Narrative:

Aircraft dispatched with MEL right pack inoperative. I was pilot flying climbing to 8000 ft. On departure when the left bleed trip off light illuminated around 7000 ft. First officer was pilot monitoring and ran the checklist in the QRH (quick reference handbook). The trip reset worked. All indications were normal at this point and we received further climb clearance. I initiated the climb as I was considering my options. The one good pack had just hiccupped and I was contemplating continuing versus a return to ZZZ when the same light came on again passing about 11;000 ft. It would not reset a second time and right after the reset attempt the cabin altitude warning light and horn came on. My decision was made for me. I disengaged the autopilot and autothrottles and initiated a fairly smooth pushover while directing the first officer to tell center we needed to descend back to 10;000 ft. Center was very accommodating as I suspect they heard the horn in the background. We were now passing about 12000 ft. Going to 13;000 ft. Before I was able to stop the climb momentum and descend. We barely had time to comply with the qrc (quick reference checklist) before we were back at 10;000 ft. Complied with the rest of the qrc and QRH and asked for and received clearance for lower altitudes as we descended gradually back into ZZZ for an uneventful landing about 2000 lbs. Below max landing weight. Cabin altitude did not exceed approximately 13;000 ft. So the passenger masks did not deploy.the only working pack was tripped off at the bleed. Don't dispatch aircraft with one pack.

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Original NASA ASRS Text

Title: B737 Flight Crew reported that the aircraft was dispatched with one air-conditioning pack MEL'd; and the operating pack tripped off after takeoff; causing an air turnback.

Narrative: Aircraft dispatched with MEL Right Pack Inoperative. I was Pilot Flying climbing to 8000 ft. on departure when the left BLEED TRIP OFF light illuminated around 7000 ft. FO was Pilot Monitoring and ran the checklist in the QRH (Quick Reference Handbook). The trip reset worked. All indications were normal at this point and we received further climb clearance. I initiated the climb as I was considering my options. The one good pack had just hiccupped and I was contemplating continuing versus a return to ZZZ when the same light came on again passing about 11;000 ft. It would not reset a second time and right after the reset attempt the Cabin Altitude warning light and horn came on. My decision was made for me. I disengaged the autopilot and autothrottles and initiated a fairly smooth pushover while directing the FO to tell Center we needed to descend back to 10;000 ft. Center was very accommodating as I suspect they heard the horn in the background. We were now passing about 12000 ft. going to 13;000 ft. before I was able to stop the climb momentum and descend. We barely had time to comply with the QRC (Quick Reference Checklist) before we were back at 10;000 ft. Complied with the rest of the QRC and QRH and asked for and received clearance for lower altitudes as we descended gradually back into ZZZ for an uneventful landing about 2000 lbs. below max landing weight. Cabin altitude did not exceed approximately 13;000 ft. so the passenger masks did not deploy.The only working pack was tripped off at the bleed. Don't dispatch aircraft with one pack.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.