CHAOS Report #7 - A Hotbox in the Desert - June 7, 2012

Mechanical Liaison Officer's report by: Paul L. DeVerter II

You are traveling down the track, when the hot box detector says that there is a defect, and your car is fingered. Inspection shows that one journal is way too hot, and you are in remote area, far from anywhere.

This happened to journal #5 on the Silver Rapids on Sunday, May 26, 2012 when the car was passing through Daggett, east of Barstow and 150 miles from the starting point of Los Angeles. Amtrak train #4 was heading east at about 90 mph. Inspection revealed that the Timken AP-EE NFL bearing was hot enough to melt the 300 degree TempilStik on contact, 20 minutes after stopping the train. Although the stink bomb in the journal box had also activated, it had not been noticed inside the train. After observation by BNSF mechanical personnel, the train was allowed to proceed 12 miles to Newberry Springs at a speed not to exceed 20mph, where the car was set off the train in a siding.

Fortunately, Burt Hermey had two other private cars in his move, which were able to accommodate the passengers displaced from Silver Rapids. The passengers were moved to the adjoining cars as the train made its way to the set out location. The car was left in the care of Dave Brown as attendant in charge. Meanwhile, Burt contacted Amtrak and was able to find a replacement wheel set in Los Angeles. Amtrak made arrangements with a local trucker to deliver it to Newberry Springs. Burt engaged the services of Pat Egan to oversee the change out. The delivery of the wheel set was coordinated with the arrival of a BNSF crew and crane to lift the car for the change out of the wheel set.

This hotbox occurred on the second iteration of a three movement trip. There was absolutely no advance warning, and nothing seemed to be amiss until the incident happened. The wheel set came with the car when purchased in 2000. Leaking grease was not evident during the pre-departure inspection in Los Angeles. Examination after the hot box showed some grease on the C-frame, coming from the rear seal, along with some flecks of metal. The paint on the bearing end cap was discolored.

Ordinarily AP-EE NFL bearings last for extended periods of time. Detectors are placed about every 10-15 miles on the BNSF, so it is apparent that when a bearing fails, it happens quite rapidly. Fortunately, the bearing was of a standard size and type (Timken 6 x 11 AP-EE NFL) used by Amtrak, so the repairs could be made without a lot of time and trouble. This is one of the very few times I can remember a private car being set out by Amtrak.

The support provided by BNSF and Amtrak was above and beyond the ordinary. Burt expressed his gratitude for the help from Lee Trombecky, the folks at Los Angeles and Barstow mechanical forces. The BNSF even checked on the welfare of the car attendant and provided transportation to stores for supplies while he waited for the repair.

The following photos, by Dave Brown, show the end of the defective journal and various aspects of the repair process.