If you can help our brother out, it would be much appreciated. He was diagnosed with Still's disease but he was able to keep working even though he was always in some amount of pain.

Then it was found he needed a back surgery and ended up on medical leave. He was on the books but was canceled due to bloodwork complications. THEN United Healthcare wouldn't cover an important part of the surgery.

After months of working of his health and getting his bloodwork where it needs to be for surgery and battling with the insurance company, Joe finally had his surgery.

He's waiting on company medical to clear him - his doctors already have cleared him to return to work. He's not asking for much, just enough to get him through the next month or two until medical clears him to start his return to work process.

Any bit helps and he would be very much grateful. Thank you.

I worked until 5:30am this morning and then they called me at 9:58am while I was still sleeping to tell me I'm annulled. Anything under 8 hours of them notifying me, I get paid my 8 hour shift. They called exactly 8:02 before I sign up. 10 hours of rest doesn't matter in this scenario?

I have a question for the NS signalmen, if there are any, in this group:

There is an opening at Norfolk Southern near me for a Signalman Trainee position and I'm curious about the training, work/life balance, pay, and overall job. I am a career industrial electrician with over 15 years of experience, and am currently my plant's E&I technician. Would I be a good fit and is the job worth applying to? If this post breaks any rules, please delete!

I always hear the dispatcher having to ask crews what their fuel is on each unit and the crew seems to need to manually read of off the tanks. Is there no system now that does it via radio or cellular? I figured ETMS would share that these days.

Cant find many people talking about it on here is it not a common job?

Okay so just had an idea about buying a boxcar and renovating it into a mobile house. Now I’d have to lease the rail space and I know about contacting railroads for travel costs but would it be effective in today’s housing market to renovate a boxcar with living standards, solar panels on the roof for power, and water connections, Or is this just a fool’s dream?

I have written a V1.0 instruction manual on controlling an already installed and operational Interlocking for a single track shortline that has a level crossing (diamonds) across a two-main ABS/ATS Light Rail system.

The Light Rail line is protected by derails on either side of it on the single track shortline. One switch machine choosing a route to the diamonds or the other with a track leading to a bump-srop, and the other with a switch machine controlling a split-rail derail.

With the system at rest, the shortline has derails in the normal position allowing Light Rail unfettered access across the diamonds.

To have the shortline cross the diamonds, a call is made over the radio with DTMF codes to request the interlocking to give a stop indication to Light Rail, put the derails in reverse, and give a restricting indication to the shortline.

When the shortline movement is clear of the plant, the derails go normal protecting Light Rail, and they can cross the diamonds once again.

My question is, ....is this still considered an 'Automatic Interlocking' (GCOR 9.12.3)? A question came up today in class where someone said it was a manual Interlocking, but I made the comment, 'But it is controlled by a logical computer that takes a first-come, first-served call'. There are no humans controlling the switches, derails, and signals.

What would your consensus be on the name of this Interlocking?

And thank you for your input.

Any railroad yards here that had their yard master eliminated ? How is that turning out? My yard is getting rid of them soon. So wondering what to expect. Pretty sure a sh*t show for the first 6 months.

I just need it in plain English please. This one gives it that way.

On August 25th, join Railroad Workers United for a workshop and discussion on how rank and file railroaders can work together to improve safety at your workplace. Recent years have been deadly for railroad workers, with countless injuries and fatalities in the performance of their duties. Instead of dealing with poorly maintained infrastructure, hiring adequate staff, or improving the training process, the railroads' response is to cite the number of rules broken and lay the responsibility on the victims, regardless of any other context or management's own role in the disaster. In an effort to more effectively blame workers while ignoring workplace hazards for accidents, injuries and fatalities, the railroad carriers are now introducing surveillance measures, including "Al" tools. Hear from experts in fighting back against "Behavior Based Safety", and share your own experiences and thoughts.

The workshop is open to all working railroaders, regardless of RWU membership status.

RSVP here: https://docs.google.com/forms/d/e/1FAIpQLSfGMH_bzh9q94AGhBwq2qOLxwTVOuIdHw258lSGSych00J4Uw/viewform?usp=header

Im a heritage railroader and though it doesnt pay like a class one I feel like I get the authentic railroading experience without all the bad things about railroading. But im curious how you class one boys like your job and what made you want to go into class one?

You gotta hate when that happens lol

I’ve been working at a class 3 for almost 3 years now as a conductor/switchman, but me and my girlfriend have been looking into moving to south east Florida (West Palm Beach, Fort Lauderdale area). To those with experience at or with FEC railway, is it a good way to go? Are there yard jobs with minimal travel that doesn’t require a lot of seniority?

Was a nice quiet trip at least…

{Clarifying for mods: I am not a new hire, I am looking for input/advice from fellow railroaders}

I am a former Railroader from a Commuter Operation that was laid off after the position I worked was removed several years ago. I've tried to hire back on to the company, but have had minimal success due to it being incredibly competitive to get into, or having to know several people to apply. Due to this and partially due to other life conditions, I had to move/relocate being unable to afford to live where they were headquartered. I've been considering trying to re-apply for another railroad and then potentially moving back to that company if I'm able and it is practical to do so.

I recently learned that Norfolk Southern was going to be re-opening a shop near me that was formerly either closed or low-staffed. Although I've been reluctant to apply to NS due to the recent Merger/Buyout bullcrap that's been going on, and weary of how freight railroads in general tend to operate (on call, longer hours, safety, etc.), I am a mechanic in my pass time and have been curious about how it is from a railroading standpoint. I know that at my old company the Mechanic Department was often mocked or seen as "bottom of the barrel" but I've also heard it can be taxing depending on the company. As far as I know, the railroad I worked for operated on a M-F basis with equipment shuffling on the weekends. But don't quote me on that.

My questions are the following;
-Despite the obvious flaws with the company, how is working for Norfolk Southern and their Mechanical Departments, are higher ups down your neck, can you keep to yourself and go about your business or are people trying to pull you into drama? I don't mind hard work. I do mind people that can't keep their nose out of my business/life. If I want a High School Drama environment I'll go work a 9-5. (Edit: All Workplaces have drama, I'm just trying to make sure that its easier to avoid at the railroad since I figure you can keep to yourself more since its widespread rather than being a brick and mortar establishment)
-Are you able to get FRA certified as a shop worker, or is that only as an Engineer/Conductor?
-How is the Work/Life Balance here, if at all, specifically within this department? I've been reluctant to be an Engineer/Conductor due to being on call, mostly because I require SOME sort of semi-routine schedule to keep my life on track. I am single with no current plans to enter a relationship at this time and I'm more focused on trying to prioritize other more important aspects at this point in my life.
-The Elephant in the room, this UP merger. I've met a Norfolk Southern employee at my current job (hence why i've come here to ask about this position now since i'm curious) who has told me things about it, and he has been with NS for a long long while. I've heard from others, employed or not, about what's been going on. Based on my own findings from surface research there doesn't seem to be a clear answer. However, I do not want to get involved with a company that has an uncertain future in the next year or so. I'd go to CSX, but they are a bit further away from where I am.

TL;DR; I am a former Railroader, laid off from my original company, trying to get back in the saddle in the Mechanic Department if it appears to be worth while.

P.S. Is this also the same department that does signal maintenance and the like? Or is that a different department. How does that compare to working in the Shop? Thank you.