The deputy minister of transport Constantine Kyranakis
says in an interview with APPE-MPE about the overall upgrade of urban transport in the capital region.
As he underlines, there are already 1,076 new buses in Athens, i.e. more than 2/3 of the active fleet has been renewed and by 2028 the active fleet will exceed 2,000vehicles, of which 1.700 will be new.
For the Metro, Kyranakis notes that the goal is clear:more available trains and shorter waitsat peak hours. He says that on line 1 the complete reconstruction of 14 trains is underway with the possibility of expansion for another 10, stressing that “the reconstruction is being carried out in Greece, creating technological know-how and domestic added value” and adds: “At the same time, for lines 2 and 3, the supply of 19 new generation trainsets is proceeding, of which 7 are airport trains. Currently 52 are in operation and the target is to reach 60 by 2027. At the same time, older trains are being upgraded with new technological systems and modern air conditioning.”
Also, he describes the Porostal “a critical part of daily travel in Attica” noting that for years it has lagged behind, both in terms of fleet and reliability, adding that “for the first time there is now a specific investment plan and a binding timetable.”
You have spoken of a total change in Athens’ urban transport, with a new fleet, more routes and significant investments in Metro and buses. But when will the public be able to say that “public transport in Athens has really changed”
Today, the biggest overhaul of public urban transport in decades is underway. There are already 1,076 new buses in operation in Athens, meaning more than two-thirds of the active fleet has been renewed. By 2028, the active fleet will exceed 2,000 vehicles2,000, of which 1,700 will be new.
This is already translating into more available vehicles and better timing on the lines with the highest ridership. On the 15 model lines,which serve almost 40% of the validations of the transport network, the average waiting time has been reduced from 20 to 12 minutes. For example, line 550 from 18 minutes is now at 11 minutes, while the target is 8 minutes; similarly, line 608 is already at 8 minutes from 13 minutes. That’s the real change to the rider.
Our goal is specific: more buses in service, clean bus lanes and a gradual approach to 10-minute waits on key trunk lines.
But the real improvement doesn’t just depend on new vehicles. We need more drivers, better operational management and free bus lanes.
That is why we are increasing the number of drivers towards the target of 4,000, with new recruitment and an OHV driver school for the first time. In addition, a digital bus lane control system is now being implemented, with calls being sent via gov.gr.
Presenting the first fully rebuilt Line 1 train. When do you expect to see the rest of the new trains and when do you expect to see them on the network and at the same time you are running new trains for Metro. When will passengers see a substantial difference in waiting times and frequency of service?
Our goal is clear: more trains available and shorter waiting times during peak hours.
On Line 1, the full reconstruction of 14 trains is proceeding with the possibility of expanding for another 10. The reconstruction is being carried out in Greece, creating know-how and domestic added value.
At the same time, for lines 2 and 3, the supply of 19 new generation trains, of which 7 are airport trains, is progressing.
At present, 52 are in operation and the aim is to reach 60 by 2027. At the same time, older trains are being upgraded with new technological systems and modern air conditioning.
Also, projects are progressing for rail replacement, signalling system upgrades and network maintenance. Interventions that will allow us to gradually reduce frequencies on Line 1 to 5 minutes and 3.5 minutes on Line 3.
You talk about digital transformation and digital tools in urban transport. How much can technology change the day-to-day operation of the network? For example, report.oasa.gr now gives real-time insight into problems on the network. What has been revealed through this data that the ministry may not have known until now?
For the first time, public transport is operating with real-time data rather than delayed reports. We are moving to a real-time operating model with the help of artificial intelligence.
Through the report.oasa.gr platform, we can now see detailed real-time data on delays, vehicle availability, passenger complaintstiming and network problems. Since the launch of the platform, more than 21,000 citizen reports have already been recorded, with a downward trend.
The use of artificial intelligence allows us to more quickly identify malfunctions and intervene immediately. The same is the case with bus lanes, where there is now digital monitoring and automatic confirmation of violations.
At the same time, services such as tap & pay and the ATHENA Card in the digital wallet of the mobile phone significantly simplify the daily experience of the passenger.
For many years people with disabilities have faced serious difficulties in their daily travel and public transport is also judged by how accessible it is for all. What has changed in urban public transport for people with disabilities?
Accessibility cannot be treated as a complementary policy. It is a key element of a modern public transport system. That is why we have strengthened the dedicated fleet of disabled service vehicles of the PSO from 3 to 10 vehicles, significantly increasing the capacity to cover citizens with mobility and sensory disabilities. Up to now, the three vehicles have served more than 3,000 people a year and now the coverage capacity is significantly increased.
At the same time, all new buses have ramps and modern accessibility standards, while staff training is ongoing to better support passengers with disabilities.
At the same time, the link between the Disability Card and the electronic ticket significantly reduces bureaucracy and facilitates daily commuting.
Our goal is very specific: public transport to gradually become more accessible, more functional and more humane for all citizens.
You are talking about a comprehensive upgrade of Athens’ urban transport, with new buses, new trains and improvement of time distances. But there is another public means of transport within the urban fabric that serves thousands of citizens every day and has been left behind for years: the suburban railway. What is the plan for its substantial upgrade and when will the new trains that are expected to arrive will start to change the picture for the passenger?
The Prostiaikos is a crucial part of daily travel in Attica and indeed for years it has lagged behind, both in terms of fleet and reliability. But for the first time there is now a concrete investment plan and a binding timetable with new rolling stock. The agreement with Hellenic Train stipulates that of the 23 new electric trains, 11 will be of suburban type.
From 2027, the delivery of the new trains will gradually begin, aiming for more reliable services, fewer breakdowns and better service for the thousands of workers, students and families who use the suburban train every day.
