Proceedings

Of The International Conference On

CIVIL ENGINEERING INFRASTRUCTURE

SYSTEMS (CEIS 2006)
June 12-14, 2006
American University of Beirut (AUB)
Beirut-Lebanon

Organized by
Department of Civil & Environmental
Engineering
American University of Beirut
Beirut, Lebanon

Department of Civil Engineering

University of Kentucky
Lexington, KY, USA

Department of Civil & Environmental

Engineering
University of Michigan
Ann Arbor, MI, USA

Editors:
Mohamad H. Harajli
Issam E. Harik
Antoine E. Naaman
Zevgolis, I.E. (2006). «Underground Infrastructure Systems: The Case of Greece». In: Proceedings of the International
Conference on Civil Engineering Infrastructure Systems (CEIS 2006), CD-Rom, Harajli, Harik, Naaman (eds.), 12-14 June
2006, American University of Beirut, Lebanon.

UNDERGROUND INFRASTRUCTURE SYSTEMS: THE CASE OF ATHENS

Ioannis E. Zevgolis
Purdue University, School of Civil Engineering, West Lafayette, IN, USA

ABSTRACT

Surface space has been traditionally the main domain for construction and development of
infrastructure systems in Greece. However, during the last decades, space planners and
developers gradually realize the potential of underground space as part of infrastructure
systems. This potential is related to issues, such as the surface congestion, the deterioration
of environment, and the need for improved life conditions. In addition to these issues,
technological advances in underground construction and tunnelling contributed to the
transition of this potential into a feasible solution. Nowadays, fully or in part underground
infrastructure systems play a vital role in the country’s overall development. In this paper,
the underground development in Greece for the last ten to twenty years is presented.
Selected case examples of major infrastructure systems are portrayed, in which the use of
subsurface space is incorporated. Also, the results of recently carried out research projects
regarding further underground development, mainly in the overcrowded area of the capital
Athens, are presented.

KEYWORDS: infrastructure, underground construction, tunnelling, subsurface

development, metro network, Greece.

1. INTRODUCTION

Surface space has been traditionally the main domain for construction and development of
infrastructure systems in Greece. In fact, until about 20 years ago, going underground was
considered to be a difficult undertaking and both construction industry and public
authorities were reluctant into such an issue. However, during the last two decades, the
situation has changed and the potential of underground space as part of infrastructure
systems has been appreciated. This change is mainly due to the following reasons:
- The surface congestion that was observed in Athens area. The capital experienced an
extreme growth during the decades of 1950’s and 1960’s, when a big part of the population
moved from rural areas to urban centers, and particularly to Athens. Among other
problems, this created serious environmental concerns (air pollution) due to the increased
number of operating vehicles in the area, as well as serious traffic congestion problems.

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Zevgolis, I.E. (2006). «Underground Infrastructure Systems: The Case of Greece». In: Proceedings of the International
Conference on Civil Engineering Infrastructure Systems (CEIS 2006), CD-Rom, Harajli, Harik, Naaman (eds.), 12-14 June
2006, American University of Beirut, Lebanon.

- The deterioration of environment. This relates both to urban, as well as to remote areas.
People realized that the existing natural environment must be preserved as much as
possible. Sometimes, big construction projects, like most of infrastructure projects, pose a
threat to the environment, not only during their construction, but also during their
operation. On the other hand, underground construction for obvious reasons minimizes the
threat towards the surface environment.
- The need for improved life conditions. This is closely related to the above mentioned
reasons. Situations like surface congestion, extended transportation times, air pollution,
environmental degradation and so on, have a significant impact on the life conditions of the
citizens. By using the subsurface space, many of these problems are eliminated and as a
result, life conditions improve.
- The technological advances in underground construction and tunnelling. Greek engineers,
and especially mining and civil engineers, used appropriately the existing technological
means and went on with the construction of tunnels and other underground facilities that
would be unfeasible and unrealistic some decades ago.
During the last 10 to 20 years, Greece experiences a remarkable development in
underground construction, and specifically in transportation-related infrastructure projects.
Projects like the Athens Metro Network, the Egnatia Odos and others include hundreds of
kilometers of tunnels and other subsurface facilities. According to the Commission of the
European Communities (CEC 2002), by 2010 Greece will add the largest number of Trans-
European Network (TEN) tunnels among all of European Union countries. Specifically, 38
TEN tunnels will be commissioned by that year; 16 of them will be longer than 1000m
each (total length about 36km), and 22 will have a length between 500 and 1000m each. At
this point Greece will only be behind Italy, Austria, and Germany (countries with long
tradition and expertise in tunnelling) in terms of numbers of such tunnels.
In this paper, the underground development in Greece for the last fifteen years is presented.
Selected case examples of major infrastructure systems that have incorporated the use of
subsurface space are portrayed. They are the Athens Metro Network, and the Ymittos
Western Peripheral Motorway. Also, the results of recently carried out research projects
regarding further underground development, mainly in the overcrowded area of the Athens
capital, are presented.

2. ATHENS METRO NETWORK

Athens experienced a significant growth and expansion during previous century. From a
city of 1,800,000 people in the early 1960’s, it grew up to a city of almost 4,000,000 people
today. At the same time, the number of cars at the beginning of the 1960’s was 39,000,
while at the end of the century it was estimated to be about 1.3 million (Leto and Welburn
1999). As a result, the city road network was often saturated and the transportation within
major road arteries, either with public means or with private vehicles was very
problematic. The only reliable means, especially during peak hours, was the 135 years old
‘Athens – Piraeus Railway’, also known as ISAP, which was commissioned in 1869 and it
gradually extended to its full size by 1957. It consists of 25.6km of double line and 24
stations, starting from the port of Piraeus, passing through downtown Athens and ending at
Kifissia, a northern suburb of the capital. Out of the 25.6km, 3km are underground tunnels
created by the cut-and-cover method and located primarily in the center of Athens. These

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Zevgolis, I.E. (2006). «Underground Infrastructure Systems: The Case of Greece». In: Proceedings of the International
Conference on Civil Engineering Infrastructure Systems (CEIS 2006), CD-Rom, Harajli, Harik, Naaman (eds.), 12-14 June
2006, American University of Beirut, Lebanon.

3km were constructed gradually between 1889 and 1948, during several extensions of the
line.

2.1 Main Project

The idea for complementing the ISAP line with two more underground lines was born in
the 1950’s. The first preliminary design of the project was developed in the 1970’s, and
finally the invitation for tenders was announced in 1987. The establishment of Attiko
Metro S.A. (Owner) and Olympic Metro Consortium (Contractor) was established in 1991.
The consortium consisted of 25 Greek, French, and German firms. Construction works
began in 1992 and they would include two lines, namely Line 2 and Line 3 (keeping the
name Line 1 for the ISAP Line). It is noted that prior to the construction, extensive
geotechnical investigations took place. For its bigger part the project took place in a
geologic formation known locally as the ‘Athenian Schist’. This is a sequence of flysch-
type sediments, consisted of thinly bedded clayey and calcareous sandstones, alternating
with siltstones, slates, shales, marls, and limestones (Kavvadas et al. 1996). The
permeability of the formation is generally low with some isolated exceptions. Kavvadas
(1999) and Leto and Welburn (1999) summarized the methods of underground
construction used in the Athens metro main project. The majority of the running tunnels,
approximately 11.7km out of the total 17.3km, were constructed by means of mechanized
tunnelling, using two identical Tunnel Boring Machines (TBMs).
These machines were 9.5m in diameter each and they were manufactured specifically for
this project. The excavation depth varied between 8 and 20m from the top of the crown
(top of the excavation). Due to the heterogeneous ground conditions that the two machines
encountered, their advance rate varied significantly. For instance, during the first two years
of their operation, the TBM on Line 2 advanced at an average rate of 1.6 m/day, while the
TBM on Line 3 advanced at 5.8 m/day. In addition to the TBMs, the cut-and-cover method
was used for the construction of 6.3km of running tunnels and 15 stations. In the cut-and-
cover method, the main excavation systems included struts and pre-stressed anchor tie-
backs. Finally, several auxiliary short tunnels and 6 stations were constructed using the
New Austrian Tunnelling Method (NATM), also called Sprayed Concrete Liners (SCL).
The SCL method was used mainly in the downtown Athens stations (in order to avoid
major conflicts with the surface traffic), as well as in the cases of deep stations (where an
excavation from the surface, which is required by the cut-and-cover method, would be
difficult). The construction of the two Lines of the Metro Network was a big project. It
included 17.3km of tunnels, 19 stations and for its completion there were excavated almost
two million m3 of soil and 300,000 m3 of concrete were used (Table 1).

Table 1. Main features of the main project regarding excavated material and use of
concrete and membranes.

Construction method Excavation (m3) Concrete (m3) Membranes (m2)

TBM 750,000 115,000 -
Cut-and-cover 1,000,000 160,000 120,000
SCL 170,000 35,000 65,000
Total 1,920,000 310,000 185,000

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Zevgolis, I.E. (2006). «Underground Infrastructure Systems: The Case of Greece». In: Proceedings of the International
Conference on Civil Engineering Infrastructure Systems (CEIS 2006), CD-Rom, Harajli, Harik, Naaman (eds.), 12-14 June
2006, American University of Beirut, Lebanon.

The two Lines were put into operation in 2000, with the exception of a small difficult part
in downtown Athens, which was commissioned in 2003. Together with some partial
extensions that were commissioned in 2004 (see next paragraph), the two Metro Lines
serve today about 550,000 passengers on a daily basis.

2.2 Extensions

The First Generation of the Metro Extensions expands in four directions extending Lines 2
and 3 by 19.7km and 16 stations (Attiko Metro SA 2004). Out of these, 8km and 4 stations
were already commissioned by summer of 2004, so they served the Olympic Games of
Athens. Most parts of the rest are currently in an advanced construction stage, while some
small parts are still in the stage of tenders for construction. The First Generation Extension
project in its full shape is expected to be finished between 2006 and 2008. It is estimated
that upon its completion it will serve around 400,000 passengers per day. In addition to the
above, a Second Generation Extensions have been already planned. They will include
20.8km and 16 new stations in three new directions. Currently, this project is on the stage
of geotechnical investigation along the new extensions. The construction work is expected
to start in 2006 and to be completed by 2010. By its completion, the Athens Metro
Network will have 58km of lines and 52 stations, serving hundreds of thousands of
Athenians every day (Table 2).

Table 2. Main features of Athens Metro Network

Metro Network Length (km) Stations Period

- Main Project 17.3 19 1992 - 20001
- 1st Generation Extensions 19.7 16 2002 - 20082
nd
- 2 Generation Extensions 20.8 17 2006 - 20102
Total 57.8 52 1992 - 2010a
1
: A small part of the project commenced its operation in 2003.
2
: 8km and 4 stations already in operation

3. ATTIKI ODOS

Attiki Odos is one of the most modern highways in Europe. It has a total length of 65.8km
and it surrounds the city of Athens and the Attica province, allowing for fast transportation
from one side of the capital to the other, without actually going through Athens. The
purpose of the project is to relief several congested main arteries within the capital. Attiki
Odos consists of two main sections: the Eleusina – Stavros – Spata section and the Ymittos
Western Peripheral Motorway. It includes 63 tunnels and cut-and-cover sections, with a
total length of 15.64km.

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Zevgolis, I.E. (2006). «Underground Infrastructure Systems: The Case of Greece». In: Proceedings of the International
Conference on Civil Engineering Infrastructure Systems (CEIS 2006), CD-Rom, Harajli, Harik, Naaman (eds.), 12-14 June
2006, American University of Beirut, Lebanon.

3.1 Ymittos Western Peripheral Motorway (YWPM)

The Ymittos Western Peripheral Motorway (YWPM) constitutes an independent section of

Attiki Odos, with a 13.4km length, serving daily approximately 30,000 vehicles. The
YWPM project had to overcome many obstacles before becoming a reality in 2003. In
1992, after the design was completed and before the construction had started, many
concerns were raised regarding the impact of the project on the ecosystem of Mt. Ymmitos.
Mt. Ymmitos is located on the east side of Athens and composes a great natural
environment, in fact one of the few remaining intact in the broad area of Athens. At the
time, the design was suggesting the surface construction of the highway, with the exception
of 0.7km of tunnels, along the foot of the mountain. The raised concerns, mainly from the
public and the adjacent municipalities, were so intense that finally the State had to order a
complete redraft of the design in order to take into account the protection of the natural and
human environment in the area. Although, the most environmentally friendly proposal was
the underground construction of significant sections of the motorway, the construction
companies and governmental authorities questioned the technical feasibility of the tunnels,
and claimed that a possible underground alignment would have resulted in an
overwhelming cost. A research project for the preliminary investigation of the underground
solution was assigned to the Laboratory of Mining and Environmental Technology
(LMET) of the National Technical University of Athens, Greece (NTUA). The findings
advocated that the underground construction was a realistic, environmentally friendly
solution and the construction cost would be slightly over twice the respective cost for the
surface road (Kaliampakos et al. 1996). As a result the project was redesigned with
provision for underground construction along 7.5km, i.e. 56% of the total length of the
motorway (Figure 1). Table 3 provides the main features of the project regarding the
underground sections.

Fig. 1: View of a series of tunnels (cut-and-cover in the foreground, conventional

tunnelling techniques in the background) of the YWPM (after Kaliampakos and Mavrikos
2004).

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Zevgolis, I.E. (2006). «Underground Infrastructure Systems: The Case of Greece». In: Proceedings of the International
Conference on Civil Engineering Infrastructure Systems (CEIS 2006), CD-Rom, Harajli, Harik, Naaman (eds.), 12-14 June
2006, American University of Beirut, Lebanon.

Table 3. Main features of YWPM regarding underground construction.

Total length of Attiki Odos 65.8km

Number of tunnels 63
Total length of tunnels 15.64km (24%)
Length of YWPM section 13.4km
Number of tunnels 30
Total length of tunnels 7.5km (56%)
Underground mined tunnels 6 (2.77km)
Cut-and-cover tunnels 24 (4.73km)

As shown in the Table, the majority of the tunnels were constructed by the cut-and-cover
method. Also, it is worthy to mention that blasting operations were always limited and
controlled in order to avoid any major disturbance not only to the nearby municipalities,
but also to the natural environment.

4. FUTURE PERSPECTIVES FOR SUBSURFACE DEVELOPMENT

The above described projects are related to transportation tunnels and they are all
completed or under advanced stages of construction. Clearly, the construction of major
infrastructure projects, such as transportation tunnels, composes a big part of the
underground development. This development also encompasses the construction of
underground activities and facilities, or even their relocation from the surface, to the
subsurface. Usually, these activities and facilities, if installed on the surface, are
impractical, not friendly to the environment, and even non-profitable (Damigos et al.
2004). Two such cases, currently under consideration, are described in the next paragraphs.
Both of them compose research projects that were carried out by the Laboratory of Mining
and Environmental Technology (LMET) of the National Technical University of Athens
(NTUA), Greece, the last few years (Kaliampakos and Mavrikos 2004).

4.1 Warehousing – Logistics Center

A research project was recently carried out in the LMET at NTUA, in order to examine the
feasibility of an underground warehouse – logistics center in the area of Athens. The
reasons behind the implementation of the project were the problems that the business
sector of warehousing and logistics faces the last few years. These problems are related to
the scarcity of surface space in the area and the increased prices for purchasing new land.
So, although the demand for new storage facilities increases, the capacity of surface areas
to host them is already exceeded.
The proposed area for the implementation of the project is located at the foot of Mt.
Ymittos, a few miles South-East of Athens. The site is 350m above sea level and the rock
mass is composed mainly of good quality limestone. The water table is located
approximately 150m below the proposed site. The geotechnical investigation showed that
the location fulfills the necessary requirements for the facility’s construction. Construction
is divided in two phases. First, the underground space is created using the ‘classical room-

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Zevgolis, I.E. (2006). «Underground Infrastructure Systems: The Case of Greece». In: Proceedings of the International
Conference on Civil Engineering Infrastructure Systems (CEIS 2006), CD-Rom, Harajli, Harik, Naaman (eds.), 12-14 June
2006, American University of Beirut, Lebanon.

and-pillar’ mining method. The main exploitation stage includes the excavation of parallel
and transverse galleries, leading to the formation of patterned square pillars. The rooms
will be 11m wide, and the pillars will have a square cross section of 11x11m. The
excavation takes place using the drill and blast method and is performed in two stages: the
top heading, 5m high, and the bench blasting, 6m high. Second phase of construction is the
conversion of the space to a warehouse according to the specifications and standards of
similar surface centers an it includes the installation of utilities networks, sprinklers,
industrial floor, etc. (Zevgolis 2005). In figure 2, a virtual representation of the warehouse
after completion, is given.
The construction of the facility, that will cover 80,707m2, is estimated to last 2 years and
the total construction cost is estimated to be roughly 212€/m2. Details on the cost, are given
by Kaliampakos et al. (2002) and Zevgolis et al. (2004). The project was also evaluated on
the basis of the Net Present Value (NPV) and Internal Rate of Return (IRR) criteria. The
results of the analysis indicated that the construction and operation of an underground
warehouse could be a profitable business.

Fig. 2: A virtual representation of the warehouse after completion of the project (after
Kaliampakos and Mavrikos 2004).

4.2 Hydrocarbon Storage

The vast majority of oil refineries and oil storage facilities that serve Athens are located in
the municipality of Perama, about 20km SE from the center of the capital. These facilities
are composed of 102 aboveground steel tanks with a storage volume of approximately
165,000 m3. The installation of the tanks in the area started about 70 years ago, when
Perama was barely populated. However, nowadays the city has significantly expanded
towards all directions and it has surrounded the storage area.
The presence of the facilities poses a serious threat not only for the environment, but also
for the public safety. As a result, serious concerns have been raised regarding the
continuation of their presence under the current conditions. Several relocation scenarios
have been studied, however most of them face two constrains: the candidate communities
for hosting the new facilities strongly react on such an event, and the cost for purchasing

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Zevgolis, I.E. (2006). «Underground Infrastructure Systems: The Case of Greece». In: Proceedings of the International
Conference on Civil Engineering Infrastructure Systems (CEIS 2006), CD-Rom, Harajli, Harik, Naaman (eds.), 12-14 June
2006, American University of Beirut, Lebanon.

the necessary surface land is very high. An alternative solution to the problem is the
underground relocation of the tanks in approximately the same area where they exist today
(Benardos and Kaliampakos 2005). The geologic strata in the area consist primarily of
limestone and dolomitic limestone. The rock mass is characterized as ‘fair to good quality’
based on appropriate rock mass classification systems. In total, five storage caverns are
suggested to be constructed. Each one will be of a horse-shoe shape and will have a cross
section of 192m2 and a length of 260m. The excavation will be performed in three stages,
one top heading and two benches, using the drill-and-blast method. The suggested
construction depth ranges between 22 and 40m below the surface, with a maximum
overburden of 180m. It is noted that based on the suggested design the facility is located
below the ground water level. By the end of the construction, estimated to last 36 months,
200,000m3 of total storage capacity will be provided to the market. Apparently, the major
benefit from an underground relocation of the oil refineries and the oil storage facilities is
the environmental protection and the minimization of the risk of the public safety. In
addition, based on a feasibility study composed by LMET (LMET 2003), the project seems
to be economically feasible primarily due to the fact that the need for purchase of surface
land is eliminated.

5. SUMMARY – CONCLUSIONS

Nowadays, underground construction in Greece composes often an integral part of major

infrastructure projects. This was not the case until about two decades ago. The switch from
being negatively biased (i.e. against underground construction) to the point where it is
considered to be a feasible and realistic solution, took place due to a series of reasons, such
as the surface congestion and the subsequent problems (air pollution, problematic
transportation) in the area of Athens, the need for preservation of the natural environment,
and the need for improved life conditions. In addition, technological advances in
underground construction and tunnelling provided the means for underground construction
to become a feasible solution. In this paper, the underground development in Greece for the
last fifteen years was presented.
The Athens Metro Network was constructed between 1992 and 2000. It consists of 17.9km
of tunnels, most of them excavated by two identical TBMs, and it has 19 stations. Its
construction faced several difficulties, mainly due to the encountered archaeological
findings and the heterogeneous (and sometimes unstable) ground conditions that caused
delays to the excavation process. However, since its completion, it serves approximately
500,000 passengers every day and it composes a fast and reliable transportation means in
Athens. Nowadays, extensions of the current lines are under advanced stage of construction
(some of them actually commissioned since 2004), while a second wave of extensions is
planned to start in 2006. By 2010, when the whole project is expected to be finished, the
Network will consist of 58km of tunnels and 52 stations. Another important project in the
wider area of the capital that was commissioned in 2003 is the Ymittos Western Peripheral
Motorway (YWPM), an independent section of Attiki Odos. The special characteristic of
the YWPM is that the 13.4km long motorway crosses the Mt.Ymittos, one of the few
remaining natural ecosystems in Athens. Because of this reason, and in order to prevent
environmental degradation, the design of the project included 7.5km of tunnels.
These projects share one common characteristic: they are all transportation projects. There
are though other projects, less conventional than road or railway tunnels, which are

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Zevgolis, I.E. (2006). «Underground Infrastructure Systems: The Case of Greece». In: Proceedings of the International
Conference on Civil Engineering Infrastructure Systems (CEIS 2006), CD-Rom, Harajli, Harik, Naaman (eds.), 12-14 June
2006, American University of Beirut, Lebanon.

currently under consideration. Two such examples are the underground warehousing –
logistics center and the underground hydrocarbon storage facilities. For both projects,
feasibility studies have been carried out, including technical, environmental, and economic
consideration. The results in both cases indicate the potentials of the projects.
The conclusion drawn from the present work is that underground construction has been
experiencing a significant and continually increasing acceptance and development in
Greece during the last 10 to 20 years. Although a tunnel or another underground
construction, is usually more expensive than an equivalent surface construction, there are
many cases where the decision is in favour of the first solution. This is mainly due to social
environmental factors, which were not part of the decision making and planning some
twenty years ago.

6. ACKNOWLEDGEMENTS
The author would like to express his gratitude to Dr. D. C. Kaliampakos, Associate
Professor at the School of Mining and Metallurgical Engineering, National Technical
University of Athens, Greece, for his support in writing this paper.

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Conference on Civil Engineering Infrastructure Systems (CEIS 2006), CD-Rom, Harajli, Harik, Naaman (eds.), 12-14 June
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