Radio communication stationmasters with train drivers in a more “structured way, similar to how it is done in air transport and other rail networks”. Strict discipline in its observance General rules of the road by all involved participants. Completion of its installation and commissioning ETCSthat is, a protection system that has universal application in the European Union.

Her downgrading electric side alarm on all sections of railway axes. These measures have been proposed for the safety of train travel. technical report who carried out Aristotle University of Thessaloniki – signed on 05.09.2018 – about the railway accident in Adendro, Thessaloniki in 2017, which claimed the lives of three people.

technical report, which “K” represents today, can also be described as “prophetic” in relation to the Tempe accident on the evening of February 28th. Six years later, little has changed, communication is still conducted without any protocol, as evidenced by leaked audio documents, and the ETCS security system is not working. It is even worth noting that the day before yesterday the prosecutor of the Supreme Court, Isidoros Dogiakosin the context of the investigation into the Tempi train tragedy, requested that the case file on the Adendros accident be forwarded to him in order to determine whether the investigation should be reopened.

In particular, as indicated in the report, the accident occurred on Saturday, May 13, 2017, at 21.36, when the train Intercity 58, which was carrying 61 people, of which 5 were crew members, following the route Athens – Thessaloniki, derailed not far from from the Adendros railway. station.

More “structured” is the radio communication of station chiefs with train drivers, the work of ETCS, discipline in observing traffic rules.

The report analyzes causes of derailment and then highlights a number of measures. The need for discipline in respect of compliance with traffic rules by all traffic participants (heads of stations, drivers, train heads), as well as reverent observance by drivers of delays and route instructions.

The need for a fully functional electrical signaling system as well as automatic train protection systems is also highlighted. The technical report also proposes the optional installation of a “Driver Assistance” system that performs functions such as warning the driver of speeding, signaling in the driver’s cab (speed limit indicators), monitoring the allowed line speed, etc. With reference to the above, in The report concludes that “the implementation of a train protection system in any case means an interface between the rolling stock and the line without the intervention of the train driver and, therefore, the presence of equipment placed on the line and equipment placed in the train.”

It also emphasizes that radio communication between stationmasters and train drivers should be carried out in a more “structured way, similar to how it is done in air transport and other railway networks.” The mentioned paragraph is explained in more detail: “That is, the specific vocabulary, phraseology, the driver’s entry of the content of each telegram in order to consolidate the received message and check it with 2 interlocutors, the station master and the driver, its correct entry.”

The report focuses on the completion of the rollback of electric side signaling on all sections of the railway axles and the operation of ETCS-level 1, i.e. protection system that has universal application in the EU. “The ETCS 1 architecture is suitable for lines that already have ancillary electrical signaling,” the report says, emphasizing that with the introduction of the system on the Greek network, “among other things, security will be enhanced by preventing incidents such as Adendros, which occur due to for violations of signals and speeding”.