GROUP 4

ANDI BELULAJ

PANAGIOTIS AIVALIS

FANI DIMOPOULOU

BETTINA RIEDMANN

JUDITH SCHÖBI

KARIN WIDLER

URBAN & RAILWAY DEVELOPMENT IN PATRAS

9-16 JUNE 2013

overview

Patras Athens

suburban train in Patras: successful

?

high speed line Athens - Patras?

high-speed line ends in the old port (1)

Code Patras leads through the existing

corridor to the old port

+ city centre and bus terminal are nearby

+ port and rail can be combined

– conflicts with the surburban train

– consequences for the urban fabric

/ divides the city due to design of high speed

– possible cargo port activities near the centre and marina

high-speed line ends in the old port (2)

Code Patras leads through through a by-

pass tunnel to the old port

+ city centre and bus terminal are nearby

+ port and rail can be combined

– possible cargo port activities near the

centre and marina

– feasibility?

– high costs!

high-speed line ends in the new port (1)

Code Patras leads through the existing

corridor to the new port

+ all port activities concentrated

+ brownfields: potential for city and central station development

– negative consequences for the urban fabric

/ divides the city and divides city from the sea

– corridor splits the city center

– conflicts with the surburban train

high-speed line ends in the new port (2)

Code Patras leads through a by-pass tunnel

to the new port

+ all port activities concentrated

+ brownfields: potential for city development

+ suburban train fits perfect to it

– long tunnel needed due to the slopes!

– feasability? high costs!

Patras – Athens ends with metric gauge and

an interchange node

normal gauge, double track

normal gauge, single track

small gauge

Interchange node for passengers on the outskirt of Patras, possibilities are in

Rio, Rododafni or Diakopto

Rododafni

Diakopto

Rio

suggested railway standards

one track line

Normal speed

second path reserved

one track metric gauge,

futurally electrified

second path reserved

double track fully equipped

high speed

double track corridor

1 track fully equipped

high speed

0 0,5 1 1,5 2 2,5 3 3,5 4

Car

Former Metric Rail (with stops)

New line (change in Rododafni)

New line (change in Rio)

Travel time (in hours)

travel time Patras to Athens

Patras: metropolitan line

improvement of suburban to a metropolitan line

new stations

connections to busses

connection between metropolitan railway and

normal gauge has to be assured

development of metropolitan line

New Stop

Concept of service

Suburban line (train) every hour, synchronised with Intercity to/from Athens

Inner city line (tram) every 15’, connected to blue line in Bozaitika and new Port

Patra, New Port: 5 trains stop per hour and direction

Existing stop

Suburban line (train)

Inner city line (tram)

Future connections

a vision for the metropolitan line

interchange for passengers

existing lines and plannings OSE

2013 2015 2016 2020 2025 2030

CODE Patras

Athens - Kiato in operation

Kiato - Rododafni

Rododafni - Rio

Rio - Patras

Patras Suburban train

A. Andreas (P.) - A. Vassileos (R.) in operation

to Arachovitika (north Rio) ?

corrections and suggestions

2013 2015 2016 2020 2025 2030

Code Patras

Athens - Kiatoin operation

Kiato - Rododafni only 1 track should be equipped for now

Rododafni - Rio

Rio - Patras

Suburban train

A. Andreas (P.) - A. Vassileos (R.)in operation

to Arachovitika (north Rio) ?

addition south: to new port

additional innercity stops and train

addition north: to join the normal-gauge

Slow down

Plan it integral

costs

project planned costs suggested difference in %

Kiato - Rododafni 920 mio. € ca. 750 mio. € - ca. 25%

less maintenance

1 track equipped

Rododafni – Rio

normal gauge

500 mio. €

ca. 250 mio. € - ca. 50%

just one track

build

Rio - Patras < 1 billion €

(inkl.

underground)

electrification of metric

gauge ca 10 mio. €

- ca. 99%

metropolitan line

(more stops and

services)

- electrical trains

3 trains 9 mio. €

the next steps

initiate the study of suggested alternatives:

like

implementation of a planning process for the

questions: where to build the interchange node?

plan Rododafni – Rio and Rio – Patras integral and

divide it in onward-compatible, realistic projects

GROUP 4

ANDI BELULAJ

PANAGIOTIS AIVALIS

FANI DIMOPOULOU

BETTINA RIEDMANN

JUDITH SCHÖBI

KARIN WIDLER

Thank you for your attention

travel times

BY CAR Pirgos Araxos

Airport

Agios

Andreas

Patras Rio Rododafni Diakopto Kiato Athens

distance to

Patras (km)

100 45 2 7 30 50 110 222

time used

1h 22‘ 53‘ Patras 12‘ 33‘ 1h 1h 20‘ 2h 30‘

BY FORMER METRIC LINE Pirgos Airport Agios

Andreas

Patras Rio Rododafni Diakopto Kiato Athens

distance to Patras (km)

109 49 2 7 29 50 106 221

time used

1h 50‘ 1 h Patras 36‘ 53‘ 1h 30‘ 3 h 41‘

travel times (by railway)

CHANGE in RODODAFNI km/h average speed KIATO - ATHENS 1h 20‘ 100 km/h Expected /possible

traveltime KIATO - Athens 1h 10‘ 160 km/h KIATO - RODODAFNI ( 80

km) 40‘ 140 km/h

Rododafni- Rio 30‘ 60 km/h 2h 20‘

Train Changing time 10‘ Traveltime Patras - ATHENS 2h 30‘

CHANGE in RIO km/ha average

speeed

Expected /possible traveltime

KIATO - Athens 1h 10‘ 160 km/h

KIATO - RODODAFNI ( 80 km) 40 ‚ 140 km/h

RODODAFNI –RIO ( 30 km) 15 min 120 km/h

Traveltime Patras Athens 2h 15‘

Kiato – Athens: 1h 20‘

proposed timeschedule for combination of metric gauge and normal gauge

re-establishment to Rododafni:

90 Mio. Euros

re-establisehment to Rio:

possible solutions for cargo

dual gauge: 3 rails build 2 track sizes

examples for the metropolitan line

examples for the metropolitan line

interchange point for passengers