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Hot box

A hot box is a journal bearing on a railroad car axle that becomes overheated due to excessive friction, typically from inadequate lubrication or contamination within the bearing housing.^[1]^[2] This condition, historically prevalent in freight and passenger rail operations, posed significant safety risks by potentially leading to bearing seizure, axle failure, and derailment if not addressed promptly.^[3]^[4] In early railroading, hot boxes were a common issue arising from the use of friction-based journal boxes packed with oil-soaked cotton waste as a lubricant, which could dry out or become contaminated during long hauls, generating intense heat from metal-on-metal contact.^[3]^[5] Detection relied on manual inspections by trackside workers who looked for visible smoke, flames, or burning odors emanating from the axle boxes, a practice that continued into the mid-20th century despite its limitations in high-speed or nighttime operations.^[3] The dangers were severe: an undetected hot box could escalate to catastrophic failure, causing derailments that damaged equipment, cargo, and infrastructure while endangering crew and passengers.^[3]^[6] Advancements in the mid-20th century transformed hot box prevention through the widespread adoption of roller bearings, which minimize friction via rolling elements rather than sliding surfaces, drastically reducing the incidence of overheating and maintenance needs.^[3]^[7] Modern railroads employ automated wayside hot box detectors—equipped with infrared sensors—to continuously monitor bearing temperatures as trains pass, triggering alarms for anomalies and enabling rapid intervention to avert failures.^[3]^[8] Despite these measures, hot box failures can still occur, as seen in the 2023 East Palestine, Ohio derailment caused by an overheated bearing that evaded early detection, prompting further safety enhancements by the Federal Railroad Administration.^[9] These systems, combined with improved lubrication technologies and regular inspections, have made hot boxes a rare occurrence in contemporary rail transport, enhancing overall safety and efficiency.^[10]^[11]

Overview

Definition

A hot box refers to an overheated axle bearing on railway rolling stock, where excessive friction generates heat that can exceed 70°C above ambient temperature, potentially leading to bearing seizure, failure, fire, or derailment.^[12] This condition arises primarily from lubrication deficiencies or mechanical defects in the bearing assembly, causing a rapid escalation known as thermal runaway, in which the temperature can surge from approximately 20°C above ambient to over 300°C within a short distance of travel, such as 0.5 miles.^[12] The core components of a hot box assembly include the axle journal, which is the rotating shaft end of the wheelset that supports the bearing; the bearing surface, traditionally a soft anti-friction alloy like babbitt metal in journal bearings or modern roller elements in tapered roller bearings; lubrication packing, such as grease that minimizes friction between the journal and bearing; and the housing box, or axle box, which encloses and protects the bearing while connecting it to the bogie frame.^[13]^[14] In traditional journal bearing systems, the babbitt metal surface interfaces directly with the axle journal to enable smooth rotation under load.^[13] Unlike general mechanical wear or other axle failures, a hot box specifically involves thermal runaway triggered by bearing-specific issues like inadequate lubrication or defects, rather than track defects, wheel impacts, or braking heat that might cause wheel overheating.^[12]^[14] This distinction underscores the hot box as a lubrication- or friction-driven thermal event confined to the bearing mechanism.^[12]

Significance in Rail Transport

Hot boxes represent a critical safety hazard in rail transport, as undetected overheating of axle bearings can lead to catastrophic failures. When a bearing seizes due to excessive heat, it locks the axle, often resulting in derailment, structural damage to the train, and potential injury to crew and passengers.^[15] In severe cases, the intense heat from a hot box can ignite nearby components, exacerbating the incident by spreading fire across multiple cars.^[3] Historically, this risk was amplified in eras dominated by wooden freight cars, where hot box fires could rapidly propagate through combustible materials, leading to total train loss and secondary hazards like track blockages. For instance, in the 1918 Hammond circus train wreck, a hot box prompted an emergency stop, contributing to a rear-end collision that ignited wooden cars and resulted in 86 deaths from fire and impact.^[16] Such events underscored the vulnerability of pre-modern rail systems to hot box propagation.^[3] The operational and economic repercussions of hot boxes extend beyond immediate safety concerns, imposing substantial costs on rail networks through delays, repairs, and lost productivity. In-service failures like hot boxes contribute to train stoppages for inspection, with one analysis estimating annual delay-related costs at approximately $15.2 million for U.S. Class I railroads based on 2001 data.^[17] These disruptions ripple through supply chains, amplifying economic losses from cargo spoilage, rerouting, and infrastructure repairs following incidents.^[18] In terms of broader rail safety, hot boxes have historically contributed to a notable share of accidents, prompting regulatory and technological responses to mitigate their impact. Prior to the 1950s, when journal bearings predominated, hot boxes were a frequent cause of freight derailments. The deployment of hot box detectors has since driven significant reductions; for example, bearing failure derailment rates have declined substantially, attributed largely to wayside monitoring.^[19] Hot box incidents also influence daily operations by necessitating speed restrictions and scheduling alterations to ensure safety. Upon detection, trains may be limited to reduced speeds—30 mph—for inspection, as recommended by the Federal Railroad Administration to prevent escalation while en route.^[8] These measures, while protective, can delay freight movements by hours or days, affecting network efficiency and underscoring hot boxes' role in balancing safety with economic viability in rail transport. The 2023 East Palestine, Ohio derailment, caused by an overheated bearing, further illustrates the ongoing risks despite advancements.^[20]^[21]

Historical Context

Origins with Journal Bearings

The journal bearing, a foundational component in early railway axle systems, emerged in the mid-19th century as railroads expanded to handle increasing freight loads. Invented to support the weight of railcars on axles, these plain bearings typically featured a brass or babbitt metal lining that rested directly on the axle journal, forming a sliding friction interface. In 1839, American inventor Isaac Babbitt patented a soft metal alloy—composed primarily of tin, antimony, and copper—for lining axle boxes, specifically tailored for railroad applications to reduce wear and friction on journals. This innovation addressed the limitations of harder materials like brass or bronze, which had been used in rudimentary forms since the 1820s but often led to rapid wear under load.^[22]^[23] Lubrication in these early journal bearings relied on oil-soaked waste packing, typically wool or cotton waste saturated with heavy oil or grease, housed within a sealed or hinged-lid journal box to maintain contact with the bearing surface. This method provided a makeshift reservoir, but its effectiveness was limited by the waste's tendency to dry out or become contaminated with dirt and grit from trackside environments, leading to inadequate lubrication and subsequent overheating—commonly known as a "hot box." By the 1870s, as U.S. and European rail networks proliferated to transport heavier industrial cargoes, journal bearings became the standard for freight cars, with millions of axles equipped despite these vulnerabilities; for instance, the rapid post-Civil War expansion in America saw track mileage triple, amplifying reliance on such systems for economic viability.^[3]^[24] Hot boxes manifested as a prevalent failure mode throughout the late 19th and early 20th centuries, where insufficient oil retention caused metal-to-metal contact, generating excessive heat that could melt the babbitt lining, ignite the waste packing, or seize the axle entirely. These incidents persisted as journal bearings remained dominant into the steam locomotive era and the transition to diesel power in the 1930s–1950s, with railroads employing manual inspections to mitigate risks. Only with the widespread adoption of roller bearings—approved for freight cars by the Association of American Railroads in 1954 and becoming standard on new equipment by the 1960s—did hot box occurrences decline sharply, marking the end of this era's bearing technology.^[3]^[25]

Early Detection Challenges

In the early 20th century, detection of hot boxes primarily relied on manual visual inspections conducted by train crews and yard workers during scheduled stops or slowdowns. Crew members would examine journal boxes for visible signs of smoke emanating from inadequate lubrication or for excessive heat, often by placing the back of their hand against the box to gauge temperature. These methods were labor-intensive and dependent on human observation, which was limited by the speed and length of trains, as well as environmental factors like dust or darkness that could obscure indicators.^[3]^[26] Communication of detected hot boxes posed significant hurdles, as railroads depended on rudimentary signaling systems such as flag signals, lanterns, or semaphore boards to halt trains or alert oncoming traffic. For instance, a "red board" or flag was used as a stop signal to indicate an issue like a hot box, requiring crew members to physically position themselves along the track or at stations to convey the alert. Telegraphs were employed to notify dispatchers or forward stations, but transmission delays were common, exacerbated by vast distances between rural outposts, inclement weather, or the absence of dedicated lines, often allowing problems to worsen before intervention.^[27]^[28] These pre-modern detection approaches frequently resulted in missed hot boxes, particularly with journal bearings prone to lubrication failure under heavy loads, leading to a substantial portion of preventable derailments and fires in the 1920s through 1940s. Early railroad safety analyses noted that undetected overheating often escalated to onboard fires, contributing to operational disruptions and accidents before the widespread adoption of automated systems.^[3]^[29]

Causes and Mechanisms

Friction and Lubrication Failure

A hot box in railroad journal bearings primarily arises from insufficient lubrication, leading to direct metal-to-metal contact between the journal and the bearing surface, which generates excessive frictional heat.^[3] This contact occurs when the lubricating oil film breaks down, escalating friction and causing the bearing temperature to rise rapidly.^[30] Temperatures exceeding 170–200°F (77–93°C) above ambient are typically indicative of an impending failure, as they signal the onset of significant thermal stress within the bearing assembly; as of 2023, AAR standards require action at 170°F above ambient.^[31]^[32] The failure progresses through distinct stages beginning with the initial drying of the packing material—typically cotton waste saturated with oil—that serves as the lubricant reservoir in traditional journal boxes.^[26] As the packing dries due to evaporation, vibration, or inadequate replenishment, oil starvation ensues, reducing the hydrodynamic film thickness and promoting localized contact between the babbitt-lined bearing and the axle journal.^[3] Continued operation under these conditions causes the temperature to climb further, with the babbitt metal—often a tin-lead alloy—beginning to soften and melt around 450°F (232°C), exposing the underlying brass carrier to accelerated wear.^[33] In severe cases, temperatures can reach levels sufficient to ignite residual oil or nearby combustible materials, exacerbating the risk of structural failure.^[10] Contributing factors to this lubrication failure include increased axle load, which amplifies the normal force; higher train speeds, which boost sliding velocity; and contamination from dirt or water ingress, which degrades the lubricant and raises the coefficient of friction.^[3] ^[30] The rate of heat generation in such scenarios can be modeled by the frictional heat equation Q = \mu F v, where Q represents the heat produced, \mu is the coefficient of friction, F is the applied force (including load), and v is the relative velocity between surfaces.^[34] This equation underscores how imbalances in these parameters—common in freight operations—drive the thermal runaway characteristic of hot box incidents.

Bearing Types and Vulnerabilities

Journal bearings, also known as plain bearings, were the predominant type used in railroad freight cars and locomotives until the mid-20th century. These bearings typically featured a bronze or babbitt-lined shell that supported the axle journal, relying on oil-soaked waste or wicks within an enclosed journal box for lubrication.^[35] The primary vulnerability of journal bearings stems from oil loss, which can occur due to leaks, inadequate replenishment, or contamination, leading to direct metal-to-metal contact, excessive friction, and rapid temperature rise characteristic of a hot box.^[36] Overheating is evidenced by melted babbitt, smoke from hot oil, or scored journal surfaces, all of which compromise the bearing's integrity and increase derailment risk.^[35] The transition to roller bearings began in the early 20th century but accelerated post-World War II due to persistent hot box issues with plain bearings. New freight cars built after 1966 were required to have roller bearings, with journal bearings banned from interchange service after 1980 for general use and fully by 1994.^[37] This shift reduced hot box incidents dramatically, as roller bearings incorporate sealed grease lubrication and rolling elements that minimize sliding friction under normal loads. Modern railroad applications predominantly use tapered roller bearings, with double-row designs approved under AAR standards being the most common for their ability to handle combined radial and axial loads on axles.^[38] Cylindrical roller bearings are also employed in certain configurations, such as rotating end cap assemblies, offering high radial load capacity but less axial support. While significantly less susceptible to hot boxes than journal bearings, roller bearings can fail through brinelling, where false indentations form on raceways due to static overloads or vibrations during stationary periods, potentially initiating fatigue cracks under operation.^[38] Misalignment, often from worn adapters or improper installation, exacerbates vulnerabilities by causing uneven load distribution, leading to raceway overheating and spalling as rollers skid and generate excessive heat.^[38] Axle defects, such as grooving from degraded interference fits in roller bearing cones, can further compound heat buildup by creating temperature gradients across the bearing cup, mimicking early hot box conditions even in well-lubricated assemblies.^[38] These structural risks highlight the importance of precise manufacturing and maintenance tolerances to prevent progressive failure modes in both legacy and contemporary bearing systems.

Detection and Monitoring

Traditional Inspection Techniques

Traditional inspection techniques for hot boxes primarily involved manual, hands-on methods performed by train crews to detect overheating journal bearings before the widespread adoption of automated systems. These approaches relied on direct observation and physical interaction with the equipment during routine operational pauses. Crews conducted visual checks for visible signs of trouble, such as smoke emanating from journal boxes or a faint glow indicating intense heat, which could signal lubrication failure or bearing seizure.^[3] Tactile inspections complemented visual assessments, with crew members tapping the exterior of journal boxes using tools or their hands to gauge temperature through conduction; an excessively hot box would transfer noticeable warmth, prompting further investigation. These checks often included olfactory cues, as crews sniffed for the acrid odor of burning oil or packing material. Such methods were standard during scheduled stops for locomotive servicing, typically occurring every 100 to 150 miles in the steam era due to water and fuel needs, allowing time for comprehensive examinations.^[3]^[39] In practice, these "hot box hunts" required the entire crew to walk the length of the train—sometimes spanning over a mile for long freights—to systematically inspect each axle and bearing assembly.^[3] Despite their necessity, these traditional techniques had significant limitations rooted in their reliance on human senses and judgment. Visual and tactile methods proved ineffective at night or in poor visibility conditions, where smoke or heat signatures were hard to discern without adequate lighting. At higher train speeds, running inspections—quick visual scans while the train was in motion—were even less reliable, often missing subtle overheating until it progressed to failure. Moreover, the subjective nature of these assessments varied by crew experience, leading to inconsistencies and occasional overlooked defects that contributed to early detection challenges in rail operations.^[3]

Modern Hot Box Detectors

Modern hot box detectors represent a shift from manual inspections to automated, real-time monitoring systems deployed along rail networks to identify overheating bearings and prevent failures.^[40] These systems, numbering over 6,000 in North America, have contributed to an 81% reduction in bearing-related derailments since 1980 by providing continuous surveillance as trains pass fixed trackside locations.^[40] Wayside detectors primarily employ non-contact infrared (IR) scanners positioned approximately 7.25 inches from the rail gauge line to measure axle box temperatures during train passage at speeds up to 80 mph.^[10] These devices trigger alarms when a bearing exceeds 170°F (76.7°C) above ambient temperature or 95°F (35°C) above the temperature of the mating bearing on the same axle, allowing for early intervention before critical overheating occurs.^[40] Advanced variants, such as multi-beam systems, capture multiple IR scans per axle to analyze temperature distributions and improve accuracy, particularly for inboard bearing surfaces.^[10] Complementing IR technology, acoustic and video-based systems enhance defect detection by identifying issues before thermal signatures emerge. Acoustic bearing detectors (ABDs), such as the Trackside Acoustic Detection System (TADS®) and RailBAM®, use microphones or sensors to capture high-frequency noise from defective roller bearings as trains pass at 15-80 mph, enabling early identification of spalls, cracks, or lubrication failures through signature analysis.^[41] Since the early 2000s, AI-enhanced video cameras have been integrated into wayside portals to visually inspect undercarriages for anomalies like bearing leaks or deformations, employing machine learning algorithms to process footage in real time and flag irregularities with high precision.^[42]^[43] These detectors are integrated into broader rail networks through real-time data transmission via radio, wireless networks, or fiber optics to centralized control centers, where software analyzes trends and issues alerts to train crews within seconds of detection.^[40] For instance, systems like Wabtec's RailBAM® feed data into shared platforms such as the Association of American Railroads' InteRRIS®, facilitating predictive maintenance across operators by correlating readings with GPS-tagged train consists.^[41]^[40] This connectivity ensures rapid response, with alarms broadcast directly to locomotives for immediate inspection or train stops.^[7]

Prevention and Mitigation

Maintenance Protocols

Maintenance protocols for hot box prevention emphasize proactive upkeep of journal bearings to address lubrication failure, a primary cause of overheating as outlined in the causes and mechanisms of bearing distress. For plain bearing journal boxes, routine repacking with absorbent waste packing is essential to maintain adequate lubrication, typically scheduled every 6 to 15 months based on operational mileage and railroad-specific policies, ensuring the box contains visible free oil at all times to prevent dry running and friction buildup. Modern freight cars equipped with roller bearings utilize sealed, pre-lubricated designs filled with greases conforming to Association of American Railroads (AAR) Specification M-934 for tapered roller journal bearings, reducing the need for frequent repacking while providing superior thermal stability and wear resistance.^[44] Inspection regimes form the cornerstone of these protocols, with daily visual checks mandated for locomotives to identify signs of bearing distress such as discoloration, smoke, or lubricant leakage during routine operations per 49 CFR 229.21.^[45] For freight cars, pre-departure visual inspections are required at every forward movement point per 49 CFR 215.13, examining both sides for overheating indicators like melted babbitt or journal surface damage.^[46] Crew training is integral to effective maintenance, with designated inspectors under 49 CFR 215.11 required to demonstrate knowledge and ability in identifying defects including bearing overheating.^[47] Federal Railroad Administration guidelines emphasize training for recognition of hot box symptoms during inspections and en route monitoring, with railroads maintaining records of employee qualifications and providing refresher training to ensure compliance and minimize human error in proactive hot box prevention.^[48]

Technological and Design Advances

The adoption of roller bearings marked a pivotal shift in railroad design, transitioning from traditional journal bearings that were susceptible to lubrication failure and overheating. In 1968, the Association of American Railroads (AAR) mandated roller bearings for all new freight cars, requiring sealed, pre-lubricated units to minimize contamination and ensure consistent performance.^[37] This standard addressed the vulnerabilities of plain bearings, which often led to hot boxes due to inadequate lubrication under heavy loads. The change dramatically lowered failure rates, contributing to a more than 95% reduction in bearing-related derailments through enhanced reliability and reduced friction.^[49] Material innovations in the 1990s further bolstered bearing resilience against thermal stress. High-temperature alloys, such as those incorporating nickel and chromium for improved heat resistance, were integrated into roller bearing components to withstand operational extremes without degrading.^[50] Concurrently, self-lubricating composites, including polymer-based cages introduced around 1990, were adopted to maintain lubrication integrity over extended service intervals, reducing wear and the risk of overheating in demanding freight applications.^[51] These upgrades extended bearing life and minimized failure points associated with material fatigue.^[52] Systemic design enhancements complemented these material advances by optimizing load dynamics across the railcar. End-of-car cushioning systems, which absorb longitudinal forces during coupling and operation, help reduce overall stress on railcar components including axles and bearings. Similarly, refinements in axle alignment, achieved through precision manufacturing and truck frame adjustments, ensure balanced load sharing among bearing elements, mitigating uneven wear that could otherwise escalate into hot box conditions. These innovations collectively enhance overall system stability and safety. As of 2025, further advancements include integration of onboard sensors and predictive analytics for real-time bearing health monitoring to preempt failures.^[53]^[54]^[55]

Notable Incidents

Historical Derailments

One of the most devastating derailments attributed to a hot box occurred on September 6, 1943, at Frankford Junction in Philadelphia, Pennsylvania, where the Pennsylvania Railroad's flagship passenger train, the Congressional Limited, suffered a catastrophic failure. An overheated journal box on one of the cars caused the axle to snap, derailing the train as it navigated a sharp curve at high speed; the accident killed 79 people and injured 117 others, marking it as one of the deadliest rail disasters in U.S. history up to that point. The incident exposed the risks of inadequate lubrication and inspection in journal bearing systems, particularly under the heavy loads and speeds of wartime rail traffic.^[56] Prior to 1950, hot box failures contributed to derailments in North America, as reported by the Interstate Commerce Commission during the steam era. Early detection challenges, such as reliance on visual inspections, often allowed these failures to escalate into major incidents, emphasizing the limitations of pre-detector technology.^[57] A more recent example is the February 3, 2023, Norfolk Southern freight train derailment in East Palestine, Ohio, caused by an overheated wheel bearing on one of the cars. The incident involved 38 derailed cars, including those carrying hazardous materials, leading to evacuations, environmental concerns, and a federal investigation. No fatalities occurred, but it highlighted ongoing risks despite modern detection systems.^[58]

Regulatory and Safety Impacts

In the United States, the Interstate Commerce Commission (ICC) enforced general safety inspections for freight cars under the Safety Appliance Acts of 1893 and 1910, which included checks for mechanical defects such as overheating bearings. The ICC's Bureau of Safety, established in 1911, oversaw compliance, with penalties for non-adherence, marking an early federal push toward standardized safety practices in response to rising accident rates from mechanical defects.^[59] These provisions evolved into modern regulations under the Federal Railroad Administration (FRA) following the transfer of authority in 1966 and the Federal Railroad Safety and Hazardous Materials Transportation Control Act of 1970. The FRA's 49 CFR Part 215, effective December 31, 1979, established detailed Railroad Freight Car Safety Standards, including specific requirements for journal bearing lubrication, securement, and pre-departure inspections to identify potential hot box conditions. This part mandates that freight cars be inspected for defects like cracked or broken bearings before placement in trains, with ongoing amendments to incorporate advancements in detection technology while maintaining the core inspection framework.^[35]^[60] Internationally, the International Union of Railways (UIC) issued guidelines promoting the installation of hot axle box detector networks along key rail corridors to monitor bearing temperatures in real time. These standards, such as UIC Leaflet 818 on visibility of axle boxes to fixed detection systems (published 2008), encourage member railways to integrate fixed infrared sensors for early warning, harmonizing practices across borders to reduce cross-national risks. The emphasis on detector deployment built on earlier manual inspection traditions but shifted toward automated monitoring, influencing national regulations in countries like Germany and France.^[61]^[62] The cumulative impact of these regulatory frameworks has led to a reduction in hot box-related incidents; bearing failures, a notable cause of derailments in the mid-20th century, accounted for approximately 2.8-5.9% of derailments in the 2000s and 2010s according to FRA data. This shift, attributed to mandatory inspections, detector adoption, and the transition to roller bearings, has lowered accident rates and improved overall rail safety statistics, as evidenced by FRA reports showing declines in mechanical derailments from the 1980s onward.^[11]^[63]

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Freight car trucks from 1900 to 1960 - the MRH Forum
Many others patented various forms of roller bearings for the railroads, and Timken had several significant competitors. But Timken's "tapered" roller bearings ...
[47]
Monitoring Insights: Continuous Monitoring of Roller Bearings
Mar 30, 2023 · Acoustic Bearing Detectors (ABDs) monitor for internal bearing defects using acoustic (sound vibration) technology. When a train passes by ...
[48]
[PDF] Technical Report - NSK
10.3 High temperature bearing materials …………………………………………… 206. 10.4 ... 13.12 RCC bearings for railway rolling stock ………………………………………… 298. Pages. Pages ...
[49]
The universal polymer cage for railways - SKF Evolution
The polymer is a self-lubricating material that enables the bearing “to come to a soft landing” should a loss of lubrication occur. This helps prevent bearing ...Missing: introduction | Show results with:introduction
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Self-Lubricating Materials for Extreme Condition Applications - NIH
Sep 26, 2021 · Lubrication for extreme conditions, such as high temperature, cryogenic temperature, vacuum pressure, high load, high speed, and corrosive ...
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[PDF] Heavy haul impacts call for high-performance protection. - Amsted Rail
When the entire cushioning system is designed by the industry leader, you can leave your car and cargo worries behind. AMSTED RAIL – END-OF-CAR SYSTEMS.
[52]
Bearings in the Railway Industry: Enhancing Efficiency, Safety, and ...
Axial and Radial Stability: These bearings provide excellent axial and radial stability, ensuring proper wheel alignment and minimizing the risks of ...
[53]
72 years ago, Frankford Junction was scene of one of worst train ...
May 13, 2015 · On Sept. 6, 1943, the Pennsylvania Railroad's speediest train, the Congressional Limited, derailed and crashed at the railroad junction in ...
[54]
Amtrak train crash: Derailment happened on same stretch of track as
May 13, 2015 · In the 1943 crash, 79 people were killed when a journal box overheated and an axle snapped in two, catching the underside of a train car and ...
[55]
[PDF] Historical Statistics of the United States, 1789 - 1945 - Census.gov
Railway accidents and fatalities, 1891-1945. SOURCE: Interstate Commerce Commission, Accident Bulletin-No. 114,. Summary and Analysis of Accidents on Steam ...<|control11|><|separator|>
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Running Out of Steam: Federal Inspection and Locomotive Safety ...
Dec 1, 2007 · The formation of the ICC's Bureau of Locomotive Inspection in 1911 represented one of the first federal efforts to regulate work safety and its ...
[57]
[PDF] RAILROADSAFETY - Federal Railroad Administration
Established safety requirements for locomotive boilers and, as amended in 1915, for the entire locomotive and all its appurtenances, to be enforced by the ICC.Missing: hot box
[58]
Visibility of rolling stock axle-boxes to fixed hot axle-box detection ...
In stockDec 1, 2008 · Summary The purpose of this leaflet is to define the axle-box sighting rules for fixed HABDs (hot axle-box detectors).
[59]
[PDF] UIC-Codex 779-9 R - UNECE
Sep 24, 2002 · Lineside fixed temperature sensors for the detection of hot axles and wheels, so that trains can be stopped in a safe place before entering the ...<|separator|>