An expert assures that Adif had to analyze the risk without ERTMS, which increased “a million times”

Two technologists from the transitory association of organizations (UTE) that provided the ERTMS framework on the line where the Alvia train mishap happened in July 2013 – with 80 passings and 145 wounds – have expressed that, with it introduced all through the course, the train “would have braked” before the bend and that the difference in project implied a decline in wellbeing. In the preliminary for this railroad mishap, this Tuesday the specialist Natalia de la Torre

SANTIAGO DE COMPOSTELA, 08/11/2022.- La responsable de ejecución del proyecto del sistema ERTMS de seguridad en la línea Ourense-Santiago, Natalia de la Torre (c), acompañada de otras testigos, este martes antes de comparecer en el juicio del accidente del tren Alvia que se está celebrando en Santiago de Compostela. El juicio del accidente del Alvia, con 80 fallecidos, se ha reanudado este martes con una sesión centrada en los sistemas de seguridad de Adif. EFE/Xoán Rey.

, from the organization Thales which, along with Siemens, was accountable for conveying the ERTMS on the track on the Ourense-Santiago line. This method has asserted that, assuming this speed control framework had been introduced on the whole line, additionally nearby preceding the Angrois bend, the train “would have braked” before the wrecking happened. Jorge Iglesias, overseer of the research facility of rail line interoperability of the Middle for Studies and Trial and error of Public Works (Cedex), naturally joined to the Service of Transport, sees “clear” that Adif ought to have dissected what the separation of the ERTMS security framework implied, since this choice expanded by ” multiple times” the gamble. Something that he had proactively condemned in the examination commission made in the Congress of Representatives to attempt to decide the reasons for the misfortune. Iglesias has demanded that a gamble examination ought to have been done prior to embracing this action. “Who?” asked the legal counselor for the casualties’ foundation, who proposed him as an observer: “To the extent that I get it, the course of traffic wellbeing,” he answered. The individual who was the top of that location, Andrés Cortabitarte, sits on the litigants’ seat along with driver Francisco Garzón for 80 affirmed wrongdoings of murder and 145 of wounds, because of serious expert carelessness, unequivocally comparable to the gamble investigation of the Ourense-Santiago line. “It would have passed at 80 km/h” When gotten some information about what he accepts was the reason for the mishap, Jorge Iglesias has expressed decidedly that “first to dispose of it”, the ERTMS, in the “zone” of the wrecking “and afterward separate it” from the train, since the guard was made to flow “around that bend with practically no management of a framework that was anticipated”. Assuming that the ERTMS was enacted, he has drawn consideration, “the train had gone through that bend at a speed of 80 kilometers each hour or less”. In the interim, with Asfa, “the train driver needs to choose when to begin slowing down” and on the track “there were not even signs” that worked as a “visual reference”. The ERTMS was killed from the last kilometers of the line design, where the bend of A Grandeira, while the framework on board the train was separated because of obstruction in line with the Renfe security division, as per what a Bombardier specialist said on Tuesday, without earlier discussion or taking care of the restorative estimates that were they proposed later. “The Asfa framework is multiple times less secure” As he would see it, “it can’t be conceded in any capacity” that risk relief is “moving it to a person”. In the cross examination of the state lawyer, who addresses Adif, this ERTMS master, who coordinates a reference lab connected to the service, has demanded that Asfa is a framework “multiple times less secure” and that “not even can be delegated a security framework”. “Is it imparted to Europe and endorsed by Europe?”, He has asked him. “Apparently, no. One thing is that class B frameworks impart and something else is that the assessment has not been finished by the European organization,” the observer answered. He then, at that point, reviewed that he has been requesting “years” to change to ERTMS” on the lines that are still with Asfa, however the most extreme year set by Europe, he has perceived, is 2030. To that end he has regretted and has shown his anxiety that “nine years have previously passed” since the episode ” and it go on with the Asfa in many lines”. The state lawyer has shown his unexpected that “just a single individual” cautioned of the risk of the bend, the main train driver José Ramón Iglesias Mazaira, while Jorge Iglesias has commented that this cautioning that “he imparted in Renfe ought to have arrived at Adif.” Right now, the adjudicator has implied what “everybody” knows “all things considered”. “Assuming it was something so self-evident, such a lot of hazard, so minimal covered the ‘Asfa’ and others… Why no one expressed it with the exception of that mail from Mazaira”, she has pushed. “I can’t address that inquiry, Your Honor”, she has replied, to which the top of the crook court number 2 of Santiago has added that “that is the essence of the legitimate issue that influences us”. “Today we as a whole concur that there was an intense security issue. I do this examination deduced”, perceived Jorge Iglesias. Iglesias has focused on that the change from ERTMS to Asfa didn’t must have been carried out where it was – – not long before the bend and that might have been finished after the Compostela station. With ERTMS you can “never” drive with overabundance speed since “assuming that speed is surpassed, it applies the brake”, so “not the least bit” it tends to be contrasted with Asfa. In such manner, he reviewed that the ERTMS has a gamble of disappointment “each 1,000 million hours”, nonetheless “Asfa frequently leaves the driver liable for driving and the human element doesn’t have that disappointment rate”. In particular, he has highlighted a disappointment “like clockwork or at regular intervals”, which is “what is assessed”. to, promptly a short time later, demand that it was “entirely conceivable” to convey the principal all through the line. As a matter of fact, he has determined that “he realizes that the first task showed up at the transformer that was after the Santiago station.” in such manner, he has brought up that the ERTMS “covers many stations”, among which he has referenced Chamartín, Valencia, Barcelona Sants and Málaga. “The ideal is for ERTMS to cover the station since it is a more secure framework”, he focused.

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