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URBAN & RAILWAY DEVELOPMENT IN PATRAS 9-16 JUNE 2013 GROUP 4 ANDI BELULAJ PANAGIOTIS AIVALIS FANI DIMOPOULOU BETTINA RIEDMANN JUDITH SCHÖBI KARIN WIDLER


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 bypass 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

Rio Rododafni

Diakopto

Interchange node for passengers on the outskirt of Patras, possibilities are in Rio, Rododafni or Diakopto


suggested railway standards one track metric gauge,

one track line

double track corridor

futurally electrified

Normal speed

1 track fully equipped high speed

second path reserved

second path reserved

high speed

double track fully equipped


travel time Patras to Athens Travel time (in hours) New line (change in Rio)

New line (change in Rododafni)

Former Metric Rail (with stops)

Car 0

0,5

1

1,5

2

2,5

3

3,5

4


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

Suburban line (train)

New Stop

Inner city line (tram)

Existing stop Concept of service Suburban line (train) Inner city line (tram)

Future connections every hour, synchronised with Intercity to/from Athens every 15’, connected to blue line in Bozaitika and new Port

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


a vision for the metropolitan line


interchange for passengers


existing lines and plannings OSE

2013 CODE Patras Athens - Kiato Kiato - Rododafni Rododafni - Rio Rio - Patras

2015

in operation

Patras Suburban train A. Andreas (P.) - A. Vassileos (R.) in operation to Arachovitika (north Rio)

?

2016

2020

2025

2030


corrections and suggestions 2013

2015

2016

2020

2025

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 in operation (R.) 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

2030


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 


Thank you for your attention GROUP 4 ANDI BELULAJ PANAGIOTIS AIVALIS FANI DIMOPOULOU BETTINA RIEDMANN JUDITH SCHÖBI KARIN WIDLER


travel times BY CAR distance to Patras (km) time used

Pirgos Araxos Airport 100 45

1h 22‘

Agios Andreas 2

Patras

53‘

Athens

7

30

50

110

222

Patras 12‘

33‘

1h

1h 20‘

2h 30‘

Diakopto Kiato

Athens

BY FORMER METRIC LINE

Pirgos

Airport

Agios Andreas

distance to Patras (km)

109

49

2

1h 50‘

1h

time used

Rio Rododafni Diakopto Kiato

Patras

Rio

7 Patras

Rododafni

29

50

106

221

36‘

53‘

1h 30‘

3 h 41‘


travel times (by railway) CHANGE in RODODAFNI KIATO - ATHENS Expected /possible traveltime KIATO - Athens KIATO - RODODAFNI ( 80 km) Rododafni- Rio Train Changing time Traveltime Patras - ATHENS

1h 20‘

km/h average speed 100 km/h

1h 10‘ 40‘

160 km/h 140 km/h

30‘ 2h 20‘ 10‘ 2h 30‘

60 km/h

CHANGE in RIO Expected /possible traveltime KIATO - Athens KIATO - RODODAFNI ( 80 km) RODODAFNI –RIO ( 30 km) Traveltime Patras Athens

re-establishment to Rododafni: 90 Mio. Euros re-establisehment to Rio:

km/ha average speeed 1h 10‘ 40 ‚ 15 min 2h 15‘

160 km/h 140 km/h 120 km/h

Kiato – Athens: 1h 20‘ proposed timeschedule for combination of metric gauge and normal gauge


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


5 team 4