NEWS


BEATING THE ‘BUCKLE’


R


ecent extreme weather events in the UK not only posed a public health risk, they challenged


the integrity of rail infrastructure vulnerable to spells of intense heat. In Lingwood, Norfolk, the temperature


reached 37.7 °C on 26 June 2026, a UK record for the time of year. The searing heatwave, the second of the summer, was preceded by huge storms and torrential rainfall across southern England. Climate change has increased the


frequency of similarly disruptive weather patterns. Met Office data shows that nine of the 10 hottest days ever recorded in the UK have occurred since 1990. The trend is forecast to continue, with the impact on our daily lives - particularly in terms of travel - becoming more profound. While train disorder is a major source


of public annoyance and personal inconvenience, it’s important to remember that it is often the result of preventative measures taken by rail operators for the correct reason - to maintain passenger safety. UK rail is generally installed at a


‘stress-free temperature’ (SFT) of 27 to 30 °C. When rail temperatures exceed this level - UK rail temperatures have been recorded at more than 60 °C during hot spells - the steel expands significantly over long distances. This causes compressive forces to build up in the rails, potentially moving them out of alignment to dissipate the force, leading to what the industry calls a ‘track buckle’. Disturbed or deficient track ballast


in areas where engineering work has recently taken place increases the risk of misalignment, with impact and vibration further enhancing the potential for disruption. To overcome the issue and to improve driver reaction times to visible misalignment, train speeds


are reduced and staff are positioned lineside to obtain site rail temperatures every 30 minutes and look for signs of developing track misalignment. The decision to take these protective


measures is informed by actual rail temperatures. Traditionally, these are obtained through manual in- person inspections by rail engineers using handheld equipment. However, such tests are labour intensive


and cover a limited geographical area, while the data only reflects conditions at the time of inspection. Weather forecast modelling is another established method for pinpointing trackside areas of concern during heatwaves. Remote monitoring, in the form of


rail temperature sensors, has emerged as the safest and most accurate method of assessing rail locations at risk during extreme weather events. The technology includes continuous monitoring, early-warning capability and location-specific data, increasing its use across the UK rail network as a smart, fast, and reliable alternative to traditional management methods. DYWIDAG Smart Temp is a next-


generation remote monitoring system capable of real-time, actionable temperature data every 15 minutes, with an option to increase reporting frequency as the temperature climbs. Fully integrated with Network Rail’s RADAR system, Smart Temp enables operators to pre-empt weather impacts through precise, data-driven decision-making for a safer, more efficient rail network. Fitted with two high-strength


magnets, Smart Temp is quick and easy to install. Once in situ, its strong rail-side attachment withstands heavy vibration and provides GPS location, programmable alert levels,


12 / WELDING WORLD MAGAZINE - ISSUE 04 - AUGUST 2026


and market-leading visualisation via DYWIDAG’s Infrastructure Intelligence Infrastructure Intelligence tackles


the ‘too much data, not enough time’ issue facing rail operators at decision- critical moments. Its dashboard includes configurable widgets, maps and camera feeds. This comprehensive combination simplifies complex monitoring data, provides instant situational awareness, improves site safety understanding, and enables faster, more confident operational decision-making. The wider adoption of predictive


monitoring technology is essential for taking rapid precautionary action to prevent accidents, delays and upholding rail service reliability during extreme weather conditions.


www.dywidag.com


Page 1  |  Page 2  |  Page 3  |  Page 4  |  Page 5  |  Page 6  |  Page 7  |  Page 8  |  Page 9  |  Page 10  |  Page 11  |  Page 12  |  Page 13  |  Page 14  |  Page 15  |  Page 16  |  Page 17  |  Page 18  |  Page 19  |  Page 20  |  Page 21  |  Page 22  |  Page 23  |  Page 24  |  Page 25  |  Page 26  |  Page 27  |  Page 28  |  Page 29  |  Page 30  |  Page 31  |  Page 32  |  Page 33  |  Page 34  |  Page 35  |  Page 36  |  Page 37  |  Page 38  |  Page 39  |  Page 40