set out scheme together. One thing we discovered during a small session last week was the layout can run fine without a Chetwynd yard assignment. However, with more operators, a yardmaster is required to direct the flow of traffic around the yard.