Maintenance of these cars & their trucks was part & parcel of a
problem that still exists, in part, on railroads today. IF a car
needs repair that can be done on its home road, there is a
presumption that said repair will be done timely and correctly.
(even then repairs can vary as one shop may have more expertise than
another on the same RR). However FRA rules and common usage dictate
other procedures when repair is noted on a foreign road's car. All
of this is exacerbated when the rolling stock is privately owned
(industry and government). In the good old days & to a lesser
extent today, privately owned/leased cars are stenciled as to where
they are to go for repair ("Home for Repair" - check any Official
Equipment Register). If the car can travel, preferably unloaded,
and requires more than routine work than can done at the point of
discovery (repaired & billed), it goes directly to one of the repair
points or the closest route to the 'home road'. However if brakes
or trucks are b/o, thus restricting movement, repair is made at the
nearest point. Sometimes instructions (and parts) are sent from the
owning road/lessor. In extreme cases, a car is set on a flat car &
returned to the home road/industry (note such instructions on
some 'special' cars which, due to their unique features, limit all
repairs to the owner).
Having worked with or spoken to railroaders past & present as to
repair of U.S. military equipment, this can be especially tough.
Some cars requiring special repair are sent to the builder of the
cars. I suspect (any WWII RRer's reading this?) that the Army had
the cars sent to Pullman repair points for truck repair but routine
work might have been done on foreign roads with mixed results thus
giving the trucks a bad rep with some RR's. We all know stories of
how some loco builders & models were the darlings of some RR's and
the bane of others - it all depends on how committed you are and how
well trained & equipped the Mechanical Dept is as to whether the
locos are 'dogs' or 'greyhounds'!
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