ISO/FDIS 22083

• Abstract:

  In order to reduce the impact of predictable natural hazards on railway operation, this document specifies a general concept and basic requirements for the planning of railway operation in the events of predictable natural hazards, focusing on rainfall and strong wind. The given concepts and basic requirements do not apply to regions where the consequences of the addressed predictable hazards for railway operation are low or non-existent. The definition of such regions is out of the scope of this document. This document includes measures directly related to railway operation to reduce the impact in the events of predictable natural hazards. Furthermore, this document does not include specific measures which ensure passenger safety or which provide protection against railway-operational damage caused by the predictable natural hazards. Therefore, residual risk can remain.

• Status: Not Published
• ICS: 03.220.30 - Transport by rail
• Technical Committee: ISO/TC 269/SC 3 - Operations and services
• Drafting Committee: ISO/TC 269/SC 3/WG 1 - Planning of operational concepts for earthquakes
• Current Stage: 5020 - FDIS ballot initiated: 2 months. Proof sent to secretariat
• Start Date: 31-Aug-2026
• Completion Date: 31-Aug-2026

Overview

ISO/FDIS 22083:2026 – Railway applications – General and basic requirements for planning railway operation in the event of predictable natural hazards is an international standard developed by ISO. It is designed to assist railway operators and infrastructure managers in preparing for, responding to, and minimizing the impact of predictable natural hazards, specifically heavy rainfall and strong wind, on railway operations. The standard proposes a structured approach to operational planning, establishing general concepts and fundamental requirements for maintaining reliable train services during adverse natural events.

Key Topics

• Predictable Natural Hazards: The standard focuses on meteorological phenomena such as strong wind and heavy rainfall which can be forecasted to some degree using prior information.
• Five Cyclic Stages: ISO/FDIS 22083 outlines five key stages for operational planning and management:
  • Monitoring of natural hazards
  • Decision for operational restriction
  • Implementation of operational restriction
  • Inspection and decision for resumption
  • Resumption of regular operation
• Operational Restrictions: Procedures include speed limitations, train rerouting, or suspension based on hazard monitoring.
• Inspection and Resumption: After the hazard event, thorough inspections are recommended before restoring full operational capacity.
• Residual Risk: The standard highlights that while operational measures can reduce risks, some residual risk from natural hazards may remain.

Applications

ISO/FDIS 22083 is valuable for a range of stakeholders in the railway sector:

• Railway Operators: Enables development of internal protocols to manage natural hazard events by implementing structured monitoring and decision-making processes.
• Infrastructure Managers: Assists in preparing contingency plans that protect railway assets and ensure timely information flow during hazard events.
• Emergency Planners: Supports the integration of hazard readiness into broader risk management strategies for railways.
• International Railways: Facilitates harmonization of operational responses across countries and regions, supporting better coordination and cross-border railway safety.

Key applications include:

• Creating monitoring systems for real-time data collection on wind speed and rainfall to support timely operational decisions.
• Establishing decision thresholds for operational restrictions to ensure consistent and proactive responses.
• Developing training and communication channels for all operational personnel to execute emergency procedures effectively.
• Coordinating with relevant authorities and stakeholders for efficient hazard management.

Related Standards

For a comprehensive approach to railway safety and natural hazard mitigation, organizations may consider ISO/FDIS 22083 together with:

• ISO 19649 – Railway applications – Safety measures and guidelines for protecting passenger and staff
• ISO 22301 – Security and resilience – Business continuity management systems
• ISO 14001 – Environmental management systems
• EN 50126 – Railway applications – The specification and demonstration of Reliability, Availability, Maintainability and Safety (RAMS)
• IEC 62236 – Railway applications – Electromagnetic compatibility

Practical Value

Implementing ISO/FDIS 22083 helps railways:

• Reduce operational disruptions caused by weather events
• Protect critical infrastructure and rolling stock
• Enhance safety and reliability for passengers and freight customers
• Foster resilience and business continuity in the face of climate-related hazards

By following the structured planning and response measures outlined in this international standard, railway operators can improve preparedness, speed of recovery, and overall operational resilience against predictable natural hazards.

FINAL DRAFT
International
Standard
ISO/TC 269/SC 3
Railway applications — General and
Secretariat: JISC
basic requirements for planning
Voting begins on:
railway operation in the event of
2026-08-31
predictable natural hazards
Voting terminates on:
2026-10-26
Applications ferroviaires — Exigences générales et essentielles
pour la planification du fonctionnement ferroviaire en cas de
catastrophes naturelles prévisibles
RECIPIENTS OF THIS DRAFT ARE INVITED TO SUBMIT,
WITH THEIR COMMENTS, NOTIFICATION OF ANY
RELEVANT PATENT RIGHTS OF WHICH THEY ARE AWARE
AND TO PROVIDE SUPPOR TING DOCUMENTATION.
IN ADDITION TO THEIR EVALUATION AS
BEING ACCEPTABLE FOR INDUSTRIAL, TECHNO­
LOGICAL, COMMERCIAL AND USER PURPOSES, DRAFT
INTERNATIONAL STANDARDS MAY ON OCCASION HAVE
TO BE CONSIDERED IN THE LIGHT OF THEIR POTENTIAL
TO BECOME STAN DARDS TO WHICH REFERENCE MAY BE
MADE IN NATIONAL REGULATIONS.
Reference number
FINAL DRAFT
International
Standard
ISO/TC 269/SC 3
Railway applications — General and
Secretariat: JISC
basic requirements for planning
Voting begins on:
railway operation in the event of
predictable natural hazards
Voting terminates on:
Applications ferroviaires — Exigences générales et essentielles
pour la planification du fonctionnement ferroviaire en cas de
catastrophes naturelles prévisibles
RECIPIENTS OF THIS DRAFT ARE INVITED TO SUBMIT,
WITH THEIR COMMENTS, NOTIFICATION OF ANY
RELEVANT PATENT RIGHTS OF WHICH THEY ARE AWARE
AND TO PROVIDE SUPPOR TING DOCUMENTATION.
© ISO 2026
IN ADDITION TO THEIR EVALUATION AS
All rights reserved. Unless otherwise specified, or required in the context of its implementation, no part of this publication may
BEING ACCEPTABLE FOR INDUSTRIAL, TECHNO­
LOGICAL, COMMERCIAL AND USER PURPOSES, DRAFT
be reproduced or utilized otherwise in any form or by any means, electronic or mechanical, including photocopying, or posting on
INTERNATIONAL STANDARDS MAY ON OCCASION HAVE
the internet or an intranet, without prior written permission. Permission can be requested from either ISO at the address below
TO BE CONSIDERED IN THE LIGHT OF THEIR POTENTIAL
or ISO’s member body in the country of the requester.
TO BECOME STAN DARDS TO WHICH REFERENCE MAY BE
MADE IN NATIONAL REGULATIONS.
ISO copyright office
CP 401 • Ch. de Blandonnet 8
CH-1214 Vernier, Geneva
Phone: [phone]
Email: [e-mail]
Website: www.iso.org
Published in Switzerland Reference number
ii
Contents Page
Foreword .iv
Introduction .v
1 Scope . 1
2 Normative references . 1
3 Terms and definitions . 1
4 Stages for planning of railway operation. 3
4.1 General .3
4.2 Stage 1: Monitoring of predictable natural hazards .4
4.3 Stage 2: Decision for operational restriction.4
4.4 Stage 3: Implementation of operational restriction .4
4.5 Stage 4: Inspection and decision for resumption .5
4.6 Stage 5: Resumption of regular operation .5
5 Concepts for planning of railway operation . 5
5.1 General .5
5.2 Basic plans for planning railway operation during predictable natural hazards .5
5.3 Development of procedures for railway operation .5
5.3.1 General .5
5.3.2 Factors considered for all stages .6
5.3.3 Stage 1: Monitoring of predictable natural hazards .6
5.3.4 Stage 2: Decision for operational restriction .6
5.3.5 Stage 3: Implementation of operational restriction . .7
5.3.6 Stage 4: Inspection and decision for resumption .7
5.3.7 Stage 5: Resumption of regular operation .7
6 Railway operation in the events of specific predictable natural hazards . 7
6.1 General .7
6.2 Strong wind .7
6.2.1 General .7
6.2.2 Monitoring .8
6.2.3 Decision .8
6.2.4 Implementation of operational restriction .8
6.2.5 Inspection and decision for resumption .8
6.2.6 Resumption of regular operation .8
6.3 Heavy rainfall .9
6.3.1 General .9
6.3.2 Monitoring .9
6.3.3 Decision .9
6.3.4 Implementation of operational restriction .10
6.3.5 Inspection and decision for resumption .10
6.3.6 Resumption of regular operation .10
Annex A (informative) Example of the monitoring system used in some countries to decide
operational restrictions using data.11
Annex B (informative) Examples of implementation for the five cyclic stages related to strong
wind .12
Annex C (informative) Examples of implementation for the five cyclic stages related to heavy
rainfall .15
Bibliography .21

iii
Foreword
ISO (the International Organization for Standardization) is a worldwide federation of national standards
bodies (ISO member bodies). The work of preparing International Standards is normally carried out through
ISO technical committees. Each member body interested in a subject for which a technical committee
has been established has the right to be represented on that committee. International organizations,
governmental and non-governmental, in liaison with ISO, also take part in the work. ISO collaborates closely
with the International Electrotechnical Commission (IEC) on all matters of electrotechnical standardization.
The procedures used to develop this document and those intended for its further maintenance are described
in the ISO/IEC Directives, Part 1. In particular, the different approval criteria needed for the different types
of ISO documents should be noted. This document was drafted in accordance with the editorial rules of the
ISO/IEC Directives, Part 2 (see www.iso.org/directives).
ISO draws attention to the possibility that the implementation of this document may involve the use of (a)
patent(s). ISO takes no position concerning the evidence, validity or applicability of any claimed patent
rights in respect thereof. As of the date of publication of this document, ISO had not received notice of (a)
patent(s) which may be required to implement this document. However, implementers are cautioned that
this may not represent the latest information, which may be obtained from the patent database available at
www.iso.org/patents. ISO shall not be held responsible for identifying any or all such patent rights.
Any trade name used in this document is information given for the convenience of users and does not
constitute an endorsement.
For an explanation of the voluntary nature of standards, the meaning of ISO specific terms and expressions
related to conformity assessment, as well as information about ISO's adherence to the World Trade
Organization (WTO) principles in the Technical Barriers to Trade (TBT), see www.iso.org/iso/foreword.html.
This document was prepared by Technical Committee ISO/TC 269, Railway applications, Subcommittee SC 3,
Operations and services.
Any feedback or questions on this document should be directed to the user’s national standards body. A
complete listing of these bodies can be found at www.iso.org/members.html.

iv
Introduction
Railway operators aim to provide safe and reliable transport service for customers (i.e. passengers and
consignors) and railway owners. This aim should be achieved as far as possible even under irregular railway
operational conditions, such as predictable natural hazards. This is applies not only to areas which have
experienced predictable natural hazards, but also to areas without previous experience of significant events
of predictable natural hazards, but for which a risk of experiencing predictable natural hazards exists.
Therefore, in order to reduce a customer’s risk in relation to predictable natural hazards, such as a risk to
safety and reliability of the railway service, and as a result of the lack of available standards, guidance and
other documentation for such measures in railway operation, this document was developed.

v
FINAL DRAFT International Standard ISO/FDIS 22083:2026(en)
Railway applications — General and basic requirements for
planning railway operation in the event of predictable natural
hazards
1 Scope
This document specifies general and basic requirements for planning railway operation during predictable
natural hazards, with a focus on heavy rainfall and strong wind, to reduce their impact on railway operation.
This document does not apply to regions where the consequences of the addressed predictable natural
hazards for railway operation are low or non-existent.
This document includes measures directly related to railway operation to reduce the impact in the event
of predictable natural hazards. However, this document does not include specific measures which ensure
passenger safety or which provide protection against railway-operational damage caused by the predictable
natural hazards. Therefore, residual risk can remain.
2 Normative references
There are no normative references in this document.
3 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
ISO and IEC maintain terminology databases for use in standardization at the following addresses:
— ISO Online browsing platform: available at https:// www .iso .org/ obp
— IEC Electropedia: available at https:// www .electropedia .org/
3.1
natural hazard, noun
geological or meteorological naturally occurring phenomenon that can cause damage to physical
infrastructure or loss of life in a large area
EXAMPLE Earthquakes, volcanic eruptions, landslides, tsunamis, strong winds, sudden gusts, heavy rainfalls,
floods, heavy snows, dense fogs and abnormally high temperatures amongst others.
3.2
predictable natural hazard, noun
natural hazard (3.1) whose occurrence can be predicted to some extent based on prior information
3.3
state, noun
condition of a factor at a point in time that can affect the railway facilities or rolling stock and that can
impede the safe operation of trains

3.4
railway operation, noun
control and management of the railway service
Note 1 to entry: In this document, railway operation includes the responsibility for managing and maintaining railway
infrastructure, traffic management and signalling, provision and maintenance of rolling stock, and services for the
transport of goods, passengers, or both by rail. In countries where these responsibilities are provided by different
parties, the tasks defined in this document should be divided accordingly.
[1]
[SOURCE: ISO 22888:2020 , 3.1]
3.5
operational restriction, noun
application of a speed restriction, re-routing or operation suspension to trains according to relevant
operational procedures in order to improve the safety of the trains or to reduce the risk due to natural
hazards
3.6
operational condition, noun
operational mode which depends on the permitted running speed of a train on a particular section of the
network
Note 1 to entry: There are two types of operational mode: regular condition (3.7) and irregular condition (3.8).
3.7
regular condition, noun
condition in which trains can operate at the maximum permitted line speed
[1]
[SOURCE: ISO 22888:2020 , 3.5]
3.8
irregular condition, noun
condition in which an operational restriction (3.5) is enforced due to an unusual situation
[1]
[SOURCE: ISO 22888:2020 , 3.6]
3.9
operator, noun
individual responsible for railway operation (3.4)
3.10
threshold, noun
pre-defined value that determines the implementation of the operational restriction (3.5)
Note 1 to entry: A threshold can include observed values as well as predicted values.
3.11
stage, noun
step in a series of cyclic actions taken by the operator (3.9) to ensure safe railway operations (3.4) in response
to predictable natural hazards (3.2)
3.12
monitoring, noun
continuous gathering of information related to predictable natural hazards (3.2)
Note 1 to entry: Monitoring can be performed for detecting unusual states of factors, such as wind speed, rainfall
amount, rainfall intensity, duration of rainfall or events which can be directly associated with the respective extreme
weather, such as slope failure, scouring around bridge piers and abutments due to river swelling.
3.13
decision, noun
action taken based on judgement on changes to be made in operational conditions (3.6) based on monitoring
(3.12) of meteorological parameters, state (3.3) changes, or both (such as rainfall amount and wind speed)

3.14
inspection, noun
process of checking the state (3.3) of the railway facilities by visiting the site or by other suitable means to
see if the condition of the railway facilities causes any problems with train operations
3.15
implementation
process of changing the operational conditions (3.6) according to the decision (3.13) taken
3.16
resumption, noun
removal of an operational restriction (3.5) and return to regular train service
4 Stages for planning of railway operation
4.1 General
Clause 4 establishes the five cyclic stages for developing the measures necessary for railway operation
during the time period of predictable natural hazards (see Figure 1):
— stage 1: monitoring of predictable natural hazards;
— stage 2: decision for operational restriction;
— stage 3: implementation of operational restriction;
— stage 4: inspection and decision for resumption;
— stage 5: resumption of regular operation.
The stages given in Figure 1 refer to a series of actions implemented by operators for railway operation
before, during and after a predictable natural hazard event. The condition switches at Stage 3 or 5 as shown
in Figure 1.
Key
stage
operational condition
Figure 1 — Stages and conditions from regular conditions to operational restrictions caused by
predictable natural hazards to the resumption of regular operation
4.2 Stage 1: Monitoring of predictable natural hazards
In stage 1, meteorological parameters, state changes, or both, are monitored.
4.3 Stage 2: Decision for operational restriction
In stage 2, a decision is taken on whether operational restrictions need to be implemented to ensure
continued safe operation using the predictable natural hazard information obtained at stage 1.
4.4 Stage 3: Implementation of operational restriction
Stage 3 takes place when the operation of a train in regular condition is switched to its operation in irregular
condition (speed restriction, rerouting or operational suspension) if such a decision has been taken in
stage 2.
4.5 Stage 4: Inspection and decision for resumption
In stage 4, the condition of railway facilities are inspected to provide information on whether railway
operation can be resumed under regular condition.
4.6 Stage 5: Resumption of regular operation
In stage 5, railway operation is returned to its regular condition based on the information gathered in
stage 4.
5 Concepts for planning of railway operation
5.1 General
Operators should establish plans and management procedures for railway operation which can be applied to
predictable natural hazards, such as heavy rainfall or strong wind.
Operators shall implement the five cyclic stages in order and in a timely manner to ensure safe and stable
train operations.
Operators should make every effort possible to minimize the risk to safety and maximize reliability of the
railway service and should return to regular conditions when it is deemed safe to do so.
NOTE Safety is not influenced by economic consideration. Reliability is possibly influenced by economic
consideration and evaluation of financial loss.
5.2 Basic plans for planning railway operation during predictable natural hazards
Operators shall develop a basic plan which includes consideration of the factors necessary to develop
procedures for railway operation during predictable natural hazards, such as heavy rainfall or strong wind.
The basic plan may be adapted to the specific situation.
The basic plan can consider, for example, of:
— traffic frequency;
— passenger density;
— infrastructure vulnerability;
— economic and social impact;
— history of either past events or predicted events, or both;
— damage due to either past events or predicted events, or both;
— line speed;
— cost effectiveness.
5.3 Development of procedures for railway operation
5.3.1 General
While implementating each stage, operational procedures and general requirements for railway operation
in a particular area, the organizational and responsibility chain practices in that area should also be
considered.
It is common for a predictable natural hazard event to involve not just one, but several operators in rail
operations during the emergency situation. The developed procedures should thus be shared among the
concerned operators who are responsible for each task.
In the procedures, information about the hazard can be communicated to the operators and passed on
through operational restrictions, alarms, or both.
Operators can promote dissemination and training for the developed procedures to efficiently apply them in
case of a real predictable natural hazard.
5.3.2 Factors considered for all stages
Provisions for each stage related to railway operation are shown in 5.3.3 to 5.3.7. Factors that are relevant to
the management of railway operation can be considered if necessary, including:
— corporate structure;
— resourcing and staffing requirements;
— tools, devices and equipment;
— operational procedures;
— emergency contact network among all concerned operators and relevant organizations;
— communication procedures;
— information indices (e.g. wind speed, wind direction, rainfall amount);
— decision threshold(s);
— objectives and roles of the concerned parties;
— emergency response intervals for railway lines;
— terrain and environment around railway lines; and
— speed levels of railway lines.
5.3.3 Stage 1: Monitoring of predictable natural hazards
For the railway operation procedures, operators shall determine how to quickly obtain information on the
natural hazards and should guarantee the means for distributing information accurately to the parties
responsible for the decision for operational restriction.
Operators should determine methods and indicators for obtaining information on natural hazards and,
where monitoring systems are available, on the railway system's response to events related to the hazard,
using appropriate methods and frequencies.
In addition to the information obtained from monitoring activities and transmitted directly from personnel,
operators may obtain information on events using a specific system, a flash report issued from other
organisations, or a combination of these.
5.3.4 Stage 2: Decision for operational restriction
Operators shall consider how to determine the operational restriction.
Operators should consider what information is needed to support their decisions, including the use of the
information indices, where available.
Decision threshold(s) shall be set appropriately, considering the natural hazard monitoring method, the
impact on railway operation due to predictable natural hazards, the possibility of damage to the railway
facilities and the past information on the natural hazards and the damage to the facilities.

An automatic system can be employed to support this decision process.
5.3.5 Stage 3: Implementation of operational restriction
Operators shall establish the procedure for switching the operational condition from regular to irregular
when operational restrictions are required to maintain safe operation.
5.3.6 Stage 4: Inspection and decision for resumption
Operators shall establish appropriate inspection procedures which take into account the corporate
structure and the resources required to restore a regular operating mode after a critical deviation of certain
meteorological parameters, abnormal conditions, or both, have been detected along the line.
Operators shall confirm whether the railway facility is damaged by events and whether any danger remains.
5.3.7 Stage 5: Resumption of regular operation
Operators shall develop a procedure for deciding that the resumption of regular operation is possible.
6 Railway operation in the events of specific predictable natural hazards
6.1 General
This clause describes the railway operations in the event of two predictable natural hazards, such as strong
wind and heavy rainfall. Furthermore, it shows the railway damage expected from these predictable natural
hazards and application of the railway operation referred to in Clause 4. The railway damage described
herein is an example. Other types of railway damage can arise and the combined effects of these predictable
natural hazards can cause additional or more severe damage.
A monitoring system can observe meteorological parameters and state changes that can affect railway
operation; examples of the meteorological parameters include wind speed and rainfall amount and the state
changes resulting from the natural hazards includes slope failure and scouring around bridge piers and
abutments due to river swelling.
Furthermore, the five cyclic stages can be decided using data obtained by the monitoring system including
meteorological data from public authorities.
See Annex A for examples of the monitoring systems used in some countries to decide operational
restrictions using data.
6.2 Strong wind
6.2.1 General
Strong wind can cause significant damage to railway infrastructures and wayside installations, such as
electric poles, noise barriers and track beds – also due to falling trees or blown objects, resulting in extensive
disruptions of regular railway operation. The damage to railways caused by strong wind includes derailment
and overturning of trains as well as damage and collapse of railway infrastructures.
Implementation of the five cyclic stages related to strong wind are given for
— China Clause B.1;
— Italy in Clause B.2; and
— Japan in Clause B.3.
Subclauses 6.2.2 to 6.2.6 show the five cyclic stages in order to implement the measures to reduce the impact
of strong winds on railway operation.

6.2.2 Monitoring
Operators shall obtain information on wind along the wayside on the railway sections exposed to strong
wind to support the decision stage and implement measures.
Operators should establish a method that monitors information on wind speed related to train derailment
and overturning, and ensure a means to rapidly and accurately transmit the monitored information to those
responsible for deciding operational restrictions.
When implementing the monitoring, operators shall maintain wind speed monitoring capabilities and a
method of communicating wind speed information to constantly monitor the wind in the target area.
In addition to the information obtained from monitoring activities and transmitted directly from personnel,
operators may obtain information on events using a specific system installed by operators, a flash report
issued from other organisations, or a combination of these.
6.2.3 Decision
Operators shall predefine how to decide operational restrictions.
Decision threshold(s) shall be set based on meteorological information and actual phenomena, such as
past data on wind speed values and wind hazard information and, if available, the risk assessment of train
derailment and overturning.
Applicable threshold(s) should be set for each operational restriction level.
Operators shall decide operational restrictions when the monitored wind speed exceeds the applicable
threshold(s). An automatic system can be employed to support this decision process.
Such a decision shall be communicated to the operation personnel involved.
6.2.4 Implementation of operational restriction
Operators shall define the procedure to switch the operation from 'regular' to 'irregular' if an operating
restriction is deemed necessary, as per the process described in 6.2.3.
Operators shall change the operational condition to irregular upon deciding operational restrictions. An
automatic system can be employed to implement such operational restrictions.
Such operational restrictions shall be communicated to the operation personnel involved.
6.2.5 Inspection and decision for resumption
Operators shall establish appropriate inspection procedures, considering the corporate structure and
resources required to return to regular operational conditions and the monitored wind speed.
After implementing operational restrictions, operators shall continuously monitor any changes in available
information, such as monitored real-time values and forecast values of wind speed.
Operators shall confirm whether damage by wind is caused to trains and railway facilities, and whether any
danger remains.
The inspection results and the resulting decision should be communicated to the operation personnel
involved to share the understanding of the current situation.
6.2.6 Resumption of regular operation
Operators shall establish procedures to decide if the current condition allows the resumption of regular
operation.
Operators may change the operational condition from 'irregular' to 'regular' when inspecti
...

ISO/DISFDIS 22083
ISO/TC 269/SC 3
Secretariat: JISC
Date: 2026-06-1508-17
Railway applications — ConceptsGeneral and basic requirements for
planning of railway operation in the eventsevent of predictable
natural hazards
DISApplications ferroviaires — Exigences générales et essentielles pour la planification du fonctionnement
ferroviaire en cas de catastrophes naturelles prévisibles
FDIS stage
Voting begins on: 2025-11-28
Voting terminates on: 2026-02-20

All rights reserved. Unless otherwise specified, or required in the context of its implementation, no part of this publication
may be reproduced or utilized otherwise in any form or by any means, electronic or mechanical, including photocopying,
or posting on the internet or an intranet, without prior written permission. Permission can be requested from either ISO
at the address below or ISO’s member body in the country of the requester.
ISO copyright office
CP 401 • Ch. de Blandonnet 8
CH-1214 Vernier, Geneva
Phone: + 41 22 749 01 11
E-mail: [e-mail]
Website: www.iso.org
Published in Switzerland
ii
Contents
Foreword . iv
Introduction . v
1 Scope . 1
2 Normative references . 1
3 Terms and definitions . 1
4 Stages for planning of railway operation . 3
4.1 General. 3
4.2 Stage 1: Monitoring of predictable natural hazards. 5
4.3 Stage 2: Decision for operational restriction . 5
4.4 Stage 3: Implementation of operational restriction . 5
4.5 Stage 4: Inspection and decision for resumption . 6
4.6 Stage 5: Resumption of regular operation . 6
5 Concepts for planning of railway operation . 6
5.1 General. 6
5.2 Basic plans for planning railway operation during predictable natural hazards . 6
5.3 Development of procedures for railway operation . 7
6 Railway operation in the events of specific predictable natural hazards . 8
6.1 General. 8
6.2 Strong wind . 9
6.3 Heavy rainfall . 10
Annex A (informative) Example of the monitoring system used in some countries to decide
operational restrictions using data . 13
Annex B (informative) Examples of implementation for the five cyclic stages related to strong
wind . 14
Annex C (informative) Examples of implementation for the five cyclic stages related to heavy
rainfall. 17
Bibliography . 23

iii
Foreword
ISO (the International Organization for Standardization) is a worldwide federation of national standards
bodies (ISO member bodies). The work of preparing International Standards is normally carried out through
ISO technical committees. Each member body interested in a subject for which a technical committee has been
established has the right to be represented on that committee. International organizations, governmental and
non-governmental, in liaison with ISO, also take part in the work. ISO collaborates closely with the
International Electrotechnical Commission (IEC) on all matters of electrotechnical standardization.
The procedures used to develop this document and those intended for its further maintenance are described
in the ISO/IEC Directives, Part 1. In particular, the different approval criteria needed for the different types of
ISO documents should be noted. This document was drafted in accordance with the editorial rules of the
ISO/IEC Directives, Part 2 (see www.iso.org/directives).
ISO draws attention to the possibility that the implementation of this document may involve the use of (a)
patent(s). ISO takes no position concerning the evidence, validity or applicability of any claimed patent rights
in respect thereof. As of the date of publication of this document, ISO had not received notice of (a) patent(s)
which may be required to implement this document. However, implementers are cautioned that this may not
represent the latest information, which may be obtained from the patent database available at
www.iso.org/patents. ISO shall not be held responsible for identifying any or all such patent rights.
Any trade name used in this document is information given for the convenience of users and does not
constitute an endorsement.
For an explanation of the voluntary nature of standards, the meaning of ISO specific terms and expressions
related to conformity assessment, as well as information about ISO's adherence to the World Trade
Organization (WTO) principles in the Technical Barriers to Trade (TBT), see www.iso.org/iso/foreword.html.
This document was prepared by Technical Committee ISO/TC 269, Railway applications, Subcommittee SC 3,
Operations and services.
Any feedback or questions on this document should be directed to the user’s national standards body. A
complete listing of these bodies can be found at www.iso.org/members.html.
iv
Introduction
Railway operators aim to provide safe and reliable transport service for customers (i.e. passengers and
consignors) and railway owners. This aim should be achieved as far as possible even under irregular railway
operational conditions, such as predictable natural hazards. This is importantapplies not only forto areas
which have experienced predictable natural hazards, but also forto areas without previous experience of
significant events of predictable natural hazards, but for which a risk of experiencing predictable natural
hazards exists. Therefore, in order to reduce a customer’s risk in relation to predictable natural hazards, such
as a risk to safety and reliability of the railway service. This document was developed, and as a result of the
lack of available standards, guidance and other documentation for such measures in railway operation, this
document was developed.
v
Railway applications — ConceptsGeneral and basic requirements for
planning of railway operation in the eventsevent of predictable
natural hazards
1 Scope
This document specifies general and basic requirements for planning railway operation during predictable
natural hazards, with a focus on heavy rainfall and strong wind, to reduce their impact on railway operation.
This document does not apply to regions where the consequences of the addressed predictable natural
hazards for railway operation are low or non-existent. The definition of such regions is out of the scope of this
document.
This document includes measures directly related to railway operation to reduce the impact in the
eventsevent of predictable natural hazards. However, this document does not include specific measures which
ensure passenger safety or which provide protection against railway-operational damage caused by the
predictable natural hazards. Therefore, residual risk can remain.
2 Normative references
There are no normative references in this document.
3 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
ISO and IEC maintain terminology databases for use in standardization at the following addresses:
— ISO Online browsing platform: available at https://www.iso.org/obp
— IEC Electropedia: available at https://www.electropedia.org/
3.1
natural hazard, noun
geological or meteorological naturally occurring phenomenon that can cause damage to physical
infrastructure or loss of life in a large area
EXAMPLE earthquakesEarthquakes, volcanic eruptions, landslides, tsunamis, strong winds, sudden gusts, heavy
rainfalls, floods, heavy snows, dense fogs and abnormally high temperatures amongst others.
3.2
predictable natural hazard, noun
natural hazard (3.1) whose occurrence can be predicted to some extent based on prior information
3.3
state, noun
condition of a factor at a point in time that can affect the railway facilities or rolling stock and that can impede
the safe operation of trains
3.4
railway operation, noun
control and management of the railway service
Note 1 to entry: In this document, railway operation includes the responsibility for managing and maintaining railway
infrastructure, traffic management and signalling, provision and maintenance of rolling stock, and services for the
transport of goods, passengers, or both by rail. In countries where these responsibilities are provided by different parties,
the tasks defined in this document should be divided accordingly.
[SOURCE: [1],, 3.1]
3.5
operational restriction, noun
application of a speed restriction, reroutingre-routing or operation suspension to trains according to relevant
operational procedures in order to improve the safety of the trains or to reduce the risk due to natural hazards
3.6
operational condition, noun
operational mode which depends on the permitted running speed of a train on a particular section of the
network
Note 1 to entry: There are two types of operational mode: regular condition (3.7) and irregular condition (3.8) .).
3.7
regular condition, noun
condition in which trains can operate at the maximum permitted line speed
[SOURCE: [1],, 3.5]
3.8
irregular condition, noun
condition in which an operational restriction (3.5) is enforced due to an unusual situation
[SOURCE: [1],, 3.6]
3.9
operator, noun
partyindividual responsible for railway operation (3.4)
3.10
threshold, noun
pre-defined value that determines the implementation of the operational restriction (3.5)
Note 1 to entry: A threshold can include observed values as well as predicted values.
3.11
stage, noun
each step in a series of cyclic actions taken by the operator (3.9) to ensure safe railway operations (3.4) in
response to predictable natural hazards (3.2)
3.12
monitoring, noun
continuous gathering of information related to predictable natural hazards (3.2)
Note 1 to entry: Monitoring can be performed for detecting unusual states of factors, such as wind speed, rainfall amount,
rainfall intensity, duration of rainfall or events which can be directly associated with the respective extreme weather,
such as slope failure, scouring around bridge piers and abutments due to river swelling.
3.13
decision, noun
action taken based on judgement on changes to be made in operational conditions (3.6) based on monitoring
(3.12) of meteorological parameters, state (3.3) changes, or both (such as rainfall amount and wind speed)
3.14
inspection, noun
process of checking the state (3.3) of the railway facilities by visiting the site or by other suitable means to see
if the condition of the railway facilities causes any problems with train operations
3.15
implementation
process of changing the operational conditions (3.6) according to the decision (3.13) taken
3.16
resumption, noun
removal of an operational restriction (3.5) and return to regular train service
4 Stages for planning of railway operation
4.1 General
4This clause establishes the five cyclic stages for developing the measures necessary for railway operation
during the time period of predictable natural hazards (see Figure 1 ):
— stage 1: monitoring of predictable natural hazards;
— stage 2: decision for operational restriction;
— stage 3: implementation of operational restriction;
— stage 4: inspection and decision for resumption;
— stage 5: resumption of regular operation.
The stages given in Figure 1 refer to a series of actions implemented by operators for railway operation before,
during and after a predictable natural hazard event. The condition switches at Stage 3 or 5 as shown in Figure
1 .
Key
The small black circles stages
The broken line arrows stage
operational conditionscondition
Figure 1 — Stages and conditions from regular conditions to operational restrictions caused by
predictable natural hazards to the resumption of regular operation
4.2 Stage 1: Monitoring of predictable natural hazards
In stage 1, meteorological parameters, state changes, or both, are monitored.
4.3 Stage 2: Decision for operational restriction
In stage 2, a decision is taken on whether operational restrictions need to be implemented to ensure continued
safe operation using the predictable natural hazard information obtained at stage 1.
4.4 Stage 3: Implementation of operational restriction
Stage 3 takes place when the operation of a train in regular condition is switched to its operation in irregular
condition (speed restriction, rerouting or operational suspension) if such a decision has been taken in stage 2.
4.5 Stage 4: Inspection and decision for resumption
In stage 4, the condition of railway facilities are inspected to provide information on whether railway
operation can be resumed under regular condition.
4.6 Stage 5: Resumption of regular operation
In stage 5, railway operation is returned to its regular condition based on the information gathered atin
stage 4.
5 Concepts for planning of railway operation
5.1 General
Operators should establish plans and management procedures for railway operation which can be applied to
predictable natural hazards, such as heavy rainfall or strong wind.
Operators shall implement the five cyclic stages in order and in a timely manner to ensure safe and stable train
operations.
Operators should make every effort possible to minimize the risk to safety and maximize reliability of the
railway service and should return to regular conditions when it is deemed safe to do so.
NOTE Safety is not influenced by economic consideration. Reliability is possibly influenced by economic
consideration and evaluation of financial loss.
5.2 Basic plan
5.2 Basic plans for planning railway operation during predictable natural hazards
Operators mayshall develop a basic plan which includes consideration of the factors necessary to develop
procedures for railway operation during predictable natural hazards, such as heavy rainfall or strong wind.
The basic plan may be adapted to the specific situation.
The basic plan may include considerationcan consider, for example, of:
— traffic frequency;
— passenger density;
— infrastructure vulnerability;
— economic and social impact;
— history forof either past/ events or predicted events, or both;
— damage due to either past/ events or predicted natural hazardsevents, or both;
— line speed; and
— cost effectiveness.
5.3 Development of procedures for railway operation
5.3.1 General
While implementation the specific stagesimplementating each stage, operational procedures and general
requirements for railway operation in a particular area, the organizational and responsibility chain practices
in that area should also be considered.
It is common for a predictable natural hazard event to involve not just one, but several operators in rail
operations during the emergency situation. The developed procedures should thus be shared among the
concerned operators who are responsible for each task.
In the procedures, information about the hazard can be communicated to the operators and passed on through
operational restrictions, alarms, or both.
Operators can promote dissemination and training for the developed procedures to efficiently apply them in
case of a real predictable natural hazard.
5.3.2 Factors considered for all stages
Provisions for each stage related to railway operation are shown in 5.3.35.3.3 to 5.3.75.3.7. Factors that are
relevant to the management of railway operation can be considered if necessary, including:
— corporate structure;
— resourcing and staffing requirements;
— tools, devices and equipment;
— operational procedures;
— emergency contact network among all concerned operators and relevant organizations;
— communication procedures;
— information indices (e.g. wind speed, wind direction, rainfall amount);
— decision threshold(s);
— objectives and roles of the concerned parties;
— emergency response intervals for railway lines;
— terrain and environment around railway lines; and
— speed levels of railway lines.
5.3.3 Stage 1: Monitoring of predictable natural hazards
For the railway operation procedures, operators shall determine how to quickly obtain information on the
natural hazards and should guarantee the means for distributing information accurately to the parties
responsible for the decision for operational restriction.
Operators should determine methods and indicators for obtaining information on natural hazards and, where
monitoring systems are available, on the railway system's response to events related to the hazard, using
appropriate methods and frequencies.
In addition to the information obtained from monitoring activities and transmitted directly from personnel,
operators may obtain information on events using a specific system, a flash report issued from other
organisations, or a combination of these.
5.3.4 Stage 2: Decision for operational restriction
Operators shall consider how to determine the operational restriction.
Operators should consider thewhat information necessaryis needed to support their decisions, including the
use of the information indices, where available.
Decision threshold(s) shall be set appropriately, considering the natural hazard monitoring method, the
impact on railway operation due to predictable natural hazards, the possibility of damage to the railway
facilities and the past information on the natural hazards and the damage to the facilities.
An automatic system can be employed to support this decision process.
5.3.5 Stage 3: Implementation of operational restriction
Operators shall establish the procedure for switching the operational condition from regular to irregular when
operational restrictions are required to maintain safe operation.
5.3.6 Stage 4: Inspection and decision for resumption
Operators shall establish appropriate inspection procedures which take into account the corporate structure
and the resources required to restore a regular operating mode after a critical deviation of certain
meteorological parameters, abnormal conditions, or both, have been detected along the line.
Operators shall confirm whether or not the railway facility is damaged by events and whether or not any
danger remains.
5.3.7 Stage 5: Resumption of regular operation
Operators shall develop a procedure for deciding that the resumption of regular operation is possible.
6 Railway operation in the events of specific predictable natural hazards
6.1 General
This clause describes the railway operations in the event of two predictable natural hazards, such as strong
wind and heavy rainfall. Furthermore, it shows the railway damage expected from these predictable natural
hazards and application of the railway operation referred to in 4. The railway damage described herein is an
example. Other types of railway damage can arise and the combined effects of these predictable natural
hazards can cause additional or more severe damage.
A monitoring system can observe meteorological parameters and state changes that can affect railway
operation; examples of the meteorological parameters include wind speed and rainfall amount and the state
changes resulting from the natural hazards includes slope failure and scouring around bridge piers and
abutments due to river swelling.
Furthermore, the five cyclic stages can be decided using data obtained by the monitoring system including
meteorological data from public authorities.
See Annex A for examples of the monitoring systems used in some countries to decide operational restrictions
using data.
6.2 Strong wind
6.2.1 General
Strong wind can cause significant damage to railway infrastructures and wayside installations, such as electric
poles, noise barriers and track beds – also due to falling trees or blown objects, resulting in extensive
disruptions of regular railway operation. The damage to railways caused by strong wind includes derailment
and overturning of trains as well as damage and collapse of railway infrastructures.
Implementation of the five cyclic stages related to strong wind are given infor
— China B.1, see B.1;;
— Italy in B.2, see B.2;; and
— Japan in B.3, see B.3.
Subclauses 6.2.2 to 6.2.6Subclause from 6.2.2 to 6.2.6 shows show the five cyclic stages in order to implement
the measures to reduce the impact of strong winds on railway operation.
6.2.2 Monitoring
Operators shall obtain information on wind along the wayside on the railway sections exposed to strong wind
to support the decision stage and implement measures.
Operators should establish a method that monitors information on wind speed related to train derailment and
overturning, and ensure a means to rapidly and accurately transmit the monitored information to those
responsible for deciding operational restrictions.
When implementing the monitoring, operators shall maintain wind speed monitoring capabilities and a
method of communicating wind speed information to constantly monitor the wind in the target area.
In addition to the information obtained from monitoring activities and transmitted directly from personnel,
operators may obtain information on events using a specific system installed by operators, a flash report
issued from other organisations, or a combination of these.
6.2.3 Decision
Operators shall predefine how to decide operational restrictions.
Decision threshold(s) shall be set based on meteorological information and actual phenomena, such as past
data on wind speed values and wind hazard information and, if available, the risk assessment of train
derailment and overturning.
Applicable threshold(s) should be set for each operational restriction level.
Operators shall decide operational restrictions when the monitored wind speed exceeds the applicable
threshold(s). An automatic system can be employed to support this decision process.
Such a decision shall be communicated to the operation personnel involved.
6.2.4 Implementation of operational restriction
Operators shall define the procedure to switch the operation from 'regular' to 'irregular' if an operating
restriction is deemed necessary, as per the process described in 6.2.3.
Operators shall change the operational condition to irregular upon deciding operational restrictions. An
automatic system can be employed to implement such operational restrictions.
Such operational restrictions shall be communicated to the operation personnel involved.
6.2.5 Inspection and decision for resumption
Operators shall establish appropriate inspection procedures, considering the corporate structure and
resources required to return to regular operational conditions and the monitored wind speed.
After implementing operational restrictions, operators shall continuously monitor any changes in available
information, such as monitored real-time values and forecast values of wind speed.
Operators shall confirm whether damage by wind is caused to trains and railway facilities, and whether or not
any danger remains.
The inspection results and the resulting decision should be communicated to the operation personnel involved
to share the understanding of the current situation.
6.2.6 Resumption of regular operation
Operators shall establish procedures to decide if the current condition allows the resumption of regular
operation.
Operators may change the operational condition from 'irregular' to 'regular' when inspections ascertain that
there is either no damage, or an acceptable level of damage, to railway facilities that can disrupt or affect
railway operation. In addition to the inspection results, operators can consider other factors related to
resumption.
Upon the decision to change the operational condition, the information shall be transmitted to the operation
personnel involved.
6.3 Heavy rainfall
6.3.1 General
Heavy rainfall can cause significant damage to railway infrastructures and wayside installations, such as
bridges, earthworks, electric poles and track beds, resulting in extensive disruptions of the regular railway
operation.
Railway damage caused by events associated with heavy rainfall includes flooding railway tracks, slope failure
and scouring around bridge piers and abutments due to river swelling, leading to derailment or overturning
of trains, and damage and collapse of railway infrastructure, such as buildings and overhead wire poles.
Measures consist of two approaches to operational control of railway damage: The first approach is to monitor
rainfall amount because of the high correlation between rainfall amount and event incidence rate. The second
approach is to monitor the condition of events resulting from heavy rainfall, where necessary. Operators may
alternatively implement a strategy based a combination of the two approaches.
Implementation of the five cyclic stages related to heavy rainfall are given infor
— China in C.1, see C.1;;
— Italy in C.2, see C.2;; and
— Japan in C.3, see C.3.
Subclauses 6.3.2 to 6.3.6Subclause from 6.3.2 to 6.3.6 shows show the five cyclic stages to consider the
measures and the means necessary to reduce the impact on railway operation caused by heavy rainfall.
6.3.2 Monitoring
Operators shall obtain information on rainfall along the wayside on the railway sections exposed to heavy
rainfall to support the decision stage and implement measures.
Operators should establish a method that monitors information on rainfall amount related to railway damage,
such as train derailment and overturning.
In addition, operators may adopt condition monitoring and, in this case, they should define the methods for
monitoring events, such as slope failure and scouring around bridge piers and abutments due to river swelling
resulting from heavy rainfall or for obtaining information on these events.
In any case above, operators should ensure a means to rapidly and accurately report to those responsible for
deciding operational restrictions.
In addition to the information obtained from monitoring activities and transmitted directly from personnel,
operators may obtain information on events using a specific system installed by operators, a flash report
issued from other organisations, or a combination of these.
When installing a specific system, operato
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