Directorate General XVI
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Directorate General XVI
Prepared by: …………………………… Approved by: ……………………………… Type name here Type name here Title goes here Title goes here
Reviewed by: …………………………… (OFT only) Type name here Title goes here
Job No: Telephone: +44 (0) 121 262 1900 Beaufort House Fax: +44 (0) 121 262 1999 94/96 Newhall Street Reference: Website: http://www.oscarfaber.co.uk Birmingham B3 1PB Date: 05 February 2000
Thematic Study of Transport: Country Report Greece
Contents
GR Country Report - Greece 1
GR.1 Progress Towards Implementation of the Operational Programme 1 GR.1.1 Transport Policy and Strategy Review 1 GR.1.2 Transport and Economic Development Indicators 8 GR.1.3 Operational Programme Expenditure 9 GR.1.4 Implementation Progress 9 GR.2 Evaluation of the Operational Programme 13 GR.2.1 Introduction 13 GR.2.2 General Indicators 13 GR.2.3 Roads Infrastructure 15 GR.2.4 Airport Infrastructure 16 GR.2.5 Port Infrastructure 17 GR.2.6 Rail Infrastructure 17 GR.2.7 Other Actions within Access and Road Sub Programme 19 GR.2.8 Attiko Metro 19 GR.2.9 Regional Development Impacts 20 GR.2.10 Employment and CSF for Transport 22 GR.2.11 Environmental Impacts 23 GR.2.12 Institutional Factors 28
Thematic Study of Transport: Country Report Greece
GR Country Report - Greece
GR.1 Progress Towards Implementation of the Operational Programme
GR.1.1 Transport Policy and Strategy Review
The transport infrastructure is very important for the overall development of the country. However, the Greek transport infrastructure is falling behind the other member states of the European Union. The railway system is underdeveloped and has not changed significantly over the past 50 years. The Greek government is, through the implementation of projects, aiming to improve the Greek transport infrastructure, to fulfil the main objectives of the National Transport Policy.
In order to improve the transport system of the country, the Greek government made important decisions considering future transport development. The Greek Ministry of Transport and Communications has recently introduced a new reform programme, which includes changes and measures such as:
• Reorganisation of the Ministry’s structure;
• Reduction of the burden of procedures;
• Removing unnecessary regulations; and
• Publishing Customer Charters.
The Special Secretariat of the Ministry of Transport and Communications was established and started to operate in 1997. Among its responsibilities is the operational co-ordination and rapid activation of services for the faster identification and solution of issues falling within the responsibility of the Ministry of Transport and Communications, specifically:
• Railway Transport – OSE;
• Air transport – Olympic Airways, Y.P.A.;
• Passengers transport – OASTH, KTEL;
• Merchandise transport – motorists, forwarders; and
• Telecommunications – O.T.E.
Greece also participates in several initiatives, which contribute to the improvement of the Greek transport infrastructure. These are described below.
SECI (Southeast European Co-operative Initiative) aims at the development of regional co-operation and stability of the countries of Southeast Europe, through common confrontation of economic and environmental problems. All the Southeast European countries participate in SECI. The initiative is supported by the USA, the EU, the UN with its
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Thematic Study of Transport: Country Report Greece
Economic Committee for Europe. This initiative has particular importance for Greece, especially in the sensitive area of transport).
SETREF (Southeast European Transport Research Forum) consists of 9 member organisations from 7 countries. Its aim is to promote co-operation in the field of Transport among organisations in its member countries, increase the mobility of researches for transfer of know-how and experience and provide documentation and advice to governments, financial institutions, transport operators of all kinds and consultants interested in transport in this area.
In Greece, which has received direct aid from EU under two Community Support Framework Programmes (CSF’s), the percentage of resources devoted to the Transport sector was 35% of all resources within the Support Framework.
ERDF support for transport infrastructure in Greece is divided into three main sub programmes:
• roads, ports and airports;
• rail transport; and
• urban development.
Road, Ports and Airports
This sub-programme comprises two main elements:
• the construction of more than 1,000 kilometres of motorway in two main road corridors; the Patras-Athens-Thessonaliki corridor (the Pathe route) and the Igoumenitsa-Thessaloniki-Kipi corridor (the Via Egnatia route); and
• the modernisation of major ports and airports.
The PATHE and Egnatia motorways are benefiting from part financing by concession (PPP) agreements.
Rail Transport
The rail infrastructure programme comprises six main elements:
• completion of modern infrastructure on the Athens-Thessaloniki-Idomeni line, with the exception of a particularly difficult and costly 60 kilometre stretch. Efforts will focus on this measure, which will bring journey time down from five hours 50 minutes to four hours 20 minutes and complements any project financed by the Cohesion Fund;
• supply of rolling stock and maintenance equipment;
• improvements on other lines;
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• railway links with the cargo port at Kavala;
• horizontal measures and specific studies; and
• management and monitoring of the programme and technical assistance.
Urban Development
This sub-programme is concerned with the construction of two metro (underground) routes in Athens. The specific schemes comprise:
• completion of the basic project on line 2 (Sepolia-Daphni, 12 stations over 9.2 kilometres) and line 3 (Kerameikos-Pentagono, nine stations over 8.4 kilometres);
• flanking construction projects; and
• project management and monitoring, including a contract with a specialist consultant.
Cohesion Fund Projects – Greece
Cohesion Fund support in Greece has focussed largely on two major motorway projects namely the PATHE motorway and the Via Egnatia motorway.
Other non-roads schemes benefiting from Cohesion Fund assistance include:
• Thriassio-Elefsis-Corinth railway line;
• Thriassio station; and
• Spata airport.
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National Administrative Structure
The Table GR.1 summarises the responsibilities of the National Ministries in Greece.
Table GR.1 National Ministries Greece
Ministry of Planning, Environment and Construction, design, maintenance Public Works (roads, ports, airports – heliports)
Ministry of National Economy Financial programming, planning, financial management (all modes of transport)
Ministry of Transport and Operators’ licenses, operations, fare Telecommunications policy, competition
Ministry of Merchant Maritime Ports, competition in maritime, fare policy, safety procedures
Ministry of Public Order Public order
The policy linkages between National Transport Policies, the Community Support Frameworks (CSF) the Operational programmes for transport (OPT) and the specific measures in the OPT are shown Table GR.2.
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Policy Linkages
Table GR.2 Review of Transport Policy and Strategy Linkages – Member State – Greece
1. NATIONAL POLICY COMMUNITY SUPPORT FRAMEWORK
• Reduction of disadvantages due to • Reduction of the degree of the geographic peripherality of peripherality through Greece within the EU area development and improvement • Development of the country into a of the present networks’ main Balkan gate of the infrastructure Mediterranean and to the Middle • Improvement to living conditions • East Development of the • Establish direct access from the competitiveness in the economic Greek mainland and reduce travel sector time in the land transportation • Human resources development corridors and promotion of employment • • Development and improvement of Reduction of regional imparities the transport infrastructures, in order ! and removal of the isolation of the to reduce the impacts of the island areas - OP for 13 regions regional isolation (islands) 1. Eastern Macedonia and Thrace • Modernisation of the transport 2. Central Macedonia infrastructure (mainly rail) 3. Western Macedonia • Improvement of quality, costs, time, 4. Epirus safety and negative impacts of 5. Thessalia transport on environment 6. Ionian Islands 7. Western Greece 8. Sterea Ellada 9. Attiki 10. Northern Aegean 11. Southern Aegean 12. Crete
"
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Operational Programme Measures 1. Roads
Aims Measures Expected Outcome
• Qualitative • Continuous construction • Completion of sections of improvement and of the two big PATHE and Egnatia examination of the motorways – PATHE and • Increased road safety services provided by EGNATIA • Connection to the TENs road transport • Conversion of 215 km of • Travel time savings • Reduction of the PATHE into a motorway • Increased capacity of the physical obstacles, (section Korinthos – network such as long distances Thessaloniki, until the and deficiency of the end of 1999) common borders with • Construction of the new other EU countries, section of Egnatia, from Development of Igoumenitsa to infrastructures, which Thessaloniki and section will allow the from Thessaloniki – Kipi convergence of the • Construction of the Greek economy with sections of the Western other EU countries axis – Antirio – Ioannina , • Development of the particularly the B Crete internal (national and axis with total length of international approximately 80 km, importance) linkages, and the construction of rather than removal of the Rio –Antirio bridge the shortcomings, • Construction of PATHE which are observed in (total length 137 km) the interregional and Egnatia (total connection length 170 km), funded • Improvement of from other Programmes safety (Cohesion Fund, • Conversion of PATHE INTERREG) and the construction / conversion of Egnatia into motorways with the highest possible length • Development of the traffic capacity and the road safety at all the basic axes with priority of the urgent problems, particularly, the construction of the Rio-Antirio bridge
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2. Railways
Aims Measures Expected Outcome • Improvement and • Development of the • Completion of the line development of the axis Athens – Athens – Thessaloniki – old railway network Thessaloniki – Eidomeni infrastructure and Eidomeni into a • Travel time savings equipment highspeed line (200 • Improved services to the • Improvements of km/h) users the capacity and • Development of the Increase of the capacity services to the users infrastructure at the (pass/freight) • Development of the axis Tithorea – railway connection Lianokladio, with other EU construction of member states double line of a • Development of length 53 km, with signalling, two parallel tunnels electrification on a single line of a Construction of length of 9 km highspeed and • Construction of double lines double lines • Electrified lines • Improvement of the speed on the lines 3. Maritime Transport
Aims Measures Expected Outcome • Improvement of the • Improved • Improvements of the ports existing ports’ accessibility to the of: infrastructure ports - Patra • Modernisation of • Increased capacity - Igoumenitsa the ports’ • Increased and - Alexandroupoli administration improved services - Volos • Modernisation of Modernisation of - Kavala harbours operations and - Rhodos (improvement of management - Mykonos capacity, services - Kerkyra to the users, safety, - Mytilini travel time, etc) - Soudas • Development of the - Rafina international - Kos connections of the • Safety country with the • Travel time savings other EU member • Increase of capacity states (pass/freight) Connection with the • Improved intermodality national and international networks
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4. Air Transport Aims Measures Expected Outcome • Strengthen the • Enlarging of the • Construction of the New country’s air passengers and Athens Airport at Spata linkages with the freight terminals • Completion of the works at rest of the EU • Improved the Athens airport member countries connection of the • Completion of the works at • Removal of isolation isolated areas and the Kerkyra Airport of particular areas connection with the (mainly islands) other EU member • Improve the states capacity, safety, • Improved safety and travel time, services to the users environmental impacts Modernisation of the infrastructure
GR.1.2 Transport and Economic Development Indicators
The transport indicators for Greece at the start of the current Operational Programme in 1994 are given in Table GR.3.
Table GR.3 Summary of Transport Indicators at Programme Start
Greece EC 12 Objective 1 All Country Regions Motorway Provision 0.0104 0.0104 0.045 Other Roads 1.09 1.09 3.17 Rail Lines 0.068 0.068 0.149 Double Track Rail 0.0068 0.0068 0.061 Electrified Rail Lines 0.0 0.0 0.067 Airports (no./1000 pop.) 0.00343 0.00343 0.00071
Note: Indicator is defined as the square root of (length of route/1000 inhabitants) * (length of route/km2), except for airports which is as stated. Thus it combines the demand element, largely determined by population, and the geographical dispersion of population centres.
The important features of the transport indicators for Greece are as follows:
• The low level of roads provision in general and motorways in particular;
• The extremely low level of both railway lines and, especially, double track rail lines which form only 10% of the network: as we have noted elsewhere, double track operation gives more than double the capacity of single track operation and gives far greater flexibility of operation;
• The large number of airports, which is due to the difficult terrain within Greece, the number of islands, and the isolation of Greece from the rest of the EU – land routes are via the Republic of Macedonia/Serbia or Bulgaria/Serbia. Mainline 8
Thematic Study of Transport: Country Report Greece
Greece and the Greek Islands are of course major tourist attractions, most of whom arrive by air.
GR.1.3 Operational Programme Expenditure
The original OP budget allocations in Greece are focused on the Athens Metro which attracts some 33% of funding. Roads attract 36% with rail attracting 18% with ports and airports being allocated the remainder of the funds. The breakdown of allocation by funding source for Ports and Airports is currently unavailable. Therefore, for the purposes of tabulation, expenditure for these modes has been incorporated with ‘other’ funding sources.
Of the total 4,794 Meuros spent on these modes, Structural funds contributed 1,449 Meuros (20%) and Cohesion Funds 1,982 (27%). The remainder is made up from Government Funding 993 Meuros (14%), EIB loans 1377 Meuros (11%) other sources e.g. private sector funding comprises the remaining 2552 Meuros (28%).
Of the total original OP budget allocation of 6,976 Meuros, to date 3,376 (48%) has actually been spent. Actual Structural and Cohesion Fund spending is 1,382 Meuros which is 40% of the original budget allocation through these funding sources. The national funding spent to date is 1,868 Meuros which is almost twice that originally allocated through Greek national ministries. The majority of this extra funding has been used to support the Athens Metro.
Figures GR.1 to GR.3 summarise the expenditure data for Greece collected to date.
GR.1.4 Implementation Progress
The following Table GR.4 summarises implementation progress in Greece against the original physical targets.
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Table GR.4 Physical Implementation, Greece
Target Achieved % Roads (until 31/12/1997) Motorways (km) PATHE 556,8 km 294,0 km 52,8% Egnatia 576,4 km 125,1 km 21,7% Remaining Axes 543 km 45,6 km 8,4%
Railway (until 1997) Railway line Athens – Thessaloniki – Eidomeni 487 km 154 km 32% Cohesion Fund projects lines (km) 222 km 53,5 km 24% electrification (km) 520 km 36,4 km 7% Reduction of travel time line Athens – Thessaloniki – Eidomeni 55’ connection with the commercial Port of 31’ Kavala Increase of capacity of the network line Athens – Thessaloniki – Eidomeni 62% Increase of passenger capacity Increase of freight capacity 5.200 41 mil tonnes
Urban (Metro) Athens Metro (until 1998) - - 68,8% Reduction of the travel time - - 50% Capacity 140 mil - - passengers/year 450 thous - - passengers/day Toxic emission reduction - - 35% Daily automobile trips reduction 250 thous cars - -
Ports Completion of the Port works Cost (Meuros) 138 Meuros 40 Meuros 29,3% (Community and (Community and National Funds National Funds Only) Only) Airports Completion of the Airport works - - 70% Cost (Meuros) 312 Meuros 81 Meuros 23% (Community and (Community and National Funds National Funds Only) Only)
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Roads and Railways
The main projects concerning the Greek TEN road network involve the north-south (PATHE) and east-west (Via Egnatia) axes through Thessaloniki. The projects represent some 30% of the total length planned or under construction in Greece. Both projects have received substantial support from both the Cohesion and European Regional Development Funds (ERDF), as well as loans from EIB and support from the TENs budget.
Table GR. 5 below shows the progress in completing the Via Egnatia.
Table GR.5 Via Egnatia – Progress
Completed (until end VIA EGNATIA of 1998) 1 Parts built in the 1980’s period 120.5 km Total 1 120.5 km 2 Sections under construction (50 contractual works) 407.0 km 3 Under development 30.0 km 4 Under study / will be done 74.0 km Total 2 511.0 km 5 Under study / without guaranteed contribution 48.5 km Total 3 48.5 km TOTAL 680 KM
Large-scale works involving 1650 km of links (newly built and upgraded) are planned for the development of the TEN rail network in Greece. The main project presented, is the upgrading to high speed standard of the line connecting Athens to Thessaloniki. This line represents the backbone of the Greek railway system. This project represents approximately 70% of the total investment planned in Greece for TEN rail infrastructure. The electrification of the line is about to start and it is scheduled to be completed by the end of 2002.
As regards Athens-Patras, the construction of a new railway line between Athens and Korinthos has been planned. The project includes the installation of modern signalling and telecommunication systems.
Other projects include both electrification and improvements to the traffic control systems. As regards the narrow gauge system, some routes are planned for a complete reconstruction to higher standards and normal gauge. In other cases the narrow gauge remains, but the tracks will be equipped to facilitate conversion to the European standard gauge.
New Athens International Airport at Spata
The progress of works is in accordance with the overall planned schedule and the set Target Dates. Works are well advanced for some of the most critical building/facilities listed below. The percentage progress in implementation is given below.
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Thematic Study of Transport: Country Report Greece
Table GR.6 Spata Airport: Progress
Completed up to Part June 1999 Main Terminal Building, overall 76% Fire/Rescue Main Station Completed Underground link 81% Earthworks 99% Satellite Buildings 67% South Service Interchange 90% Ramp Service Station #1 Completed Ramp Service Station #2 Completed Building & Grounds Maintenance Completed Control Tower & ATC Building 95% Aircraft Bridge #1 99% Aircraft Bridge #2 99% Airport Administration Headquarters 68% Air Mail Building 75% East Runway 95% West Runway 89% Sewage Treatment Plant 66% Airfield Lightning Buildings 94% Main Switchgear Building Completed Water Supply Plant 95% Police Station 18% Fire/Rescue Substation 35% Mobile Equipment Workshop 41%
In addition to the above, construction has commenced on multiple areas including the Departure Bridge, the Power System and others. It is estimated that the overall construction progress achieved to date is in the order of 70%.
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GR.2 Evaluation of the Operational Programme
GR.2.1 Introduction
Figure GR.4 illustrates the mode split of funding which was allocated at the beginning of the OPT in Greece.
Fig GR.4 Operational Programme for Transport Planned Expenditure Breakdown, Greece
Other Airports Road 1% Ports 9% 37% 2%
Metro 33% Rail 18%
The effectiveness of the interventions of the OPT in Greece has been examined through the use of a set of indicators, including:
• changes in accessibility; • travel time (reduction); • improved reliability of the networks; • improved level of services; and • impacts on the regional development.
GR.2.2 General Indicators
Tables GR.6 to GR.9 present general background statistics that illustrate the current usage of the Greek transport system and recent trends in transport growth.
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Thematic Study of Transport: Country Report Greece
Table GR.7 Greece – Transport Infrastructure Use (1997)
Freight transport billion tonne-km
Total Inland Coastal Rail Roads Pipelines inland waterways shipping freight
0,3 12,7 - - 13,1 -
Passenger transport billion passenger-km
Buses Total Private Total Rail and road Cars passengers coaches transport
1,8 5,8 30,1 35,9 37,7
Road accidents
Killed and injured Killed per 100 000 of Accidents involving injury thousands thousands population
24,3 32,7 21,0
Table GR.8 Trends in Passenger Transport Volumes (1970-1997) Passenger-km per person per year
Passenger Cars Rail Waterborne Transport
1000 mil. pas. Km 1000 mil. pas. Km 1000 mil. pas. Km 1970 8,6 1,5 1,6 1980 27,6 1,5 1,9 1990 50,5 2,0 2,7 1992 48,8 2,0 3,0 1993 53,5 1,7 4,1 1994 56 1,4 4,7 1995 58,8 1,6 4,8 1996 61,7 1,8 1997 64,4 1,9
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Table GR.9 Railway – Goods Transport Trends (1000 mil. tkm)
1970 0,7 1980 0,8 1990 0,6 1992 0,5 1993 0,5 1994 0,3 1995 0,3 1996 0,3 1997 0,3
Table GR.10 Accidents
Railway Road Accidents Number of accidents Persons killed in Year accidents Number of involving injury involving passenger fatalities (thousands) railways 1970 18,3 50 1 1980 18,2 38 1 1990 19,6 34 0 1993 22,2 33 3 1994 22,2 42 0 1995 22,8 1996 23,6 1997 24,7
The trends indicate declining share in passenger miles undertaken by rail; even though absolute numbers of passengers have been slowly increasing. However, the most serious problem is the decline in freight transport by rail, which now has a negligible role in freight transport in Greece. The road accident statistics also give rise to concern, accident rates have fallen only slowly in the last 4 years.
GR.2.3 Roads Infrastructure
Objectives
The Operational Programme sub-programmes covering road infrastructure improvements have the following core objectives:
• qualitative improvement of the services provided by the road transport;
• reduction of the physical obstacles, which involve the distance an deficiency of the common borders with other EU countries, particularly the benefits from the infrastructures, which will allow the convergence of the Greek economy with other EU countries;
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• development of the internal (national and international importance) linkages, rather than removal of the shortcomings, which are observed in the interregional interconnection;
• improvement of safety;
• upgrading of the PATHE and Egnatia routes motorway standard; and
• development of the traffic capacity and the road safety at all the basic axes with priority of the urgent problems, particularly, the construction of the Rio-Antirio bridge.
Effectiveness of Road Infrastructure Improvements
Information has been obtained, in the form of ex-ante analyses, from YPEHODE for completed sections of road infrastructure. The main conclusion is that the transformation of some sections of the road network into motorways will have the following impacts:
• growth of the traffic capacity;
• growth of the average speed by 20 – 30% with a corresponding reduction in total travel time;
• reduction of the costs of the transport, which involves the reduction of the travel time and subsequently the improvement of the national economy; and
• reduction of car accidents, due to the improved technical characteristics and specifications.
GR.2.4 Airport Infrastructure
The implementation of air transport infrastructure projects has produced:
• significant increases in the quality of services at the airports (support of the disabled passengers);
• increase of the capacity of the infrastructure;
• technological upgrading of the airports;
• improvement of operational and labour conditions; and
• accommodation of new types of aircraft.
These projects are estimated to produce the following positive effects:
• travel time reduction;
• safety improvement;
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• reduction in energy consumption;
• air quality improvement;
• noise reduction;
• economic growth (the airports are considered as poles of economic growth and development); and
• tourist attraction (one of the main interests of the Greek Aviatic Organisation – YPA).
The construction of new airports/expansion of the existing ones, has a positive impact on employment, in terms an increase in the number of employees both at the airports (all categories) and in related activities (e.g. tourism).
GR.2.5 Port Infrastructure
According to responses to a questionnaire, developed by TRD for the purpose of this study, the implementation of the projects aimed at the improvement of existing port infrastructure, has a positive effect on the travel time savings (30%) as a result of new berths which influence the vessels’ time in ports. The main impacts of the infrastructure improvements are:
• improved safety (the development of the new ports in the islands area has a significant effect on the safety – protection of the water basins);
• economic growth (mainly the islands area );
• certain impacts on the coastal shipping / short-sea shipping industry;
• impacts on the freight transport;
• positive impact on the seamen employment; and
• market opportunities for freight transport.
GR.2.6 Rail Infrastructure
Table GR.10 presents a summary of the important qualitative improvements to Athens – Thessaloniki – Eidomeni rail corridor (the main project of the OP “Railway”).
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Table GR.11 Impacts of the OP “Railways”
Achievement of the Targets
Improved Increased Increased Increased Increase of Economy due to Project Reduction of capacity capacity of speed of the containers' upgrading and travel time for the network diesel trains capacity maintenance of passengers the network
S 1 55' 3.570 / 62% M 1.1 30' 47% M 1.2 30' 5% M 1.3 26' 9% M 1.4 1% M 1.5
S 2 5.200 M 2.1 5.200 M 2.2 40 km/h
S 3 31'
41 mil. S 4 Thous. Tonnes
2,5 mil. DRA per S 5 year 100% M 5.1 20% M 5.2 - M 5.3 80%
On the completion of the major Evaggelismos – Leptokarya project (funded from the Cohesion Fund resources), the travel time on the Athens – Thessaloniki rail line will be reduced by approximately 1 hour and 10 minutes. On completion of the electrification of the Athens-Thessaloniki-Eidomeni rail line the total travel time will be reduced by approximately 1 hour and 30 minutes.
Due to the improvements of the railway network, a significant increase in the capacity of the network (passengers / freight) was also estimated. The implementation of the OP will also reduce expenditure on the operation and maintenance of the railway network.
The improvement of the railway services for customers will be significantly influenced not only by the increased capacity of the lines, but also by the increased average speeds on the lines and by the modernisation of the existing infrastructure (procurement of new vehicles, electrification, signalling, implementation of tele-management, etc).
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GR.2.7 Other Actions within Access and Road Sub Programme
The sub-programme covering ‘other actions’, within the OP “Access and road axes”, aims at the expansion and qualitative improvement of the services in the area of transport and an improvement to the present level of safety of navigation. Specifically, the efforts are aimed at:
• Safety of navigation; • Protection of human lives at the sea; and • Extension of the heliport network.
GR.2.8 Attiko Metro
Attiko Metro is constructed within the OP “Urban development”. Its completion will affect many areas. The improvements are presented in Table GR.11.
Table GR.12 Estimation of impacts of Attiko Metro
Travel time savings 50% 140 m. passengers per year Capacity 450 000. passengers per day 1 train– 1.000 passengers (rush hours) Reduction of daily automobile trips 250 000. Automobiles Reduction of toxic emissions 35%
Users of the Metro will achieve time savings of over 50% on average compared to making trips using other modes of transportation. For example, trips by car in the rush hour currently, take 35 minutes for a journey from Ethniki Amyna to Syntagma; whereas with the Metro, it will only take 10 minutes. From Dafni to Omonia it normally takes 35 minutes by car, whereas with the Metro it will only take 9 minutes. Bus, trolley and train routes will be programmed to connect with the Metro stations, thereby providing a broader and more efficient public transportation network.
When fully operational, the two new lines will carry an estimated 140 million passengers a year or 450.000 daily. The existing Athens-Pireas Electric Railway (ISAP) line carries approximately 110 million passengers annually or 350.000 per day. The time interval between trains will be 3 minutes during rush hours and 5 to 10 minutes in non-rush hours. A typical train during rush hours will carry 1000 passengers.
Over the last 25 years the percentage of Athenians using public transportation declined from 70% to 35%. The new Metro aims to reverse this trend.
It is estimated that the total number of daily automobile trips will be reduced by 250,000 when the Metro is fully operational with a resulting substantial decrease of the air pollution. Toxic emissions will be decreased by 35%.
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GR.2.9 Regional Development Impacts
The development of transport infrastructure has a positive influence on regional development. The improvements (travel time savings, better access to the area, safety, etc.) directly and indirectly effect employment, the economy, production abilities and other factors of the economic, social and cultural development of the regions.
The results of the regional analysis are presented as follows:
• Changes in employment and productivity (Table GR.12); • Changes in employment rates (Table GR.13); and • Changes in unemployment rates (Table GR.14).
Table GR.13 Change of Employment and Productivity per Region
Employment GDP / employee (EUR 15 = 100) Region change (% pa) 88-93 93-97 1988 1993 1993 1996 Eastern Macedonia and Thrace 1,8 -0,6 53 52 53 56 Central Macedonia 1,0 2,8 65 69 70 69 Western Macedonia 2,8 0,2 81 66 68 72 Thessalia -0,6 3,0 62 68 69 68 Epirus -2,2 0,2 52 60 61 65 Ionian Islands -0,5 1,1 54 61 62 63 Western Greece -3,0 2,3 54 70 72 73 Sterea Ellada -0,8 -0,8 91 94 95 101 Peloponnesus 0,0 -0,3 64 67 68 67 Atiki 2,5 1,6 72 72 74 74 Northern Aegean -3,5 0,4 53 64 65 63 Southern Aegean 4,4 -0,1 83 74 75 81 Crete 2,4 1,1 64 68 69 72 Greece 1,1 1,4 67 69 71 72
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Table GR.14 Employment rates per region (%)
Year Region 1988 1993 1997 Eastern Macedonia And Thrace 62,8 64,9 62,2 Central Macedonia 56,4 53,5 56,0 Western Macedonia 57,6 54,3 53,6 Thessalia 59,1 57,9 60,6 Epirus 61,5 56,0 55,7 Ionian Islands 71,2 64,3 68,5 Western Greece 65,9 56,9 59,9 Sterea Ellada 59,2 54,9 55,6 Peloponnesus 72,0 66,2 66,2 Atiki 50,1 50,7 52,4 Northern Aegean 55,2 52,5 52,5 Southern Aegean 57,5 56,4 61,7 Crete 70,9 67,9 70,1 Greece 57,1 55,2 56,7
Table GR.15 Unemployment rates per region (%)
Change Year Region 1993-97 1993 1994 1995 1996 1997 Eastern Macedonia And Thrace 6,6 7,4 9,2 9,6 8,3 1,7 Central Macedonia 7,9 8,2 9,1 8,9 9,2 1,3 Western Macedonia 9,8 9,1 13,2 16,3 13,8 4,0 Thessalia 7,2 6,9 7,6 7,6 7,5 0,3 Epirus 7,6 8,0 7,2 11,2 10,5 2,9 Ionian Islands 3,8 3,4 5,3 5,5 6,2 2,4 Western Greece 9,4 10,5 8,2 8,6 7,9 -1,5 Sterea Ellada 9,5 10,6 9,2 10,3 12,0 2,5 Peloponnesus 5,8 6,3 6,0 6,4 7,5 1,7 Atiki 11,1 11,1 11,0 11,9 11,6 0,5 Northern Aegean 4,3 7,0 4,9 7,1 7,1 2,8 Southern Aegean 4,5 3,5 4,8 4,9 4,3 -0,2 Crete 3,5 3,8 4,1 3,4 4,3 0,8 Greece 8,6 8,8 9,1 9,7 9,6 1,0
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GR.2.10 Employment and CSF for Transport
Table GR.15 presents employment by mode of transport over the period 1980-1987.
Table GR.16 Development of employment by mode of transport (1980 – 1997)
Year Railway(staff in 1000) Main Airlines (staff in 1000) 1980 12,1 8,8 1990 13,3 11,9 1995 12,5 9,1 1996 11,7 7,8 1997 11,8 8,2
Source: UIC, AEA, IATA
Impact of “Access and Road Axes” Sub-Programme
Within the OPT sub-programme “Access and Road Axes” it was assumed that for each 75,000 euros of expenditure one job position was created (measured in man-years).
During the period 1994 – 1996, the planned expenditure for road projects (PATHE, Egnatia, Remaining Axes), hopes to create 5.120 jobs within the construction industry. These job positions do not included those, which are related to the overall performance of the projects (e.g. public services, studies, administration, technical and financial support, etc.).
Airports
In 1997, the construction of Spata Airport employed, on average, around 2,000 persons. The average annual employment for the period 1996 – 2001 was estimated as 3,000 – 3,500 job positions.
Concerning the remaining projects, it was estimated, that by the end of 1997 624 job positions were created (measured in man-years).
Ports
The estimated direct total employment for the whole period to date is 800 man-years.
Impact of OPT “Railway”
Table GR.16 overleaf presents estimated benefits for employment (man-years) and the estimated number of permanent job positions created in the long-term period (positions/year) as a result of the Operational Programme for Railways.
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Table GR.17 Employment Impacts - Railways
Employment within the Employment in the IRR of the economic duration of the operation and multiple Project1 structure implementations (man benefits (job places / years) year) S 1 M 1.1 - 1191 747 M 1.2 - 724 395 M 1.3 5,24% 6252 4156 M 1.4 - 154 74 M 1.5 - 435 186 M 1.6 - 63 30
S 2 M 2.1 33,20% 200 96 M 2.2 16,35% 250 120 M 2.3 - 195 127 360 S 3 7,99% 852
S 4 8,08% 1250 810
S 5 M 5.1 45,11% 192 92 M 5.2 - 90 45 M 5.3 - 45 22
S 6 M 6.1 400 200 M 6.2 30 15
Impact of CPT sub-programme “Urban development”
The construction of the Attiko Metro involves approximately 2.000 workers, employed by the Attiko Metro.
GR.2.11 Environmental Impacts
According to the Law 1680/86, the Ministry of Environment, Physical Planning and Public Works - YPEHODE has responsibility for the protection of the environment and the integrated planning and management of coastal areas. Together with the Ministry of Transport and Telecommunications the Ministry operate mobile emission control stations.
1 the explanation of the measures is given in the attached Annex 23
Thematic Study of Transport: Country Report Greece
The protection of the marine environment and related activities are the responsibility of the Ministry of Merchant Marine, which controls the waste disposal from ships and the phenomena of sea-colour change due to incidents. The Ministry also organises educational seminars for the Port Authorities personnel, universities, local authorities, army authorities and the public.
Regulations
The following regulations relate to environmental matters:
• Law 1680/86, which gives YPEHODE responsibility for the protection of the environment;
• Law 1650/86 for the Environment establishes the framework of sanctions and liabilities related to the protection of the environment;
• Law 743/77 – “Protection of the marine environment”, Law 1147/81 and Law 2252/94 set the framework for the operations within the marine environment, provide preventive and pollution measures, describe obligations for both ships and onshore installations and include the sanctions for the violators (penalties, administrative fees, disciplinary penalties);
• Law 2244/94 provides support to the renewable sources of energy;
• Law 2234/94 promotes operation of industrial projects, where energy is the purpose of investments;
• Law 1512/85 for energy conservation; and
• EC environmental regulations and directives – e.g. European Directive SAVE
(93/76/EC) for stabilisation of CO2.
Programmes
National Action Programme for Climate Change
In 1995 YPEHODE established the National Action Programme for Climate Change. The Programme is aimed at reducing energy consumption within all sectors (industry, transport, commercial and household sectors), promotes the use of natural gas and also renewable sources of energy.
Operational Programme “Environment”
The OP “Environment” promotes and implements environmental standards related to the construction and operation of both private and public works. The legal framework is set by the 1650/86 for the protection of the environment, the EC environmental regulations and directives and international agreements. The OP consists of seven sub-programmes, of which six are related to specified environmental areas, while the last sub-programme aims at the provision of technical assistance in selected areas. The six sub-programmes are as follows:
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Thematic Study of Transport: Country Report Greece
• Development of the infrastructure in order to respond to the requirements of the European Environment Agency (EEA), to monitor the environment and to comply with the environmental standards (funding 47 MEUROS);
• Environmental management and control of the atmospheric pollution in Athens (funding 138,2 MEUROS);
• Management and protection of the natural environment (funding 138,2 MEUROS);
• Urban planning (funding 74 Meuros);
• National Cadastre Programme (funding 172 Meuros); and
• Integrated Environmental Actions (funding 7,3 Meuros).
Each sub-programme is divided into several action programmes, which are related to the specific environmental problems. The OP for environment also includes specific, thematically or geographically oriented, programmes, aiming to solve the major environmental problems. A brief description of sub-programmes related to transport is given in the following paragraphs.
There is no comprehensive inspection system in Greece thus one of the main objectives of the OP is to define a satisfactory legal framework and the technical terms of reference for such a system. The Inspection System is expected to operate under the jurisdiction of the National Government.
Sustainability
Since the Earth Summit in 1992 a comprehensive policy towards sustainable development in Greece has been implemented. A sustainability aspect is included in the applied development policies and sustainable practices are integrated in areas, such as energy, tourism, transport and agriculture.
YPEHODE has developed a national co-ordination mechanism for sustainable development in order to encourage the interest and involvement of all the competent ministries and other public sectors as well as co-operation with all the relevant authorities.
According to the Energy Programme (1994–1999), the annual energy savings, by the end of the programme, were estimated as 700 kTOE (energy efficiency, use of natural gas) while the substitution of primary energy, by the end of the programme, was estimated as 200 kTOE (renewable energy sources).
Effects of OPT Schemes on the Environment
Environmental impact studies are carried out prior to the construction of each project. The results of the studies significantly influence the progress of projects, often-negative results will suspend realisation of the project. The degree to which environmental assessment is built into the decision making process is very high in all the three phases – before, during and after.
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Thematic Study of Transport: Country Report Greece
With regard to road construction, it is very difficult to estimate actual impacts on the environment. In general, it is possible to say that road construction influences and drastically changes the environment and geographical characteristics of particular areas. Due to this fact during the planning of the projects the limits of the land acquisition, irrigation, fire protection and verdant works, are defined which contribute to the reduction of the negative impacts of the construction on the environment.
Road construction has been designed to protect the environment. For example, the ancient theatre of Dodoni has been completely bypassed by a tunnel on the PATHE motorway route and the Egnatia motorway route avoids ecologically sensitive areas such as birds in the Nestos estuary and accommodation of brown bears in the Panagia / Grevena countryside.
It is difficult to estimate actual impacts of railway construction on the environment. Again at the project planning stage emphasis given to the reduction of the negative impacts of railway construction.
Railway transport respects the environment. It causes less pollution than road transport and contributes to the solution of congestion problems. In comparison to other routes it consumes less fuel, and the lines occupy less area of the ground, which means less interference with the environment. The implementation and completion of the planned rail projects will encourage rail use and subsequently reduce other less ecologically- damaging modes of transport, such as roads.
New Athens International Airport at Spata
Protection of the environment is one of the main concerns of Athens International Airport S.A. The airport design aims to provide:
• hydrant pits for parking aircraft;
• 400 Hz and regular 50Hz low voltage power supply for parking aircraft;
• oil spillage detection systems;
• split system for rain/sewage water;
• own sewage treatment plant;
• use of treated water for irrigation;
• energy savings measures;
• implementation of automation system for lightning and power demand control; and
• measurement of all concessionaires.
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Thematic Study of Transport: Country Report Greece
Concerning the negative impacts on air quality, traffic and noise, fauna and flora, and the problem of waste, the following projects will be implemented:
• Establishment of an Air Quality Monitoring Network in the wider Mesogaia area;
• Establishment of a Dust Monitoring program during the construction of the airport;
• Installation of DOAS on the airport site;
• Meteorological measurements;
• Measures to avoid Construction Traffic in the Mesogaia plain;
• Monitoring programs to assess road traffic impacts in Mesogaia;
• Monitoring network for aircraft noise during flight operations;
• Continuous monitoring of flora and fauna in Mesogaia;
• Avifauna monitoring;
• Monitoring vertebrate and plant species and their habitats;
• Landscaping of the airport site to blend with the native environment of Mesogaia;
• Creation of Urban Green Areas in 5 municipalities in the vicinity of the airport;
• Waste prevention and recycling; and
• Environmentally sound treatment and disposal of waste that can not be prevented or recycled.
Ports
The policy of the Ministry of Merchant Maritime aims to reduce oil spills and to protect the sea environment. As described earlier strategies/programmes have been implemented to encourage the use of environmental-friendly modes of transport and to promote the use of high-tech coastal vessels.
According to research the completion of port projects will significantly influence sustainable mobility. In order to investigate sustainability issues, a study is planned aiming at the development of a “Management System for the Coastal Shipping Transport” (SETHAM).
It is recognised that most of the continental port projects need improvements to the land (rail / road) access ports in order to increase their impacts.
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Thematic Study of Transport: Country Report Greece
Attiko Metro Urban Development
In 1961 there were 39 000 automobiles in Athens, while today there are 1.4 million. This increase contributes significantly to the increase in air pollution, particularly in the centre of Athens. Over the last 25 years the percentage of Athenians using public transportation has declined from 70% to 35%. The new Metro will reverse this trend. Other mass transit modes (bus, trolley bus and railway) will be connected with the Metro, which will subsequently increase total usage of all public transit systems and improve both the traffic flow and the impact of the traffic on the environment, especially air pollution. It is estimated that the total number of daily car trips will reduce by 250,000 when the Metro is fully operational with a resulting substantial decrease of the air pollution; toxic emissions will decrease by 35%.
GR.2.12 Institutional Factors
Ministries, authorities and organisations involved in the OPT implementation
Various ministries, authorities and organisations are participating in the implementation of the Operational Programmes for Transport:
• Ministry of Planning, Environment and Public Works – YPEHODE – is responsible for construction, design, maintenance (roads, ports, airports – heliports). Within the present OPT the Ministry is responsible for the implementation and operation of the OP “Access and Road Axes”, which includes roads, ports and airports – heliports;
• Ministry of National Economy – YPETHO – is responsible for financial programming, planning and financial management of the OPTs;
• Ministry of Transport and Telecommunications – is responsible for releasing operators’ licenses, operations, fare policy and competition;
• Ministry of Merchant Marine – is responsible for ports, competition within the maritime industry, fare policy and safety procedures;
• Ministry of Public Order – is responsible for public order;
• TEO – National Road Fund – operates and maintains all the toll stations in Greece and provides financial support for building new motorways and maintaining those that already exists in the Greek national system;
• OSE – National Railway Organisation - is responsible for the railways and their operation;
• YPA – National Aviation Organisation;
• KTEL, OASTH – are responsible for public transport (buses);
• Prefectures and municipalities;
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Thematic Study of Transport: Country Report Greece
• Local authorities – port and airport authorities (e.g. Authority of Port of Piraeus, Authority of Port of Igoumenitsa, etc.); and
• Private sector.
Private Sector Participation
It is important to attract private sector participation and several actions have been undertaken in order to achieve this. For example, the Port Organisations have been converted into SA (corporation) with the objective of forming PPPs.
The private sector already participates in several projects, such as:
• Rio-Antirio Bridge (part of the PATHE motorway) – GEFYRA SA (53% GTM Entrepose – France 47% Greece - TEV, HELLINIKI TECHNODOMIKI, JEUS, ATHINA, PROODEFTIKI, C.I.S.);
• Spata Airport – Athens International Airport S.A.; and
• Projects of YPA.
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