Organismos Sidirodromon Ellados
| OSE SA
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|---|---|
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| legal form | Corporation |
| founding | January 1, 1970 |
| Seat |
Athens , Greece
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| management |
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| Number of employees | 1,260 (2017) |
| Branch | Railway company |
| Website | www.ose.gr |
The Organismós Sidirodrómon Elládos (ΟΣΕ, Οργανισμός Σιδηροδρόμων Ελλάδος, Greek Railway Organization ; formerly international Chemins de fer Hellénique , CH ) is Greece's national railway company in state ownership. Since 2017, it has only been responsible for the infrastructure and the operation of the rail network. Passenger and freight traffic is carried out by TrainOSE , originally founded in 2013 as a subsidiary of OSE , which has been a subsidiary of the Italian state railway FS since 2017 . The OSE route network extends over the Peloponnese , Central Greece and individual routes in Macedonia and Western Thrace . There are no railway lines on the Greek islands.
The head office of the OSE is located in Athens.
history
The first railway in Greece was the privately built and financed connection from Piraeus to Athens in 1869. It was used primarily for urban transport and is still part of the subway network of the Athens Metro .
Up until the end of the first Balkan War in 1912, the expansion of the Greek railway network was divided into two parts.
Railway construction in central and southern Greece
The construction and expansion of the railway network in Thessaly , central and southern Greece, i.e. what was then the Greek national territory, initially proceeded independently. As a member of the Greek engineering corps , Nicolaus Zink had planned the first main railway line on behalf of the government in the middle of the 19th century, but the first section, the connection between Athens and the port of Piraeus, was not completed until 1869 and was fully financed and operated by a private company .
In the 1880s, several meter-gauge lines were built: the first section of the Peloponnese network was completed in 1883, and after the Kingdom of Greece conquered Thessaly in 1881 , the railway line from the port city of Volos to Larisa was built in 1884 .
In 1902 the Hellenic Railways Company or Chemins de Fer Helléniques was founded . In 1904 the construction of the standard gauge line from Piraeus via Athens, Livadia , Lianokladi , Domokos , Farsala to Larisa began. This line was completed in 1909 to Papapouli , the border town on the then Ottoman-Greek border. After the Balkan Wars, Aegean Macedonia fell to Greece in 1913; After the First World War, Thrace fell to Greece in 1919 ( Treaty of Neuilly-sur-Seine ). The further expansion of the standard-gauge railway line from Papapouli to Platy took place from 1914 to 1916. When Platy was reached, the gap between the standard-gauge lines in Macedonia and Thrace built under Ottoman rule and the railway network in Thessaly, Central Greece and the Peloponnese was closed.
Railway construction in northern Greece
In the north (today's Macedonia and Thrace , until 1912 under Ottoman rule ) standard-gauge railway lines were built by the Compagnie des Chemins de fer Orientaux (CO) founded by Baron Hirsch . The Ottoman Sultan granted the building license .
The following routes were built by this private railway company, also known as the Orientbahn in German-speaking countries , from 1871 onwards:
- Port of Thessaloniki - Idomeni - Gevgelija - Skopje - Kosovska Mitrovica from 1871 to 1873
- Didymoticho - Alexandroupoli as a branch line from Istanbul - Belovo 1874
- Thessaloniki - Platy - Edessa - Florina - Kremenitsa - Bitola (length: 209 kilometers), 1892
- Pythio - Edirne - Swilengrad (length: 621 kilometers), 1873
The connection to the main axis Vienna - Constantinople was via Skopje in the north and Alexandroupoli in the east. The connection between the two lines of the Orientbahn ending in Thessaloniki and Alexandroupoli with the line via Serres and Drama was established from 1892 to 1895. It was built and operated by the Belgian-French Compagnie des Chemins de fer de jonction Salonique-Constantinople . After the Balkan Wars and the First World War , the Greek state took over all railways that had been private until then, with the exception of the lines east of Alexandroupoli.
The demarcation of the border after the first Balkan War caused some peculiarities in rail traffic, as the construction of the lines was based on the needs of the Ottoman Empire . After the war, Thessaloniki became part of Greek territory, Bitola and Skopje became part of Serbian territory. For a long time, however, rail traffic between Bitola and Belgrade was only possible via the southern detour via Thessaloniki through Greek territory until the direct Bitola – Skopje connection was built later in the 20th century. Likewise, after the border was drawn as a result of the Treaty of Lausanne from 1923 on the Greek eastern border, the main Vienna – Constantinople axis ran northwest and south of Edirne across Greek territory, i.e. H. the connection of the north-easternmost areas of Greece was only possible via Turkish territory, that from Edirne to Istanbul only via Greek territory. This line was operated by the Chemin de fer Franco-Hellenique (CFFH) until 1955 and was only then transferred to the Greek State Railways. Until the construction of a bypass of Edirne on the Greek side and a connection from the Turkish-Bulgarian border via Edirne to the main axis to Istanbul on the Turkish side in 1971, trains from both countries operated on the Swilengrad – Pythio section.
Connected network and establishment of the state railway
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From 1916 there was a continuous standard gauge line from Athens to Thessaloniki and from Athens via Thessaloniki to Skopje, Sofia and Istanbul.
In 1920 the previous railway companies were taken over by the newly founded state railway company ( Sidirodromoi Ellinikou Kratos , SEK - Railways of the Greek State, formerly international Chemins de Fer de l'État Hellénique (CEH)), with the exception of the Piraeus – Athens – Kifissia high-speed railway and the CFFH. In the 1920s, the new construction of the railway line from Agra (east of Edessa ) to Arnissa (northeast of Amyndeo ) was carried out by the state railway company, which replaced the old flood-prone railway line.
In 1955, the Greek state took over the Alexandroupoli – Pythio – Svilengrad railway from the CFFH. In 1950, a 60-kilometer new line was built from Amyndeo via Ptolemaida to Kozani in standard gauge, connecting the lignite mines and power plants in the Ptolemaida and Kozani area to the Greek railway network. By 1960 the SEK converted the Larisa – Volos line from meter gauge to standard gauge. The reloading in Larisa was omitted; direct trains from Athens and Thessaloniki to Volos were now also possible. On October 1, 1968, a serious railway accident occurred near Corinth when two passenger trains collided there. 34 people died, 150 were also injured.
The successor organization of the SEK, the OSE, was founded in 1973 and still exists today. In 1975 the previously private railway line Piraeus – Athens – Kifissia was taken over by the OSE. With the takeover, the route became a deficit, while dividends had previously been paid out regularly to the shareholders of the operating company. In 1977 the Greek railway network covered 2502 kilometers. Of this, 1,565 kilometers were made in standard gauge, 915 kilometers in meter gauge and 22 kilometers in narrow gauge (600 mm, Pelion Railway ). In relation to the area, Greece had a very low rail network density of just one kilometer on 52.75 km². In 1977, only three sections of the route were double-tracked: Piraeus – Athens – Kifisia (22 km), Athens – Inoi or Oinoi (61 km) and Thessaloniki – Platy (38 km).
The vehicle fleet consisted of diesel locomotives with the exception of the electrified high-speed railway line Piraeus – Athens – Kifisia . Steam locomotives were even used to transport goods . At the same time, the meter-gauge sections Kryoneri-Agrinio (Aetolia-Acarnania) and Volos-Milies (Magnisia) were shut down. There were international connections via Yugoslavia to Central Europe, via Bulgaria and Romania to the Soviet Union and Turkey .
Since 1990
In contrast to other European countries, the railway played a niche role as a means of transport in Greece for a long time. There were two reasons for this: on the one hand, the inhospitable mountains required large investments; on the other hand, many important centers, especially tourism, were already on islands. The ambitious plans to connect the parts of the country not previously served by railways, especially in the west of the country, have not yet been implemented. After 1990 expansion planning concentrated on the long-distance Corinth – Athens – Thessaloniki route and on rail transport in the country's two major metropolitan areas. The major modernization measures included route electrification, the Athens S-Bahn, the conversion of various routes to standard gauge and increasing the maximum speed to up to 200 km / h.
In the 1970s, however, the train was still an important means of transport for trips to Central Europe. The Hellas Express connected Athens with Dortmund, and the Akropolis Express also ran from Athens to Munich. With the advent of inexpensive air connections and the war in Yugoslavia , the importance of these train connections decreased rapidly; since 1993 there has been no direct connection to Germany. In addition, competition from air traffic grew. In the meantime there were again the connections D 401 Thessaloniki – Vienna South and D 460 Budapest – Thessaloniki . The Thessaloniki – Istanbul route , on which simple trains and the comfortable Dostluk / Filia Express (IC90 / IC91) ran, also gained in importance . The parallel bus connection was a bit cheaper, but didn't offer any sleeping facilities. In February 2011 all remaining international connections (one pair of passenger trains from Thessaloniki to Istanbul, one pair of trains to Skopje and three pairs of trains to Sofia, including one to Bucharest) were suspended until further notice for economic reasons.
On May 12, 2014, scheduled passenger traffic with a group of through coaches from Thessaloniki to Sofia and a pair of trains from Thessaloniki to Belgrade via Skopje and back was resumed. On August 21, 2015, traffic between Thessaloniki and Gevgelia (North Macedonia) was suspended for security reasons until further notice, as numerous boat refugees who landed in Greece use the trains and the route to cross the border on foot, which both led to unsustainable conditions . Travel between Serbia and Macedonia was also interrupted. The passenger train pair Beograd – Skopje – Thessaloniki and back has been running since June 17, 2016.
Expansion plans
The intensive expansion of the suburban railways around Athens has made the railway a mainstay of Athens' local public transport alongside the metro. Important long-distance routes such as Corinth – Patras, Athens – Thessaloniki and Thessaloniki – Istanbul are being expanded, so that passengers can also expect to switch from bus lines to rail. The expansion of the PATHE axis (Patras-Athens-Thessaloniki-Idomeni) should be completed by the end of the decade; the line should then be consistently electrified on two tracks at 200 km / h. Electrical operation between Athens and Thessaloniki began on May 20, 2019, the fastest connection now takes just under 4 hours for around 500 km, previously it was 5:30 hours. In contrast, the connection of western Greece to the rail network will be a long time coming, especially since the cost-benefit ratio is very poor and the project is more of a symbolic character.
Partial privatization
In order to enable a partial privatization of the OSE, the transport sector was spun off as a - initially only legally - independent railway company in 2013 as a subsidiary of the OSE and named TrainOSE . On January 18, 2017, TrainOSE was sold to the Italian state railway Ferrovie dello Stato Italiane for 45 million euros . The transfer of ownership took place on September 14, 2017. The railway vehicles were excluded from privatization. They were spun off into their own company and were not part of the privatization. This own company in turn is the owner of the 1160 railway vehicles.
Route network
In Greece there were two independent route networks. The route network in the Peloponnese was built in meter gauge, with the exception of the 750 mm gauge rack railway from Diakofto to Kalavryta. Of this formerly extensive narrow-gauge network, however, only the suburban railway from Patras between Agios Vasileios and Agios Andreas, the Katakolo – Olympia line and the Diakofto – Kalavryta cog railway remain in operation. The rest of the network is laid out with regular gauge, with the exception of the Pelion Railway, which is a 600 mm gauge . In Athens there were therefore two train stations until 2005 that were not far from each other: the Stathmos Larisis for the standard-gauge lines to northern Greece and the now closed Stathmos Peloponnisou for the narrow-gauge railway towards the Peloponnese. The meter-gauge line Piraeus-Athens-Corinth was replaced in 2005 by a new standard-gauge line, which was extended to Kiato in 2007 and to Rhododaphni in 2020. The narrow-gauge line between Agii Anargiri and Kórinthos is largely still passable, but out of service.
Standard gauge network
- Piraeus - Athens - Larisa - Thessaloniki with the branch Lianokladi - Lamia - Stylida
The Piraeus – Thessaloniki railway line , the Greek main line, has been expanded to a modern standard for long-distance routes since the 1990s, with a second track being laid, the line electrified and equipped with the latest safety technology. Previously, the technical equipment on long sections corresponded to a branch line . In several sections, especially in Macedonia and Thessaly, the route with its many bends will be completely redrawn. The route through the Tempe valley has been replaced by a tunnel. The mountain crossings between Domokos and Lianokladi or Lianokladi and Tithorea went into operation in February 2018.
- Thessaloniki - Serres - Drama - Alexandroupoli (- Ormenio )
This line established the connection to the Turkish railway network in Pythio, whereby the branch from Strymonas to Promachonas and the end of the line in Ormenio made the connection to the Bulgarian network. The cross-border sections at Pythio and Ormenio are (as of 2019) not in operation. There is a daily passenger train in each direction between Alexandroupoli and Ormenio (as of 2019).
- Volos - Paleofarsalos - Karditsa - Trikala - Kalambaka
The original meter- gauge line of the Thessalian Railways was rebuilt to standard gauge between Paleofársalos and Kalambaka by 2001 and large-scale neutrased. The Paleofarsalos, Karditsa, Trikala and Kalambaka train stations as well as the last kilometers of the route before Kalambaka were left in their old location, largely using the buildings. In preparation for a possible extension to Ioánnina and Igumenítsa , the heavy superstructure was laid with UIC 60 rails. It is still unclear when the further construction towards the west, which was planned several times in the history of the Greek railways, will be realized. The Paleofarsalos – Volos section is still meter-gauge, but out of service.
This route connects Volos with little incline to the main Athens – Thessaloniki line. In Velestino it meets the disused meter-gauge line from Paleofársalos.
- Thessaloniki - Idomeni and Thessaloniki - Promachonas
These two routes are the international connections in the direction of Belgrade or Sofia and Bucharest . Thessaloniki - Idomeni is the first electrified section of the main connecting axis Idomeni – Thessaloniki – Athens. Since September 2005, this route has been mainly used by electric locomotives, travel traffic is limited to one train per route (Belgrade – Thessaloniki, Sofia – Thessaloniki).
This route uses the rails of the main thoroughfare to Inoi, between Athens Larisis and Inoi it had been double-tracked since 1960. On the Piraeus – Athens section, standard and meter gauge existed side by side. In 2005 the meter gauge line was closed. On the vacated site, a new double-track line has been built to the former, more easily accessible, meter-gauge station in Pireas. Currently only the suburban trains from Piraeus via Athens to Ano Liosia and Afidnes operate there .
This route was interrupted from Edessa towards the west (to Florina or the junction from Amyndeo to Kozani) from 2002 onwards due to renovation work and was opened to traffic again in early 2007. The branch to Kozani has been out of service again since January 2011. The route uses the rails of the main artery between Thessaloniki and Athens to Plati.
Two-track new line, independent of the old meter-gauge line for high speeds. The access points are therefore usually less favorable to the settlements than those of the old meter-gauge railway. This route is currently only used by the Athens S-Bahn. After completion of the regular-gauge route to the important port city of Patra, long-distance trains will also run.
With the opening of the new routes to Athens Airport in 2003, the local or S-Bahn routes were outsourced to the largely self-sufficient company Proastiakos , which in turn was later incorporated into the operating company of the Greek railways (Trainose). In addition to the long-distance routes, it now also operates the routes from Kiato to Athens Airport, from Piraeus to Ano Liosia and the Thessaloniki S-Bahn from Thessaloniki to Larissa, which was built in 2007.
Narrow gauge network
Only routes in the Peloponnese are in regular operation .
- (Piraeus – Athens – Corinth – Kiato – Diakofto – Agios Vasileios) –Rio– Patras –Agios Andreas (- Pyrgos - Kyparissia )
The route along the north and west coast of the Peloponnese was the connection of the region to the capital Athens, the port of Piraeus and the European railway network. Like all Greek meter-gauge lines, the line is single-track throughout. In the autumn of 2004, the Piraeus began the gradual closure: the Piraeus – Rhododaphni section was replaced by a new route in the standard gauge by 2020. Since the meter-gauge superstructure was partially removed, OSE coaches run to Patras as replacement rail services. The last part remained in operation at Patras, on which regular suburban traffic was set up between Agios Vasileios and the Agios Andreas train station in Patras. Since May 2018 only the section from Rio to Agios Andreas has been operated. The southern extension to Kyparissia has been out of service since January 2011. A reactivation to Pirgos is to take place from regionalization funds. On May 6, 2019, the first test drives took place on the meter-gauge line Patras - Kato Achaia (21 km in length); traffic will begin in February 2020.
The Katakolo – Pyrgos section has only been in operation again since summer 2007.
Branch line at Kórinthos, intended for gauge change. Currently out of order.
→ Main article Diakopto – Kalavrita railway line
Mixed adhesion and cogwheel line with 750 mm gauge. It crosses the Vouraikos Gorge and passes Ano Zachlorou, which serves as the station for the Mega Spileon monastery, 200 meters further up , and is very popular with tourists during the season.
Kalamata – Asprochoma – Airport – Messini was back in service as an hourly “S-Bahn” since summer 2008. This suburban railway was supplemented by the Kalamata – Asprochoma – TEI line (corresponds to a technical college) and a new hospital. Out of service since January 2011. In 2014 and 2015, on the occasion of the fair in Messini, there was a train service for a few days. Politicians demand a permanent resumption.
Disused routes
| Route: Corinth – Kalamata | |||||||||||||||||||||||||||||||||||||||||||||
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| Route length: | 236 km | ||||||||||||||||||||||||||||||||||||||||||||
| Gauge : | 1000 mm ( meter gauge ) | ||||||||||||||||||||||||||||||||||||||||||||
| Maximum slope : | 33 ‰ | ||||||||||||||||||||||||||||||||||||||||||||
| Minimum radius : | 110 m | ||||||||||||||||||||||||||||||||||||||||||||
| Top speed: | 90 km / h | ||||||||||||||||||||||||||||||||||||||||||||
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- (Kaló Neró – Zevgolatio) (Peloponnese network) (meter gauge)
Link from the west coast (Kyparissia) to Kalamata. Out of service since January 2011.
Elaborate mountain route, the Corinth (new train station) –Tripoli section had been in operation again since summer 2009 after complete renovation, the renovation of the route to Kalamata was completed at the end of 2009, but it was never reopened. The entire route has been out of service since January 2011.
Branch line in the Argolis , closed in the 1960s, reopened with a new end point at the port of Náfplio in 2005 after complete renovation. Out of service since January 2011.
- Kavasila– Kyllini / Loutra Kyllinis (meter gauge)
The 16 kilometer branch of the Patras - Kalamata line to Kyllini and Loutra Kyllinis was put into operation in 1891 by the Peloponnese railways. The Vartholomio – Loutra Kyllinis section was closed in 1969 and the Kavasila – Kyllini section in 1985.
| Pelion Railway | |||||||||||||||||||||||||
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| Route length: | 28 km | ||||||||||||||||||||||||
| Gauge : | 600 mm ( narrow gauge ) | ||||||||||||||||||||||||
| Maximum slope : | 30 ‰ | ||||||||||||||||||||||||
| Minimum radius : | 30 m | ||||||||||||||||||||||||
| Top speed: | 20 km / h | ||||||||||||||||||||||||
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- Volos - Milies ( Pelionbahn ) (narrow gauge 600 mm)
The 28 km long line was put into operation by the Thessalian Railways in 1895 (Volos – Ano Lechonia) and 1903 (Ano Lechonia- Milies ). Until 1933, a steam-powered tram operated on the tracks from Volos train station to the suburb of Anavros. In 1971 the entire line was closed; since 1996 there has been a museum on the Ano Lechonia – Milies section and since 2004 on the Anavros – Agria section.
- Paleofarsalos - Velestino (meter gauge) ( Thessalian Railways )
The 161 km long Volos – Velestino – Paleofarsalos – Kalambaka line and the Velestino – Larisa line were put into operation by the Thessalian Railways between 1884 and 1886. In 1960, the Volos – Velestino – Larisa line was converted to standard gauge and Volos was thus connected to the standard gauge network. The narrow-gauge railway between Paleofarsalos and Kalambaka was converted to standard gauge around 2000, and there is occasional museum operation between Velestino and Paleofarsalos.
- Athens - Lavrio (meter gauge)
The 66-kilometer route from Athens to Lavrio was put into operation by the Attic Railways between 1883 and 1885. In 1931 it was connected to the network of the Peloponnese in Agioi Anargyroi near Neo Irakleio , since then Lavrio has been approached from Piraeus . The old Omonoia – Kifisia section was closed in 1938, expanded to double-track standard gauge and electrified by 1957; it still exists in this form today as part of Line 1 of the Athens Metro. The section from Agioi Anargyroi to Lavrio was closed in 1957. It was planned to open it in 2012 with a new standard gauge layout. However, this has not happened to this day, although the branch points were already installed when the new line to the airport was built. On a small section of the old narrow-gauge line, there are occasional museum operations today. In the former train stations of Lavrio and Markopoulo there are railway vehicles, but they are (2015) in a poor condition.
- Lavrio – Agios Konstantinos (meter gauge)
A freight railway ran from the ore smelters in Lavrio to the mines in Agios Konstantinos, about five kilometers away. Because of the great difference in altitude, the route was laid out with large loops, so that it was about twice as long as the straight line. A large part of the route including the tunnel at Agios Konstantinos is still accessible today. Only near the high chimney of Lavrio was it buried under a landfill at about 300 meters.
- Mesonisi – Neos Kafkasos – North Macedonian border (standard gauge)
The 219-kilometer route from Thessaloniki to Monastir (now Bitola , North Macedonia ) was put into operation in the Ottoman Empire in 1894. In 1931, the 5.5 kilometer branch from Armenochori (today Mesonisi) to Florina (city) was completed, which is the current end of the route. Cross-border traffic on the former main line from Mesonisi to Bitola was discontinued at the beginning of the 1990s in connection with the problematic relations between Greece and North Macedonia ( dispute over the name of Macedonia ), and for a while the border station Neos Kafkasos was used . Today this part of the route is completely closed, although it has been renewed in the meantime.
The 74-kilometer line with branches to Mesolongi (city), Aitoliko, Neochori and Katochi was put into operation by the railways of northwestern Greece between 1890 and 1910. The connection to the railway network of the Peloponnese was made by a ferry connection (from the 1950s by a train ferry) from Kryoneri to Patras . The entire line was closed in 1971. Although the line was repaired from 1996 onwards, it was not put back into scheduled operation as originally planned due to a lack of maintenance options for the rolling stock. However, it is planned to upgrade the line to standard gauge as part of the future Antirrio – Ioannina west axis.
- Sarakli – Stavros – Tsagiezi (600 mm narrow gauge)
This route was built by Turkish prisoners of war and Egyptian temporary workers under the direction of the British military and opened in 1918. In 1920 it passed to the Greek state, which operated the line from Sarakli to Stavros. In 1947 it was also shut down.
other activities
The OSE does not operate regular buses, but maintains a fleet of coaches that are used as rail replacement services and are also used as part of package offers (e.g. trips to sights).
The Athens Railway Museum has been located in Sepolia since 1978 and is maintained by the OSE.
literature
- The Greek State Railways - a snapshot . In: Eisenbahn-Revue International , issue 7/2002, ISSN 1421-2811 , p. 340.
Web links
- Official website (Greek and English)
- TRAINOSE website, passenger transport (Greek and English)
- (Outdated) press review of the Greek railways ( Memento from May 3, 2005 in the Internet Archive ) (good German translation)
- Association of Friends of the Greek Railways (Greek)
- OSE information portal on the expansion of the railway network (Greek and English)
Individual evidence
- ↑ a b Financial Report 1st Half 2017 (PDF; 955 KB; English) pages 16 and 32, accessed on February 26, 2018
- ↑ a b ose.gr: Management , accessed on February 26, 2018
- ↑ a b Karlheinz Hartung, Erich Preuß : Chronicle Deutsche Eisenbahnen 1835-1995 , transpress Verlag, Stuttgart 1996, ISBN 3-344-71038-9 , p. 133 (a), p. 76 (b)
- ↑ a b Harald Navé: Steam Locomotives in Central and Eastern Europe , Franckh'sche Verlagsbuchhandlung, Stuttgart 1977, ISBN 3-440-04368-1
- ↑ Greece's connection to the European railway network. In: Weltwirtschaftliches Archiv, 11th Vol. Springer , 1917, pp. 22-25 , accessed on December 6, 2012 (hosted on JSTOR ).
- ↑ a b c d e f g h i j k Dimitrios J. Delivanis: Transport and Infrastructure. In: Klaus-Detlev Grothusen (Hrsg.): Südosteuropa-Handbuch, Volume III: Greece. Vandenhoeck & Ruprecht, Göttingen 1980, ISBN 3-525-36202-1 , p. 349.
- ↑ Freiherr von Röll: Encyclopedia of the Railway System. Berlin / Vienna 1912–1924, Turkish Railways , accessed on February 1, 2016
- ↑ George Nathenas, Militsa Karathanou: The Little Train of Pelion - From the City of the Argonauts up to the Mountain of the Centaurs. ISBN 978-960-8460-68-3 .
- ^ Peter WB Semmens: Catastrophes on rails. A worldwide documentation. Transpress, Stuttgart 1996, ISBN 3-344-71030-3 , p. 173.
- ↑ Successful Greek privatization: Greece sells its railway for 45 million euros to Italy on NZZ-online on July 16, 2016, accessed on July 17, 2016
- ↑ a b pd / mr: Trainose in Italian hands . In: Eisenbahn-Revue International 11/2017, p. 569.
- ↑ New construction lines go into operation . In: railway magazine . No. 6 , 2018, ISSN 0342-1902 , p. 37 .
- ↑ Christoph Müller: Test drives Patras - Kato Achaia on the Peloponnese in: RailBusiness from May 7, 2019
- ↑ Christoph Müller: Line on the Peloponnese completed in: RailBusiness from January 23, 2020
- ↑ Σύλλογος Φίλων του Σιδηροδρόμου. Οι ελληνικοί σιδηρόδρομοι από το 1869 έως σήμερα. Εκδόσεις Μιλητός, Άλιμος o. D.