File No.

WR-HQ0ENGG(WTPO)/8/2019-O/o DY CE/TM/CCG/HQ/WR 796

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No. W 633/27/O/A Vol. XII (Comp No. 646) Date: 13.02.2025

[Link] (Co) BCT, BRC, ADI, RTM, RJT, BVP

Sub: Summer Precautions for LWR/CWR/SWR territories.

Summer season is already setting in, resulting in wide fluctuations in day and night temperatures.
Divisions must have already started action on summer related activities as per provisions of IRPWM.
Some of the important precautions are enclosed herewith for the guidance of the field staff. These
instructions should be conveyed to all Engineering Officers and subordinate SSEs/JEs, Mates and
Keymen connected with maintenance of track. Acknowledgment should be obtained from all SSE/JE P-
Way for having received this. The precautions laid down are only guidelines and for any specific
information, IRPWM-2024 may be referred to.

Before going in to details of instructions, following important aspects should be borne in mind and all
concerned should be suitably sensitized:

A) PREVENTIVE MEASURES TO BE TAKEN IN SWR/LWR/CWR SECTION:

1. Full complement of P-way fittings:
a) Availability of full complement of effective fastenings shall be ensured.
b) Recoupment of missing fittings to be done to ensure zero missing fitting.
c) Further, replacement of ineffective/unserviceable fittings shall also be ensured before on set of
summer in order to have adequate toe load.
d) Similarly, sleepers having grooves at rail seat, resulting in to loss of toe load, should be
replaced with good ones, and where the depth of grooves is less than 6mm, 2 rubber pads
can be provided duly ensuring level of rail with respect to adjoining sleepers.

2. Recoupment and dressing boxing of ballast:

a) Ensure availability of adequate ballast in track and proper ballast profile a s p e r IRPWM Para
212 to provide sufficient ballast resistance.
b) Recoup the ballast in crib and shoulders, bridge approaches, LC approaches, trespass
locations, wherever deficient, to maintain standard profile given in IRPWM Para 212 and its
Annexure.
c) Dressing and boxing of disturbed ballast profile shall be carried out well before on set of
summer.
d) Special attention shall be paid to ensure availability of adequate ballast at various locations like
SEJs, breathing lengths, approaches of level crossings and bridges, points & crossings and
their approaches, outer side of curves, and on trespassing locations.

e) Shortage of ballast in the shoulder, if any, should immediately be made up by taking out
minimum ballast from the crib over a width not exceeding 600 mm/350 mm and a depth not
exceeding 100 mm / 75 mm, for BG/MG respectively.
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f) Training out of adequate ballast before deployment of Track Machines:

Before taking up various track activities such as tamping, lifting, deep screening, shoulder
screening etc., sufficient ballast must be trained out in advance to take care of consumption/loss
of ballast in lifting, attrition/consolidation, elimination of sag/unevenness, rectification in cross
levels, loss of ballast in screening etc., to avoid any shortage of ballast during and after such
operations.

3. Destressing of LWR: Destressing of LWR must be carried out based on the behavior of L WR
(Para 347 of IRPWM), including in stretches of LWR where renewals (including TFR, deep
screening, lifting etc.) had been carried out or new LWRs have been laid, as per following:

a) Stretches where rail replacement had been carried out resulting in change in destressing
temperature (td), need to be destressed before on set of summer within specified range of
temperature.
b) Locations where destressing was done at lower temperature to facilitate works like deep
screening, TRR, TSR, TFR, lifting etc. or to prevent rail fractures, shall be destressed before on
set of summer within specified range of temperature.
c) Destressing temperature (td) should be fixed on the basis of tm established after local
measurement of rail temperature as advised earlier vide this office letter No. even dated
01.02.2018 & 26.03.2018, instead of tm given in IRPWM.
d) LWR laid on wider base sleeper with 60 kg rail and sleeper density of 1660 nos. per Km,
distressing temperature may be reduced as per Para 335 of IRPWM. Reduced distressing
temperature is as below:

Temperature Zone Range of distressing Permitted Degree of Permitted steepest

temperature Curve (Max.) Gradient
Zone – I tm-5 to tm 5° 1 in 100
Zone – II tm-5 to tm 4° 1 in 100
Zone – III tm-5 to tm 4° 1 in 100
Zone – IV tm to tm+5 4° 1 in 100
Note: Above provisions of reduced de-stressing temperature for LWR with wider sleepers shall
not be applicable for LWR continued on sharp curves (sharper than 5 degree in Zone-I and
sharper than 4 degree in Zone-II, III and IV) and steep gradients (steeper than 1 in100) as per
provisions mentioned under Paras 326(2)(a) & 326(3).

4. Making up of Cess: Low cess should be made up to proper height before on set of summer.
Cess along the track should be maintained as per standard profile stipulated in the PCE Circular
No.73 dated 25.11.2020.

5. DO’s and DON’Ts for Mates, Keyman and P-way supervisors: Mates, Keyman and P-way
supervisors should be regularly educated and counselled in DO’s and DON’Ts for working in
LWR and SWR territory to ensure following:
a) Adhere strictly to the temperature ranges specified for working/maintenance operation on
LWR/CWR/SWR.
b) Avoid excessive lifting & slewing of track during tamping/ maintenance/renewal.
c) Control misalignment & kinks in LWR track.
d) DOs & DON’Ts of LWR for Key man, Mate are attached as Annexure-B

B) LOCATION OF SEJ IN CWR: In case LWR is truncated in vicinity of turnout, it shall be ensured
that SEJs are provided in such a way that turnout shall not fall in breathing length zone. To ensure
this, nearest SEJs should be placed at a distance of not less than 150m from the Stock Rail Joint of
switch / Heel of crossing as the case may be. For monitoring the performance of CWR, CT-48 (May
2024) must be referred to.
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C) MAINTENANCE OF SEJ

a) SEJs shall be checked at least once in a fortnight and frequently packed and aligned wherever
necessary.
b) Oiling and greasing of tongue and stock rails of SEJ and tightening of fastenings shall also be
done simultaneously.
c) Movement of SEJs shall also be checked by Keyman during his daily patrolling, he shall keep
special watch on the SEJs falling in his beat.
d) All the SEJ should be opened and inspected for crack once in 3 months and this should be done
under traffic block only as per PCE circular No. 77 dated 05.2.21.
e) Suitable corrective action like destressing, adjustment of gap should be taken, wherever
needed.
f) While tamping it must be ensured that SEJs are invariably tamped along with adjoining track,
after removing all hurdles like electrical bond strips etc.
g) Special vigil should be kept on the tightness and intactness of bolts of check rails of SEJ
(especially in case of improved SEJs with check rails).
h) Gap of SEJs (including Improved SEJs of Single gap and double gap) should be adjusted at
the time of laying/destressing of LWR/CWR, as per provision of IRPWM Para 338.
i) Special attention shall be paid to maintenance of track at various locations like SEJs/breathing
lengths, approaches of level crossings, points & crossings, horizontal and vertical curves and on
un- ballasted deck bridges.

D) PRECAUTIONS TO BE TAKEN DURING MANUAL MAINTENANCE

1. Not more than 30 sleepers in a continuous stretch shall be opened for manual maintenance or
shallow screening, with at least 30 fully boxed sleeper spaces left in between adjacent openings.
Maintenance of stretches, in between the above said lengths shall not be undertaken till passage of
traffic for at least 24 hours in case of BG carrying more than 10 GMT or 2 days in case of other BG
routes lines and MG routes.
2. In exceptional circumstances when more than 30 sleeper spaces have to be opened for any
specific work, like through screening of ballast etc. during the period of the year when minimum rail
temperature is not below td-30°C or maximum does not go beyond td +10oC, up to 100 sleeper
spaces may be opened under the direct supervision of JE/SSE/[Link]. It should however, be
ensured that rail to sleeper fastenings on the entire length of LWR should function satisfactorily
and SEJs do not indicate any unusual behavior (Wherever t 0 < td., consider t0 in place of td ).
3. For correction of alignment, the shoulder ballast shall be opened out to the minimum extent
necessary and that too, just opposite the sleeper end. The ballast in shoulders shall then be put back
before opening out crib ballast for packing (Wherever t0 < td., consider t0 in place of td ).
4. For Casual renewal of sleepers, not more than one sleeper in 30 consecutive sleepers shall be
replaced at a time. Should it be necessary to renew two or more consecutive sleepers in the same
length, they may be renewed one at a time after packing the sleepers renewed earlier duly observing
the temperature limits specified in Para 345 (1) (a) & (b) together with precautions mentioned
therein.
5. Work of lubrication of ERC should not be carried out during extreme summer. At a time, ERCs
should not be removed from more than one sleeper. If for any reasons mass lubrication of ERCs is
taken up, at least 15 sleepers shall be kept intact between any two sleepers taken up for lubrication
of ERCs at the same time.
6. The work of renewal of fastenings shall be carried out when rail temperature is not more than
td +10oC with following additional precautions given below:
6.1 Fastenings not requiring lifting of rails shall be renewed on not more than one sleeper at a
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time. In case fastenings of more than one sleeper are required to be renewed at a time, then at
least 15 sleepers in between shall be kept intact. Work shall be done under supervision of
Keyman.
6.2 Fastenings requiring lifting of rails i.e. grooved rubber pads, etc. shall be renewed on not more
than one sleeper at a time. In case fastenings of more than one sleeper are required to be
renewed at a time, then at least 30 sleepers in between shall be kept intact. Work shall be done
under supervision of Gangmate. Alternatively, if prevailing rail temperature is lower than td-10,
fastening up to 5 sleepers on either side may be removed for replacement of rubber pad under
the rail.
6.3 It must be ensured that all Through Fitting Renewals (TFR) works shall be carried out under
traffic block only, as per Railway Board’s instructions issued vide letter No. 2009/CE-II/TK/1
policy dated 23.03.2017.

E) PRECAUTIONS TO BE TAKEN DURING MECHANIZED MAINTENANCE:

Whenever Machine working like tamping, TSR, deep screening and shoulder screening are
going to take place, sufficient ballast must be trained out in advance to take care of
consumption/loss of ballast in lifting, attrition/consolidation, elimination of sag/unevenness,
rectification in cross levels, loss of ballast in screening etc. to avoid situation of shortage of
ballast during and after the machine operation.
i) Machine tamping
a) During Machine tamping in LWR/CWR general lift should not exceed 50 mm in case of
concrete sleeper and 25 mm in case of other sleepers when prevailing rail temp is between
td + 10o C and td – 300 C. (Note: - td should be replaced by t0, in case of t0 < td).
b) Lifting wherever needed, in excess of 50 mm in case of concrete sleepers/25mm in case
of other types of sleepers, shall be carried out in multiple stages with adequate time gap in
between successive stages such that full consolidation of the previous stage is achieved
prior to taking up the subsequent lift. In one stage, lifting shall not exceed 50 mm in case
of concrete sleepers and 25 mm in case of other types of sleepers.
c) Mechanized cleaning of shoulder ballast shall be undertaken when prevailing rail temperatures
are within the limits prescribed together with the precautions mentioned therein.
ii) Deep screening / mechanized cleaning of ballast:
a. If prevailing rail temperature is within td + 10o C to td – 20o C, deep screening may be done
without cutting or temporary destressing. If stress free temperature (t0) has got lowered than
last distressing temperature (td) due to repair of fractures/rail renewal at low temperatures or
due to any other reason etc., then either to should be considered instead of td for above said
temperature range, or destressing should be done before deep screening.
b. Wherever rail temperature falls outside the range mentioned in above(a), temporary de-
stressing shall be carried out at a temperature not more than 10oC below the maximum rail
temperature likely to be attained during the period of work.
c. Alternatively, LWR/CWR may be converted into three rail panels and deep screening done.
d. Constant monitoring of rail temperature shall be done during the progress of work. If rail
temperature rises more than 10o C above td/temporary de-stressing temperature/t0, adequate
precautions shall be taken including another round of temporary de-stressing at suitable higher
temperature. Note: Deep screening shall be undertaken within a reasonably short period of
temporary de-stressing so as to ensure that the temperature range as prescribed above is
ensured, failing which temporary de-stressing may become due again.
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e. Sequence of deep screening operation: Deep screening of LWR may be done from one end of
LWR to other end. After deep screening and consolidation, de-stressing of LWR shall be
undertaken as per Para 340 / 341.
f. As per Annexure 3/8 of IRPWM, If rail temperature exceeds td + 20°C after regular track
maintenance operations, the following Speed restrictions must be imposed during consolidation
period of track:

a When shoulder and crib compaction has been done: - 50 kmph

b When shoulder and crib compaction has not been done:- 30 kmph

iii) Ballast Cleaning Machine:

During summer months confirm from JE/P-WAY whether necessary precautions required for
deep screening on LWR track has been taken/ complied

Stress Free Temperature of LWR:

Temperature range/limits corresponding to various operations in LWR have been stipulated in
IRPWM in terms of destressing temperature (td), but practically behavior of LWR is governed by
stress free temperature (t0). Initially at the time of destressing, and thereafter till LWR has not
been disturbed td and t0 remain almost same, but once the stress conditions of LWR are
subsequently changed due to insertion of extra rail length during casual rail renewal, renewal of
defective rails, glued joints, SEJs, deep screening, TRR, fitting renewal, repair of rail/weld
failures etc., the stress free temperature (t0) may get changed. In case t0 becomes less than td it
may not be safe even when maintenance operations are being done within the specified range
of temperature given in IRPWM in terms of td.

Therefore, it is necessary that each SSE/JE P-way must know the stress free temperature of his
LWRs and various maintenance operations/renewals must be done in reference to t 0 instead of
last td, where t0 < td.

F) OTHER SPECIAL MAINTENANCE:

1. During other types of special track maintenance, like lowering/major lifting of track, major
realignment of curves, overhauling of LCs, renewal of large number of sleepers or
rehabilitation of formation/ bridges causing disturbance to track, following precautions must
be taken:
i) For carrying out such maintenance, affected length of track may be isolated from
LWR/CWR by introducing SEJs or buffer rails as needed.
ii) Temperature records of the section shall be studied and necessary action taken for
temporary destressing as per requirement.
iii) After completion of the work, the affected length of track shall be de-stressed within
limit of rail temperatures as shown below (Para 335 of IRPWM), and joined with rest of
the LWR/CWR.

Temperature Zone Rail section Range

I, II, III All Sections tm to tm+ 5° C
IV 52 kg/m & heavier tm+5° C to tm+10° C
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However, laying of LWR on wider base sleeper with 60 Kg rail and sleeper density of 1660
nos. per Km may be permitted with reduced de-stressing temperature range as under:
Temperature Zone Range of destressing Permitted degree of Permitted steepest
temperature curve (max.) gradient
Zone – I tm-5 to tm 5° 1 in 100
Zone – II tm-5 to tm 4° 1 in 100
Zone – III tm-5 to tm 4° 1 in 100
Zone – IV tm to tm+5 4° 1 in 100
Note: Above provisions of reduced de-stressing temperature for LWR with wider sleepers
shall not be applicable for LWR continued on sharp curves (sharper than 5 degree in Zone-I
and sharper than 4 degree in Zone-II, III and IV) and steep gradients (steeper than 1 in 100)
as per provisions mentioned under Paras 326(2)(a) & 326(3).
2. Use of a specially designed creep arresting device / creep anchors behind heel of switch in
tongue rail portion of turnouts.
3. Availability of Gas cutting Equipment: In case of buckling, rail cutting machine/abrasive rail
cutter cannot cut the rail due to high compressive stresses in rail. Therefore, in absence of
gas cutting equipment, restoration after buckling, will not only be difficult but also time
consuming. Availability of gas cutting equipments with each SSE/P-way in charge is a
must, and it should always be kept in working order and ready condition for use.

G) GENERAL INSTRUCTIONS:
 Do’s and Don’ts list is attached as Annexure-B, for circulation up to the lowest level. Staff
working in LWR /CWR territory should be counseled accordingly.
 Rail thermometers available with Gangs shall be checked for their correctness & all defective rail
thermometers shall be replaced before on set of summer. Deficiencies of rail thermometers
should be made good well in time.
 All SSEs/JEs, Mates and Keymen shall be explained procedures and precautions for
maintenance of LWR track. It should be ensured that they posses valid competency
certificates, as per Para 114 (17)(a) of IRPWM.
 All gangs/trackmen who have no earlier exposure for maintenance of LWR/CWR/SWR due to
various reasons such as newly recruited trackmen, and gangs which were working earlier in
MG/NG section and now GC/doubling has been taken place in their jurisdiction, should be
educated/counseled for working in LWR/CWR territory.
 Training shall be given to permanent way staff as prescribed in Training Manual. Gang
Mate/Keyman shall be given competency certificate by Divisional Training Centre before
deputing them on LWR/CWR sections. The competency certificate shall be valid for five years
from the date of issue. In exceptional cases, competency certificate can be given by ADEN by
duly examining his level of competence. Such a competency certificate will be valid for a period
of one year.
 The summer months are generally considered from 1st April to 15th July every year, where
patrolling is to be done. However, [Link]/DEN should make local adjustment in the period
depending on the temperature in the area and adjust the dates accordingly.
 Maintenance of SWR track requires special attention during pre summer and summer season.
Precautionary measures on SWR track are enclosed as Annexure-C for ready reference should
be ensured.
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 Diagram for emergency protection by hot weather patrolman on single line and double line is
enclosed as Annexure-D for ready reference.
 Each case of buckling shall be investigated by ADEN soon after its occurrence and a detailed
report submitted to DEN/Sr. DEN.
 Trackman/Patrolman should be frequently drilled for ensuring proper patrolling and protection
of track in case of buckling or tendency of buckling. Further, safety meetings/seminars for
counseling of staff shall be held with all concerned [Link] staff right up to Trackman.
 In this letter wherever td is appearing, it should be replaced with t0, wherever stress free
temperature t0. < td.
 SSEs/SEs in-charge and ADENs shall ensure that instructions have been explained to all
concerned [Link] staff and compiled with and submit a certificate, to their respective Sr DENs.
Comprehensive Certificates in this regard, from Sr DEN (Co.)s, shall reach HQ office by
25th March 2025.
 Sr. DEN (Co.) shall submit a specific Action Plan, for destressing before summer on his
division, to Chief Track Engineer, by 25th March 2025. This should contain list of identified
LWR which are needed to be destressed along with the basis of such identification, and time
bound action plan.
 It is necessary that all Engineering officers and supervisors are extra vigilant during summer
season to ensure necessary measures for prevention and timely detection of buckling and to
take timely action for prompt restoration. It is, therefore, advised that all sectional AENs
& SSE/JE/P-WAYs, who are responsible for safety of track, shall not be diverted for any
miscellaneous works other than those assigned in IRPWM.

H) TIMELY DETECTION OF SUN KINKs/TENDENCY TOWARDS BUCKLING

a) Hot Weather Patrolling:

Ensure availability of full complement of tool and equipment of patrolmen. Period for hot
weather patrolling shall be laid down by the Chief Track Engineer for each section and patrol
charts prepared where necessary. Patrolling shall be organized by JE/SSE/[Link] accordingly.
In addition, the JE/SSE/[Link] and the Gang Mate shall be vigilant during summer and on hot
days. Patrolling will be introduced when the rail temperature rises above:

(a) (i) td + 30° C on Wider Base PSC sleeper track with sleeper density 1660 nos. per km.
(ii) td + 25° C on PSC sleeper track with sleeper density 1540 nos. / km and above.
(b) td + 20° C on PSC sleeper track with sleeper density less than 1540 nos. / km.
(Note: - td should be replaced by t0, in case of t0 < td).

Patrolman shall patrol the track during the hottest part of the day, to look for kinks, incipient
buckles or tendency towards buckling, and shall properly protect the track at such sites and
report the same to nearest Station Master and SSE/JE/P-WAY immediately.

Patrolman:

i. The patrolman shall preferably be provided with a GPS tracking device, to monitor his
movements so as to ensure effective patrolling.
ii. He shall Walk over his beat slowly over one rail in one direction and on the other rail in the
return direction.
iii. On double lines, the patrolman shall repeat this procedure alternately on UP and DN tracks.
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iv. Shall be vigilant and look out for kinks in the rail especially during the hottest part of the
days.
v. When a kink is observed, the patrolman shall immediately examine at least 100 sleepers
ahead and in the rear of the kink for any floating/misaligned condition of track.
vi. Should the track reveal a floating/misaligned condition, under which a buckle may be
anticipated or the patrolman has detected actual buckling of track, the patrolman will take
immediate steps to protect the affected portion by display of hand signals as per rules in
force.
vii. After protecting the track, the patrolman will arrange to advise the Gang Mate,
JE/SSE/[Link] of his apprehension of a buckle/actual buckle.

Detailed instructions for carrying out hot weather patrols, as under, shall be followed:

i) Gang mate/JE(P-way) shall ensure that hot weather patrolmen turn out on duty during
the specified patrol period and properly carry out the patrolling duties. They shall be vigilant
during hot weather and order patrolling, if the temperature is likely to go higher than mentioned
above in Para B.1 and report to their supervisors any unusual occurrences taking place on
LWR/CWR in their beat.

ii) Patrolman with 2 red HS flags, Staff for Flag-1 No., detonators-10 Nos. and canne-a-
boule-1 No. shall do the Hot weather Patrolling as per IRPWM Para 1005 (2).

iii) Tendency towards buckling will usually manifest itself through kinks in track. Kinks may
also arise from incorrect slewing or lifting operations. By tapping sleepers for hollowness, it may
be possible to notice if there is any tendency towards buckling.

iv) During trolley inspections, AENs/DENs/Sr. DENs should carry out test checks about the
knowledge of LWR of field staff. In this connection relevant instructions to be observed at gang
level should be translated in local languages i.e. Gujarati, Marathi, Hindi etc. One copy of these
instructions (Do’s and Don’ts) in English meant for gangs is attached as Annexure-B. These
instructions should be handed over to all trackmen, patrolmen, Keymen, mates and SSE/JE/P-
Way.

v) P-way officials shall carry out foot plate inspection/other inspection in hottest hours so as
to detect any tendency towards buckling and closely monitor the patrolling. Division should
issue a program of foot plate inspections to be done by [Link]/DEN/ADEN/SSE/JE([Link]),
preferably between 12.00 to 16.00 hrs, so as to cover all sections, every day, by the nominated
official.

b) Inspection at supervisory and officer’s level: All LWRs should be inspected in detail during peak
temperature hours/day time by all levels of respective supervisors & officers to observe LWR
behavior at highest temperatures
j) Minimum Level of supervision during execution of various track maintenance works/activities
shall be ensured as per Annexure-A enclosed.
k) Foot plate inspection by SSE/P-way, ADEN and DEN/[Link] should be done during the
hottest part of day.
l) During inspections, sharp look shall be kept for kinks, incipient buckles and checks made on
functioning of the patrolling.
m) They shall check that profile of the ballast section is maintained and kept as per standard
profile prescribed in IRPWM, specially at pedestrian/cattle crossings, outside of curves, and on
approaches of level crossings, points and crossings and bridges.
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n) Cess should be made up wherever low or inadequate. As a temporary measure, released

PSC sleepers may be kept along toe of ballast, in upside down position, to retain ballast
wherever possible.
o) Sectional ADEN shall inspect all SEJs and movement at centre of LWR/CWR in hottest
months and record his observation in the LWR/CWR register in TMS.

c) Buckling of track: In summer season the main aim of track personnel is to prevent the chances
of buckling of track. It is important to have knowledge of various reasons which can potentially
cause buckling in order to ensure necessary preventive measures against buckling.

(i) Reasons for Buckling

a. Failure in adhering to the temperature ranges specified for working/maintenance
operation on LWR/CWR.

b. Inadequate resistance to longitudinal, lateral and vertical movement of track due

to deficiency of ballast in shoulders & deficiencies in standard ballast section,
inadequate ballast resistance due to insufficient consolidation of track.

c. Reduction in lateral strength of track against buckling due to excessive

lifting/slewing of track during maintenance or renewal.

d. Ineffective elastic fastening or missing fastening resulting in loss of creep

resistance and tensional resistance.

e. Improper repairs of rail fractures, due to addition of metal (length) in LWR,

resulting into lowering of stress free temperature. (Especially when repairs and
renewals are done during cold part of the day/night i.e. at a temperature below t d
without using rail tensor).

f. Excessive settlement of formation.

g. Misalignment kinks, improper packing of track.
h. Improper functioning of SEJs.

I) PROMPT RESTORATION (Including protection of Track):

For ensuring prompt rectification/attending buckling/tendency of buckling etc., following

arrangements shall be made:
 All the patrolmen, Keymen, Mates, SSE/JEs must be well conversant with the method of
protecting the track and carrying out emergency repairs. They must be suitably counseled for
adopting correct and safe practices. Cyclostyled/printed slips, for imposing caution order, must
be made available with them.
 As soon as the tendency for buckling is detected, the traffic shall be suspended and the track
protected. Mate/JE/SSE(P-way) must be informed immediately.
 The Gangmate on receipt of advice of a danger of buckle shall proceed to the site quickly with
all available men. On arrival at site, he will first ensure protection of the affected portion. He
should then inspect the condition of track 100 m on either side of this suspected zone and
commence heaping of surplus ballast, if available, on the shoulders up to the top of the web of
the rail obtaining the ballast from inter-sleeper spaces between the rails and keep on
compacting the ballast with available tools. No attempt should be made to slew or align the
track or disturb the existing ballast section. The mate should continue to remain at site till the
arrival of JE/ SSE [Link]. The rail temperature shall also be noted byone of these officials at
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the place of apprehended/actual buckle. The rail facing the sun shall be covered up to the
level of rail head on the outside by ballast or leaves etc. to bring down the temperature of the
rail.
 Repairs to Buckled Track
When the track actually buckles, the traffic shall be suspended and the cause of
buckling ascertained. The position of tongue and stock rails of the SEJ shall be
checked. The methods of rectification are explained below.
The rectification shall normally be carried out in the following stages under the
supervision of JE/P- WAY/SSE/P-WAY:-
(a) Emergency repairs.
(b) Permanent repairs.
(c) Destressing.
i. Emergency Repairs
The buckled rails shall preferably be gas cut adequately apart not less than 6.5
meter. The track shall then be slewed to the correct alignment and cut rails of the
required lengths shall be inserted to close the gaps making due provision for
welding of joints on both sides. The cut rails shall then be connected by use of
special fishplates and tight screw clamps and the line opened to traffic with speed
restriction as indicated below
 Schedule of speed restriction as per Annexure - 3/8 of IRPWM
After emergency repairs to track after buckling
(i) First train STOP DEAD & 10 kmph
(ii) Subsequent trains 20 kmph

ii. Permanent Repairs

As soon as possible, the clamped joints shall be welded adopting the same
procedure as in Para 349(4) and (5) of IRPWM. Additional pair of cut rails and rail
cutting equipment shall also be required to adjust the gaps in case they have been
disturbed in the intervening period.

iii. Destressing
The length of track of minimum 500 m on either side of the location of buckling of
the affected LWR shall be de-stressed as soon as possible as per Para 340/Para
341 of IRPWM and complete LWR shall be inspected by ADEN and further action
as deemed necessary shall be taken.
Please ensure compliance of the above precautions for summer and submit the
comprehensive certificate to this office by 25th March 2025 positively.

(Sanjay Khare)
Chief Track Engineer

DRM: BCT, BRC, RTM, ADI, RJT, BVP – For information.

Copy to: CBE, CE (RSW), CE (W&SD), CE (TMC), CE (PL), CE (G), CE (TS)
Copy to: PCE for kind information
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ANNEXURE-A

WORK CHART AND AUTHORISED LEVEL OF SUPERVISION

(As per IRPWM Annexure 3/10)

Lowest level of
Sl No. Nature/details of Work staff/supervisor
incharge of work
1. Maintenance operation
JE/P-WAY
(a) Mechanised Tamping, Lifting (general lift) Alignment,
Minor alignment of curves, Deep screening.
b) Manual Packing, Alignment Gangmate

c) Lifting/Lowering of track. JE/P-WAY

d) Lifting, aligning, packing etc., in case of emergencies at JE/P-WAY
temperatures higher than those permitted.
2. Rails sleepers and fastenings
a) Packing or renewal of single isolated sleeper not requiring Gangmate
lifting or slewing of track.
b) Renewal of fastenings not requiring lifting Keyman
c) Renewal/recoupment of fastenings requiring lifting Gangmate
d) Casual renewal of sleepers and fastenings over long stretches JE/P-WAY
e) Renewal of defective rails JE/P-WAY
f) Carrying out welding of rail joints at site JE/P-WAY
3. Ballast
a) Making up shortage of ballast in shoulders at isolated places Gangmate
b) Replenishment of ballast & checking ballast section before the JE/P-WAY
onset of summer
c) Screening of ballast other than deep screening JE/P-WAY
d) Deep screening JE/P-WAY
4. Curve alignment
a) Minor realignment of curves JE/P-WAY
b) Major realignment of curves under special instructions from JE/P-WAY
ADEN
5. Hot Weather Patrolling
a) Imposing speed restriction if the temperature exceeds
td+200C after maintenance work is completed, manually or by Gangmate
machines
b) Organizing hot weather patrolling during summer months JE/P-WAY
c) Ensuring that hot weather patrolman turns out promptly for
duty during the required period of patrolling and during other Gangmate
periods when rail temperature exceeds td+20° C
d) Hot weather patrolling, watching stability of track, presence of Hot weather
large number of sleepers with defective packing, alignment of patrolman
track, checking if the profile of ballast is disturbed, tendency for
lateral/vertical deformation of track.
e) Inspection in summer months and checking on the working of JE/P-WAY
hot weather patrols
6. De-stressing: All operations regarding destressing JE/P-WAY
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7. Rail fracture
a) Emergency repair Keyman.
Trackmen with
Valid competency
Certificate
b) Temporary repair JE/P-WAY
c) Permanent repair JE/P-WAY
8. Buckling
a) Protection of track and secure safety of trains in case of Patrolman
buckling, rail fractures, or any abnormal behaviour of track.
b) Emergency repairs JE/P-WAY
c) Permanent repairs JE/P-WAY
9. Emergencies: Action in case of damage to track following JE/P-WAY
derailments, breaches etc.

10. Inspection and checking

a) Checking of SEJ, oiling and greasing and re-tightening/ Keyman
renewal of fittings once a fortnight
b) Inspection of SEJ JE/P-WAY

Note: Hot Weather Patrolmen should be aware of their duties and should be drawn, as far as
possible, from Gangs.
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Annexure-B
DOs & DON’Ts of LWR for Key man, Mate

(a) DO’s
i) Confine essential maintenance to period when the temperature is below td +10o C.
ii) Keep the rail thermometer with proper markings with limiting temperature ranges thereon in
proper working order. Learn the limits of temperature restrictions as marked on
thermometers for various operations.
iii) Get all your SEJs oiled and greased once in a fortnight.
iv) Check the gaps of SEJ at extremes of temperatures
v) Check that reference posts at SEJ and at center of LWR/CWR are correctlymaintained.
vi) Use only MK- V ERC’s in LWR through Turnouts.
vii) Keep the ballast section full and in compacted condition particularly in cribs and shoulders.
Deficiency in ballast shall be brought to the notice of JE/P-WAY.
viii) Keep close watch on pedestrian and cattle crossings, where the ballast is often disturbed.
Make up ballast deficiency promptly.
ix) Pay special attention to SEJs, breathing lengths, curves, approaches to level crossings, un-
ballasted bridges, horizontal and vertical curves.
x) Close watch should be kept on missing and ineffective fastenings, shortage of ballast,
misalignment, slewing, Lifting, improper packing, about which you should be very careful
to avoid buckling. train men in detecting buckling, rail fractures etc. and protection of the
trains in suchcases.
xi) Impose speed restriction if temperature exceeds td +200 C during consolidation period.
xii) Keep the patrolling equipments always handy and start patrolling of track as soon as
temperature exceeds
(a) td + 30° C on Wider Base PSC sleeper track with sleeper density 1660 nos. per km.
(b) td + 25°C on PSC sleeper track with sleeper density 1540 nos./km and above.
(c) td + 20°C on PSC sleeper track with sleeper density less than 1540 nos./km.
xiii) Commence patrolling as per laid down schedule for the prescribed periods.
xiv) Keep sharp look out for severe alignment defects in summer. Protect the trains and report to
superiors.
xv) Renew fittings only on one sleeper at a time.
xvi) Ensure that fittings are tightly fitted at proper places at all times.
xvii) Pay special attention for crib and shoulder packing of ballast on sleepers
xviii) Learn what to do when there is buckling or fracture in the track.
xix) Ensure that all bridges and its approaches have all fittings at all times and are
regularly tightened.
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(a) DON’Ts

i) Do not touch the track unnecessarily unless specifically instructed by SSE/JE/P-WAY.

ii) Do not undertake through packing, shallow screening after the onset of summer months.
iii) Do not open shoulder and crib ballast at one and the same time.
iv) Do not try to lift the track while packing sleepers for replacement of fastening and
slewing with crowbars.
v) Do not open the track for more than 30 sleepers in a stretch. Keep at least 30 fully boxed
sleeper between adjacent lengths opened out.
vi) Do not renew more than one sleeper within 30 sleepers at a time.
vii) Do not renew fastenings not requiring lifting on more than one sleeper within 15
sleepers ata time, for example rubber pads.
viii) Do not renew fastenings, requiring lifting, on more than one sleeper within 30 sleepers at
a time.
ix) Do not allow loose, missing or ineffective fastenings to remain in track.
x) Do not neglect checking and attending to the breathing lengths of LWR/CWR in a fortnight.
xi) Do not lift track by more than 50 mm even if temperature is within td.
xii) Usually, it has been seen that Gang mates have a belief that, during summer they can carry
out casual packing/lifting of track after 15.00 hrs without any consideration for temperature
range. They should be counseled for not to do so, as though the ambient temperature
starts falling after 15.00 hrs, but the rail temperature falls later and slowly.
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Annexure-C
MAINTENANCE OF SWR

(a) Regular track maintenance involving packing, lifting aligning and local adjustment of curve,
screening of ballast other than deep screening and scattered renewal of sleepers may be carried
out without restriction when the rail temperature is below:
tm + 25°C in the case of zone I & II and tm + 20°C in the zone III and IV

However,
for curve Radius<875 m (BG), <600 m (MG) or for yielding formation.
The above temperature limit is: -
tm + 15°C in the case of Zone I and II and tm + 10°C in the case of Zone III and IV.

(b) If maintenance operation have to be under taken at temperature higher than specified above in
Para I, not more than 30 sleeper spaces in one continuous stretch shall be opened, leaving at
least 30 fully boxed sleeper spaces between adjacent length.

(c) During summer months, or if joint gaps are not available at the time of opening of track, even if
rail temperature is less than those specified above in para-1, not more than 30 sleepers in
continuous stretch should be opened, leaving at least 30 boxed sleeper spaces between
adjacent lengths which are opened up.

(d) Major lifting, major alignment of curve, deep screening and renewal of sleepers in continuous
length:
Work shall be done under suitable precautions and normally when rail temperature is below:
tm+15°c - Zone I + II
tm+10°c - Zone III + IV
If it becomes necessary to undertake work at rail temperature exceeding above values,
adequate speed restriction shall be imposed.
Adequate number of joggle fish plates with special clamps shall be provided to gangs for
use in emergency.

(e) Fish plated joints must be kept oiled & greased before summer, to facilitate relative movement
ofrail ends with fishplates with variation of temperature, failing it may result in buckling.

(f) Gap Survey: -

(i) Gap survey and rectification of gaps is to be carried out, in stretches where track
develops excessive creep jammed joints, sun kinks, buckling, wide gaps, battered and
hogged joints, fractures at joints and bending of bolts etc. In SWR the gap survey and
adjustment should normally be done before the end of February once a year (i.e.,
before onset of summer) (Par 320 of IRPWM).
(ii) The average of the measured gaps shall be worked out as shown in the pro forma for
gap survey (Annexure 3/6 of IRPWM). A comparison of the results of the gap
measurements recorded and the permissible values of gap (concerned range for gap)
given above will lead to one of the following cases: –
Case 1 – Average gap is within the recommended range, but some of the individual gaps
fall outside the range.
Case 2 – Average gap falls outside the recommended range.
Case 3 – Average gap as well individual gaps fall within the range.
(iii) Action for adjustment of gaps shall be taken corresponding to type of case mentioned
above, as prescribed in Para 320 (5) of IRPWM.
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ANNEXURE-D

EMERGENCY PROTECTION BY HOT WEATHER PATROLMAN

SINGLE LINE BROAD GAUGE

As per IRPWM para 812

1. Whenever in consequence of an obstruction of a line or for any other reason it is

necessary for a railway servant to stop approaching train he shall plant a danger signal at
the spot and proceed with all haste in the direction of an approaching train with a danger
signal (red flag by day and red light by night) to a point 600 metres from the obstruction.

2. Place one detonator on the line after which he shall proceed further for not less than 1200
metres from the obstruction and place three detonators on the line 10 metres apart.

3. He should then take a stand at a place not less than 45metres from there, from where he
can obtain a good view of an approaching train and continue to exhibit the danger signal,
until recalled. If recalled, he shall leave on the line three detonators and on his way back
pick up the intermediate detonator continuing to show the danger signal.

4. On single line the line must be protected on each side of obstruction.

5. Where there are adjacent lines and it is necessary to protect such lines, action should be
taken on each such line in a similar manner.
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EMERGENCY PROTECTION BY HOT WEATHER PATROLMAN

DOUBLE LINE BROAD GAUGE

As per IRPWM para 812

1. Whenever in consequence of an obstruction of a line or for any other reason it is necessary

for a railway servant to stop approaching train he shall plant a danger signal at the spot and
proceed with all haste in the direction of an approaching train with a danger signal (red flag
by day and red light by night) to a point 600 metres from the obstruction.

2. Place one detonator on the line after which he shall proceed further for not less than 1200
metres from the obstruction and place three detonators on the line 10 metres apart.

3. He should then take a stand at a place not less than 45metres from there, from where he can
obtain a good view of an approaching train and continue to exhibit the danger signal, until
recalled. If recalled, he shall leave on the line three detonators and on his way back pick up
the intermediate detonator continuing to show the danger signal.

4. Where there are adjacent lines and it is necessary to protect such lines, action should be
taken on each such line in a similar manner.