After the First World War, the Greek state planned the ambitious construction of several new rail lines and links, including a standard gauge line from Kalambaka onto Kozani and then Veroia creating a conversion of the route from Volos to Kalambaka on standard gauge.

[5] Freight traffic declined sharply when the state-imposed monopoly of OSE for the transport of agricultural products and fertilisers ended in the early 1990s.

Many small stations of the network with little passenger traffic were closed down, especially on the mainline section and between Karditsa and Kalampaka.

It would henceforth be responsible for the maintenance of stations, bridges and other network elements, as well as the leasing and the sale of railway assets.

[13] OSE engineers were on the ground in the worst affected areas Domokos, Doxaras, and Paleofarsalos to assess the extent of the damage, and prepare detailed reports, and seek financial assistance from the European Union.

[14] 50 km (31 mi) of tracks was completely destroyed[15] Repairing the extensive damage, was estimated at between 35 and 45 million euros.

[16] OSE managing director, Panagiotis Terezakis, spoke of reconstruction works reaching 50 million euros, confirming at the same time that there will be no rail traffic in the effected sections of the network for at least a month.

[17] The devastation goes beyond the tracks and signalling, affecting costly equipment such as the European Train Control System (ETCS), which enhances rail safety.

An extension towards Ioannina and Igoumenitsa has been discussed, but a more northern line from Thessaloniki is currently the preferred trajectory of the so-called Egnatia Railway.