Greece

Interviewees

Mrs Vitou, Hellenic Railway Organisation

Mr A.Ballis, NTUA

Steering Committee Representative

Mr I. Paradissopoulos, Hellenic Railway Organisation

Mr A.Ballis, NTUA

Links

Hellenic Railway Organisation

NTUA

Ministry of Transport and Communications

Aristotle University of Thessaloniki

SYSTEMA

TRUTH

The general framework of the Greek Transport Policy is based rather on initiatives of individual actors (Ministries, governmental bodies/organisations, lobbies etc) than on a central policy scheme that follows a top-down approach. Even though the Ministries of National Economy and Finance have the overall control, most policy issues are under the responsibility of the relevant Ministries (Defence, Mercantile Marine, Transport and Communication, Environment, Physical Planning & Public Works, Public Order) or Governmental bodies/organisations (Hellenic Railway Organisation, Civil Aviation Authority). In addition, all governmental or semi-governmental bodies/organisations have developed short or long-term master plans that usually are the expression of needs and expectations for the modernisation and expansion of their activities. Most of these plans are made under the assumption of adequate fund availability or under very optimistic cost-benefit analysis scenarios.

The latest years, the Greek governments have followed a consistent policy of harmonising Greek legislation and transport policies with those adopted by the E.U, with some exceptions in order to protect the interests of specific groups (e.g. the cabotage for the short sea shipping in Greek islands is valid until 2004).

The transportation infrastructure in Greece is strongly affected by the landscape and geopolitical status of the country. The country is situated on the Balkan peninsula, at the south-east of Europe having a land frontier north-side with Albania, ex-Yugoslavia (FYROM) and Bulgaria, an east-side frontier with Turkey while sea forms a natural frontier to the west and south. Geography dictates the links with European Union member states with three basic alternatives: Land links crossing the Balkan peninsula in the North and two sea-links: Through Piraeus port to Rotterdam port and through Patras/Igoumenitsa ports to Italian ports (e.g. Brindisi, Ancona, Bari). Greece seems to be isolated from the other EU countries due to surrounding sea and to non-EU Countries neighbouring.

The transport infrastructure includes 140 ports and 40 airports most of them covering the needs of islands that accommodate about 10% of the country's population. The railway network has a length of about 2.500 Km and consists of metric (35%) and normal (65%) gauges. The cargo market share of railways in Greece is insignificant mainly due to two reason: (a) The majority of inland cargo is transported over medium (500 km) and short distances and (b) The lack of flexibility that characterizes the railway sector (in general).

A modernisation programme for the Greek railways infrastructure is in progress. The aim is to provide fast and reliable connections between northern and southern Greek areas. The effort focuses both at passenger and cargo transport sectors. Moreover, the replacement of the metric gauge lines by normal lines is gradually proceeding.

Within the above global framework of the Greek railways, the combined transport makes its infant steps. Two small combined transport terminals exist, one in the vicinity of Athens (Ag.Anargiri) while the other in Thessaloniki. A significant disadvantage of both terminals is the absence of links with the nearby ports of Piraeus and Thessaloniki (respectively) where significant import /export cargo flows are served. This situation will probably be improved in the future. A new railway cargo terminal is planned for the Athens region (in Threasio Pedio) where a link with the new Piraeus container terminal (Ikonio) is foreseen. Similarly, in the new pier of the port of Thessaloniki, provision is made for the linking to the railway line.

The participation of the railway in the W. Europe-Italy-Greece corridor (e.g. Munich- Verona-Brindizi-Patra-Athens) was investigated in the European PACT Programme. The relevant studies revealed that the involvement of railways is technically and economically feasible. At present, the corridor is in operation, but the transport of load units to/from Patra is performed only by road vehicles. An initiative that will have very positive impact on the combined transport sector is the creation of Freight Villages. Currently, the freight transport activity is based on locations owned by the private sector. Unofficial spatial concentrations of activities specialized in freight transport have arisen in sub-urban areas or near the maritime ports of Piraeus and Thessaloniki, mainly due to the converging locations of small and medium road transport companies.

The Hellenic Chambers Transport Organization, has recently finished a study concerning the creation of a network of freight villages in Greece. This study has been financed by DG XVI of the European Commission. The main objective of the study was to define the number of Freight Villages needed and the candidate areas for their location, in order to satisfy the transport and logistic needs and contribute to the intermodal transport development in Greece.