Stavroupoli, Greece · Limited traffic zone
Official name «Έγκριση μόνιμων μέτρων κυκλοφορικών ρυθμίσεων σύμφωνα με την 217/2018 απόφαση Δ.Σ. του Δήμου Παύλου Μελά, στα πλαίσια του έργου: “Ανάπλαση πλατείας Ελευθερίας και Περιβάλλοντος αστικού χώρου στη Δ.Κ Σταυρούπολης” του Δήμου Παύλου Μελά» — Αριθμ. 10514π.ε. of the Συντονιστής of the Αποκεντρωμένη Διοίκηση Μακεδονίας - Θράκης, ΦΕΚ Β’ 143/29.01.2019
In force in Stavroupoli right nowTuesday, 13 October 2026 at 12:05 · Europe/Athens
The empty window list is this instrument's own shape and not a missing fact. The act approves «μόνιμων μέτρων ρύθμισης της κυκλοφορίας» — permanent measures — and prints no season, no weekday and no hour, so a verdict of in force is correct at every hour of every day. 🚫 It must not be read as a timetable this project failed to find.
🚨 This says what the three stretches legally are; it cannot tell you what is on the ground. The act is in force from the day it was gazetted but «εφαρμόζεται με την τοποθέτηση των οικείων πινακίδων σήμανσης, των σηματοδοτών ή των διαγραμμίσεων στο οδόστρωμα» — applied when the signs, signals or markings are installed — and no published act names when that happened or whether it has.
🚨 THE EXEMPTIONS ARE REAL, THEY ARE NOT PUBLISHED, AND SO THIS ENCODING OVER-WARNS ON PURPOSE. The act makes the operation of its pedestrian streets subject to the municipality's «Κανονισμός λειτουργίας των πεζοδρόμων», adopted as the second limb of council decision 217/2018 and absent from the gazette. The pedestrian-street regulation of the adjoining Δήμος Θεσσαλονίκης, which this site does quote, admits emergency and utility vehicles, hearses, refuse lorries, residents driving to an off-street space under a permit, disabled-badge cars and time-limited removals and building traffic. It is a reasonable expectation that Δήμος Παύλου Μελά's regulation resembles it. 🚫 An expectation is not a source, so no exemption is encoded above.
🚨 THE MAP DISAGREES WITH THIS RULE, AND THAT IS THE POINT OF THE PAGE. Measured on OpenStreetMap on 2026-09-29, not one of the three regulated stretches is mapped as a pedestrian street: two are ordinary one-way residential roads, one of them with a 20 km/h speed limit, and the third is a living street. A routing engine will send you along all three at any hour.
This timetable covers three short stretches in one Thessaloniki suburb and nothing else. 🚫 It is not a statement about central Thessaloniki, whose own restrictions are separate acts of a different municipality and have their own pages on this site — the two city anchors are only about 1.4 km apart and the schemes are unrelated.
Operating times only, read from the source below. It does not check your vehicle.
Σταυρούπολη is the near north-west of Thessaloniki — a suburb of its own, in its own municipality, about two kilometres from the city's registered centre. Three short stretches of street around πλατεία Ελευθερίας, the square at its heart, are pedestrian streets. Not in the evening, not in summer: permanently, at every hour of every day.
The measure is decision 217/2018 of the municipal council of Δήμος Παύλου Μελά, approved by the Συντονιστής of the Αποκεντρωμένη Διοίκηση Μακεδονίας - Θράκης at Θεσσαλονίκη on 11 January 2019 and gazetted on the 29th.
What it pedestrianises is named street by street and end to end: οδός Ναυάρχου Βότση from οδός Λυσιστράτης to οδός Σίνα, οδός Χάνι Γραβιάς from οδός Ολύμπου to οδός Σίνα, and the stretch of οδός Αντιγόνου from οδός Χάνι Γραβιάς to οδός Ναυάρχου Βότση.
Together, in the approving authority's own words, they are «οι πεζόδρομοι που περικλείουν την πλατεία Ελευθερίας» — the pedestrian streets that enclose the square. 🔑 THIS IS THE FIRST PERMANENT GREEK CLOSURE IN THIS CORPUS THAT CAME OUT OF A TRAFFIC DECISION.
Every other Greek pedestrianisation here is seasonal — a summer evening in Κίσσαμος, spring to autumn in Αρεόπολη — and the one other permanent one, in central Thessaloniki, is a town-planning amendment rather than a traffic act. This act says «μόνιμων μέτρων ρύθμισης της κυκλοφορίας», permanent measures of traffic regulation, and then sets no season, no weekday and no hour at all.
There is no timetable to look up because there is no timetable. 🚨 AND THE MAP DOES NOT CARRY IT. This was measured, not assumed.
Each of the three regulated stretches can be picked out on OpenStreetMap because the act names the streets at both of its ends, and none of the three is mapped as a pedestrian street. The Ναυάρχου Βότση stretch is an ordinary one-way residential road. The Χάνι Γραβιάς stretch is an ordinary one-way residential road with a 20 km/h speed limit — a speed limit is a map's way of saying cars drive here.
The Αντιγόνου stretch is a living street, which permits motor traffic at walking pace and is not the same thing as a pedestrian street. A satnav reading that data will route you through all three. ⚠️ ONE NUMBER IN THIS ACT IS NOT A FINE AND LOOKS EXACTLY LIKE ONE.
The sixteenth recital records that the decision causes «δαπάνη ύψους 55.125,00 €» against the municipality's own 2018 budget under account Κ.Α.30.7336.00. That is what the works cost the council. It is the only sum of money in the document, and it has nothing to do with what a driver pays. 🚫 The rulebook that would tell you who may still drive in is named by this act and cannot be read.
The act makes the operation of its pedestrian streets subject to «τον Κανονισμό λειτουργίας των πεζοδρόμων», the municipality's own pedestrian-street regulation, adopted as the second limb of the same council decision — and that regulation is not in the gazette. The municipality's website is closed to automated readers by its own robots.txt, which this project honours.
So the exemptions exist and this page cannot list them.
Εθνικό Τυπογραφείο (National Printing House) — Εφημερίδα της Κυβερνήσεως, ΦΕΚ Β’ 143/29.01.2019, the FIRST of seven items in the issue: Αριθμ. 10514π.ε. of the Συντονιστής of the Αποκεντρωμένη Διοίκηση Μακεδονίας - Θράκης, approving decision 217/2018 (ΑΔΑ: 72ΑΦΩΞΘ-ΔΞΒ) of the Δημοτικό Συμβούλιο of Δήμος Παύλου Μελά, signed at Θεσσαλονίκη on 11 January 2019. The OpenStreetMap measurements are attributed separately under the sources list.
Nothing is charged and there is nothing to buy. The act is a κυκλοφοριακή ρύθμιση approved under article 52 of the Greek Highway Code, and it creates no permit, no day ticket, no residents' scheme and no application that a visitor could make. ⚠️ The one sum of money in it belongs to the council, not to the driver.
The sixteenth recital records that «από την παρούσα απόφαση προκαλείται δαπάνη ύψους 55.125,00 € σε βάρος του προϋπολογισμού 2018 του Δήμου Παύλου Μελά με κωδικό Κ.Α.30.7336.00» — a cost of 55,125 euro met from the municipality's 2018 budget, which is the price of the square's reconstruction and its signing.
A reader who met that figure out of context would take it for a charge or a fine, and it is neither. 🚫 There may nevertheless be a permit in this scheme that this page cannot describe.
The act subjects its pedestrian streets to the municipality's «Κανονισμός λειτουργίας των πεζοδρόμων», and the pedestrian-street regulation of the neighbouring Δήμος Θεσσαλονίκης — which this project has read, on the central Thessaloniki page — issues residents' permits naming a plate and a validity date. Whether Δήμος Παύλου Μελά does the same is not published, so nothing is asserted about it here.
At every hour of every day, all year. The act calls its own measures permanent — «Την έγκριση μόνιμων μέτρων ρύθμισης της κυκλοφορίας σύμφωνα με την 217/2018 … απόφαση Δ.Σ. του Δήμου Παύλου Μελά» — and then names no season, no month, no weekday and no clock time anywhere in its operative part or its conditions. 🔑 THE EMPTY TIMETABLE IS THE INSTRUMENT'S OWN SHAPE, NOT A FACT THIS PROJECT FAILED TO FIND.
Read the contrast with the other Greek pedestrianisations on this site and it is obvious: Κίσσαμος prints «από 1ης Ιουνίου έως 30 Σεπτεμβρίου, τις ώρες από 18,00 έως 24,00», Αρεόπολη prints a season and a 15:00–04:00 window, Φιλιάτες prints 19:00–01:00 between 15 June and 15 September.
This act prints none of that, because pedestrianising a street is what it is doing rather than closing one for the evening. ⚠️ COMMENCEMENT IS TWO-STAGE AND THE SECOND STAGE IS UNDATED.
The act's own closing clause: «Η παρούσα απόφαση ισχύει από την ημέρα δημοσίευσης της στην Εφημερίδα της Κυβερνήσεως και εφαρμόζεται με την τοποθέτηση των οικείων πινακίδων σήμανσης, των σηματοδοτών ή των διαγραμμίσεων στο οδόστρωμα.» It is in force from publication — 29 January 2019 — and applied when the signs, signals or road markings are put in place.
No publisher has dated that placing, so this record states no commencement date. 🔑 What is known about the intervening years is that the works were funded: the council booked 55,125 euro against its 2018 budget for this project, and the act obliges it «καθ' όλη τη διάρκεια εφαρμογής τους» to keep evaluating and maintaining the scheme. ⚠️ That is evidence of intent and of money, not evidence that a plate now stands at the kerb. 🚫 And the exemptions, whatever they are, are hours-blind.
The act refers them wholesale to the municipality's «Κανονισμός λειτουργίας των πεζοδρόμων», which is not published; nothing in the gazetted text admits any vehicle at any time.
Εθνικό Τυπογραφείο (National Printing House) — Εφημερίδα της Κυβερνήσεως, ΦΕΚ Β’ 143/29.01.2019, Αριθμ. 10514π.ε.: the opening words of the operative part, the sixteenth recital, the condition on the pedestrian-street regulation and the commencement clause
Three stretches of street, each named at both ends, enclosing one square. The act's own words, item by item: «Πεζοδρόμηση του τμήματος της οδού Ν. Βότση από την οδό Λυσιστράτης έως την οδό Σίνα»; «Πεζοδρόμηση της οδού Χάνι Γραβιάς από την οδό Ολύμπου έως την οδό Σίνα»; «Πεζοδρόμηση του τμήματος της οδού Αντιγόνου από την οδό Χάνι Γραβιάς έως την οδό Ναυάρχου Βότση».
All three are pedestrianised «σύμφωνα με το Διάταγμα Ρυμοτομίας (ΦΕΚ 72/Δ’/1971)» — in accordance with the town-planning decree of 1971, which is to say that the street plan designated these stretches for pedestrians half a century before the traffic act implemented it. 🔑 AND THE ACT SAYS WHAT THE THREE AMOUNT TO.
The fourteenth recital describes the regulation being approved as governing «τον Κανονισμό λειτουργίας των πεζοδρόμων που περικλείουν την πλατεία Ελευθερίας στη Δ.Κ Σταυρούπολης» — the pedestrian streets that ENCLOSE πλατεία Ελευθερίας. That is the shape of the thing: a ring of three short streets round a square, not three unrelated closures. ✅ ALL OF IT IS ON THE MAP, AND THE ENCLOSURE CHECKS OUT.
Measured on OpenStreetMap through the Overpass API on 2026-09-29 over a box covering the whole suburb: every street this act names exists, all of them within about 300 m of each other, and the square is there too as πλατεία Ελευθερίας at 40.6735988/22.9292087. Because the act names both ends of each stretch, each one can be identified by the crossings its mapped way carries.
The Ναυάρχου Βότση stretch is way/613123257, 225 m over six nodes, and it is the one way of that name that meets both οδός Λυσιστράτης and οδός Σίνα. The Χάνι Γραβιάς stretch is way/232239866, 285 m over nine nodes, the one way of that name that meets both οδός Ολύμπου and οδός Σίνα. The Αντιγόνου stretch is way/174537434, 42 m, which meets οδός Χάνι Γραβιάς.
All three pass within 23–43 m of the square. 🚨 AND NONE OF THE THREE IS MAPPED AS A PEDESTRIAN STREET. way/613123257 is highway=residential, one-way, asphalt. way/232239866 is highway=residential, one-way, asphalt, with maxspeed=20 — the map is recording a speed limit for motor traffic on a stretch the gazette pedestrianised. way/174537434 is highway=living_street, one-way, which in Greek practice is a δρόμος ήπιας κυκλοφορίας: motor vehicles are admitted at walking pace, and that is a different legal animal from a πεζόδρομος. 🔑 Of the 26 named ways in the box, exactly ONE carries highway=pedestrian — way/552418763, a 37 m stub of Χάνι Γραβιάς — and it lies 357 m from the square and 48 m beyond the end of the stretch this act regulates, so it is not one of the three.
Exactly one way in the box carries any motor-vehicle restriction at all: οδός Σίνα, way/15745933, motor_vehicle=destination — and οδός Σίνα is a street this act does not pedestrianise. It names it only as an endpoint. 🚫 THAT IS A FACT ABOUT THE MAP, NOT A FINDING ABOUT THE WORKS.
It does not establish that the square was never rebuilt or the plates never went up; nobody has published a commencement date either way, and the municipality did budget 55,125 euro for the project. What it does establish is that a driver following a satnav here is following data that does not know about this act. 🚫 No drawing is published.
The thirteenth recital names the plans the municipality submitted and the municipal services checked — «τα σχετικά σχέδια Κ1 και Κ2 που συνοδεύουν της ΑΔΣ του θέματος» — and neither is in the gazette: measured on 2026-09-29, the twelve-page, 179 951-byte issue contains ZERO image objects of any kind.
There is nothing in the file to open. 🚫 Nor is the extent given in metres or in coordinates anywhere in the act, so the mapped ways above are evidence that the streets exist and can be found, and are not held to be the boundary of anything.
Εθνικό Τυπογραφείο (National Printing House) — Εφημερίδα της Κυβερνήσεως, ΦΕΚ Β’ 143/29.01.2019, Αριθμ. 10514π.ε.: the three pedestrianisation items of the operative part, the thirteenth recital naming plans Κ1 and Κ2 and the fourteenth recital describing the enclosure of πλατεία Ελευθερίας. The OpenStreetMap measurements are attributed separately under the sources list.
The authority's own map: Εθνικό Τυπογραφείο — Εφημερίδα της Κυβερνήσεως, ΦΕΚ Β’ 143/29.01.2019, Αριθμ…
This scheme sets no emission threshold, and the absence is structural rather than unrecorded: it is a permanent pedestrianisation under the Greek Highway Code, not a low-emission zone. The act contains no Euro class, no fuel type and no vehicle age anywhere in its twelve columns of text.
The same as for petrol, and for the same structural reason: no emission class of any kind appears in this act, for any fuel. ⚠️ Worth stating separately for diesel, because a reader arriving from this site's Italian or German pages will be looking for a diesel-specific rung and there is none. An electric car is inside a pedestrianisation exactly as a diesel one is.
Εθνικό Τυπογραφείο — Εφημερίδα της Κυβερνήσεως, ΦΕΚ Α’ 100/13.06.2025: ν. 5209/2025, «Κώδικας Οδικής Κυκλοφορίας» — article 20 §4 for driving on a pedestrian street and §8 β) for the category it falls in; article 108 §5 γ) γα) and γβ) for the €350 and the thirty days, and §5 δ) for the further forty; article 7 §11 for the sign-by-sign tariff that has no sign code to work on here
Εθνικό Τυπογραφείο (National Printing House) — Εφημερίδα της Κυβερνήσεως, ΦΕΚ Β’ 143/29.01.2019, Αριθμ. 10514π.ε.: the operative part in full, the thirteenth, fourteenth and sixteenth recitals, the conditions and the commencement clause. The penalty reasoning is sourced separately against ν. 5209/2025 under the penalty heading; the OpenStreetMap measurements and the robots refusal are recorded under the sources list.
Εθνικό Τυπογραφείο (National Printing House) — Εφημερίδα της Κυβερνήσεως, ΦΕΚ Β’ 143/29.01.2019, the FIRST of seven items in the issue: Αριθμ. 10514π.ε. of the Συντονιστής of the Αποκεντρωμένη Διοίκηση Μακεδονίας - Θράκης, approving decision 217/2018 (ΑΔΑ: 72ΑΦΩΞΘ-ΔΞΒ) of the Δημοτικό Συμβούλιο of Δήμος Παύλου Μελά, signed at Θεσσαλονίκη on 11 January 2019. The governing source for everything on this record except the statutory reasoning about the penalty: the three pedestrianised stretches and their end streets, the two one-way reversals, the two width reductions, the 1971 town-planning decree they rest on, the permanence, the reference to the municipality's pedestrian-street regulation, the plans Κ1 and Κ2, the 55,125 euro works cost, the commencement clause and the enclosure of πλατεία Ελευθερίας.
Εθνικό Τυπογραφείο — Εφημερίδα της Κυβερνήσεως, ΦΕΚ Α’ 100/13.06.2025: ν. 5209/2025, «Κώδικας Οδικής Κυκλοφορίας», the Greek Highway Code in force. Read for this record to price the breach: article 20 §4 and §8 β) for driving on a pedestrian street, article 108 §5 γ) γα) and γβ) and §5 δ) for the amount and the two licence measures, and article 7 §11 to establish that the sign-by-sign tariff has no code to attach to here.
OpenStreetMap contributors, queried through the Overpass API on 2026-09-29 for the checks this record states as measurements. Over the box (40.669, 22.924, 40.678, 22.934): 26 ways carry the names this act uses; way/613123257 «Ναυάρχου Βότση» (highway=residential, oneway=yes, surface=asphalt, 6 nodes, 225 m) is the only one of its name meeting both Λυσιστράτης and Σίνα; way/232239866 «Χάνι Γραβιάς» (highway=residential, oneway=yes, surface=asphalt, maxspeed=20, 9 nodes, 285 m) is the only one of its name meeting both Ολύμπου and Σίνα; way/174537434 «Αντιγόνου» (highway=living_street, oneway=yes, 4 nodes, 42 m) meets Χάνι Γραβιάς; the only highway=pedestrian way in the box is way/552418763 «Χάνι Γραβιάς», 37 m, 357 m from the square and 48 m beyond the regulated stretch; the only motor-vehicle restriction in the box is motor_vehicle=destination on way/15745933 «Σίνα». The square is «Πλατεία Ελευθερίας (Ηλιούπολης)» at 40.6735988/22.9292087. The containment stack at that point returns seven administrative levels including level 4 Αποκεντρωμένη Διοίκηση Μακεδονίας - Θράκης (area/3605208399, the signing authority), level 7 Δήμος Παύλου Μελά (area/3602348445, the deciding council) and level 8 Σταυρούπολη (area/3608629807, the act's own Δ.Κ.); exactly one administrative relation worldwide is named «Δήμος Παύλου Μελά», relation/2348445, 6.77 km by 5.51 km. © OpenStreetMap contributors, ODbL.
Next scheduled re-check: 2026-12-29.