Here's the deal!
Every shift has had its manpower reduced. If there is a major problem(refrigeration),all attention goes to that car. If the car has to be cut out, that's less time to work the cars. Blue flag track protection says " you can't work on the train, inside or outside, once the flags have been removed." With CSX doing the switching, it can take 1 to 2 hours to switch a car or two. That leaves you about 2 to 3 hours to walk thru your cars(3,4,or 5) find defects not written up, and do the repairs. If you got a guy in the Diner, and he's only worked on trains for a year, I've got to give him a hand. So, you can see how little problems accumulate and blow up in your face later.
The cables tend to work loose during the trip and if there is no write-up, they don't get checked. A PA check is usually done in the yard, but if problems arise , PA is low priority.
With only a handful of people on the train, it's hard to do a check. Everybody is working or outside the car.
7 out of 10 times, no defect is found. But then again, the wiring & cables are not being shook around inside the conduits and junction boxes.
So the majority of heavy maintenance is being done in the PM line or the B/O line. The new theory is if the cars go through PM every 90 days, they should hold up between PMs.
There are still alot of people with bad attitudes, lack of knowledge or lazy and defects slide by until the next PM. There are also cars running with parts on order.
I'm working on 62003 today and noticed that the upper bunk is gone in the att.'s room! :blink: I mentioned it to the boss and he said," Yeah, I remember the last time it went through." Evidently, no one cares.
Where the hell is the guy sleeping? Next to the toilet? :huh:
Miami Joe
