In many major European cities, for years now, the Authorities have focused on limiting private car use and reducing speeds by applying a 30 km/h speed limit in city centers. On the contrary, in Greece, there are still voices claiming that such a measure, i.e. the horizontal adoption of the city-wide 30 km/h speed limit, with the exception of major axes, is something utopian. But is it a necessity, given that road crashes in our cities are a daily occurrence? Is it time to mature and learn from what others are doing well?
A few days ago, you completed a unique achievement. You ran 30 Marathons in 30 months, the 30th in Athens in November 2024, for the adoption of 30 km/h speed limit in cities. How did the idea of this initiative come about and how has it been received?
After more than 30 years of dedication to road safety science and several Marathon races, I decided to combine both passions for a cause: to run 30 Marathons in 30 months in order to actively promote the adoption of city-wide 30km/h speed limit in as many cities as possible worldwide, as a key policy for safer, healthier and greener cities. Through the challenge of running 30 Marathons in 30 months, the key message for the introduction of city-wide 30 km/h speed limit in cities is being conveyed differently, louder and with greater acceptance.
I have also sought to broaden the audience of Traffic Engineers and communicate the importance of safe travelling in a different way. This demanding challenge made me doubly grateful to successfully finish all 30 Marathons in 30 months, all under 4 hours, and raise awareness for safer and more comfortable travelling among the Greek, European and global public. In the end, our campaign was very well received both on campaign websites and social media. We are very happy to see a shift toward lower speeds in cities by an ever-expanding public, mainly in Europe but also worldwide, even in places initially resistant. Recently, this debate has also begun in Greece. I am happy to have contributed to this and while we have a long way to go, we will continue to run and promote the city-wide 30 km/h speed limit.
The Ministry of Transport is already making an effort and is promoting the introduction of a 30 km/h speed limit in city centers. Of course, we have not yet reached the level of consultation; we are still at an early stage and there are some reactions. Some people argue that this measure will be unworkable in Greek cities because of a lack of driving education. So, is the 30 km/h speed limit in Greek cities a utopia or a necessity?
Driving education is something that develops gradually and the Authorities’ actions and efforts can play an important role. The adoption of city-wide 30 km/h speed limit in cities, combined with serious and systematic enforcement, can make a decisive contribution to changing drivers’ culture. The Authorities should set an example and insist on measures that have been proven to improve road safety. As long as the speed limit remains at 50 km/h, the Authorities send the wrong message to drivers that high speeds in cities are safe, resulting in continued road crash fatalities.
We need to change the law to reflect this shift. It is the starting point, and from there, enforcement should follow. The argument that speed limits will not be respected has already been disproven by the experience in other European cities. Even with low enforcement or no enforcement at all, average speeds have been observed to decrease by 20% in the initial months of adaptation, while road crashes and their victims have been reduced by at least 25%. If some people adopt lower speeds, others inevitably follow, achieving desired results even with low enforcement.
According to the Government, the new speed limit of 30 km/h in all cities will be accompanied by the necessary actions for effective implementation. Firstly, it introduces something long awaited: the categorization of fines based on the seriousness of the offense (e.g. fines scaled to the degree of exceeding the speed limit), enabling both high and low fines to influence behaviour effectively. Secondly, it provides for the automatic recording of offenses with multiple cameras, as it is not possible to have a traffic warden on every corner. Thirdly, it includes the automatic issuance of fines to offenders.
When all this is gradually implemented, the Authorities will demonstrate their commitment to the issue, signalling that they have done their part and it is now up to citizens to change their behaviour. The goal is to address longstanding issues, such as the lack of enforcement or unrealistic laws. While adaptation will take time, the results are expected to be spectacular. For instance, in Greece, we currently have approximately 350 road fatalities in urban areas annually. Reducing speed limits to 30 km/h could save around 150 lives. Can you imagine the reason we are delaying the saving of these 150 lives?
Thus, the 30 km/h speed limit in cities is not utopian but a necessary step for safer and more sustainable urban travelling. Over time, both the Authorities and citizens will adapt together and it is time for Greece to take this step.
According to a Traffic Police Report from Attica for November 2024, there were 14 fatal crashes and 14 incidents involving deaths or serious injuries in just one month.
It is clear that crash incidents are underreported, whereas drivers’ opposition is often amplified. Both sides need to be heard. For example, similar concerns arose when smoking bans were first introduced indoors. However, with persistent efforts by the Authorities, Greek behaviour regarding smoking has changed significantly. Speeding presents a comparable health problem, similar to alcohol or smoking. Authorities should lead by establishing rules that address the severity of these issues. Education changes primarily through the initiatives of Authorities. Hopefully, recent announcements will soon turn into tangible action.
Which are the results of the 30 km/h measure in European cities that have implemented it in recent years?
The 30 km/h speed limit, although applied throughout the city, is accompanied by exceptions on the main axes in most of the cities where it has been implemented. For example, there are many German and Dutch cities that do not consider the 30 km/h speed limit to be entirely city-wide. On the contrary, they have so many zones with the limit that these areas marginally outnumber the zones where the 30 km/h speed limit has been applied.
According to recent findings from the first global survey with actual data from 40 different European cities (including Paris, London, Brussels and Helsinki), city-wide 30 km/h speed limits have led to a significant reduction on average: 37% in road deaths, 18% in emissions, 2.5 dB in noise pollution and 7% in fuel consumption, without actually affecting journey times. In all my years as a transport planner, I cannot recall another measure with such a high impact and such a low cost. It is such a big social impact for such a small change in our habits.
Let us be clear, of course, that 70% of the fatalities in cities are pedestrians, cyclists and motorcyclists, who are particularly exposed in the event of a collision with another vehicle. The 30 km/h speed limit is aimed at protecting these users because we often hear the argument that at 50 km/h, car drivers feel very safe; and they are absolutely right. Indeed, at 50 km/h in the city, drivers cannot be killed inside their vehicle, possibly at night if one hits a wall. The 30 km/h limit is for the protection of those outside the vehicle. It is important to respect pedestrians and cyclists by choosing to move a little slower. After all, at the next traffic light, we will stop anyway. Why should we rush to the next traffic light rather than go a little slower and give pedestrians and cyclists space? This way, we feel better and reduce the chances of casualties.
We are aiming for 30 km/h because this reduction has had significant results across Europe, reducing the number of fatalities among pedestrians, motorcyclists and cyclists. Especially in Greece, where motorcyclists account for 36% of fatalities, such a change can bring a huge improvement. After all, during the day, the average speed of vehicles is no more than 30 km/h. On the contrary, the average speed of motorcycles is higher. If we reduce the speed of motorcycles, both in the morning and night when the roads are emptier, we will be able to save many motorcyclists, which is the biggest problem in the city. The issue is that motorcyclists predominantly react negatively to this because they feel that on a motorcycle, they have to go fast. Motorcyclists need to respect both themselves and the pedestrians around them.
Could the 30 km/h limit be applied on a road, such as Patission, where we have both buses and trolleys and not so many lanes?
The basic principle for the 30 km/h limit is that we reduce speed limits where there are many pedestrians and cyclists. Patission is predominantly an axis with a lot of pedestrians, so we need to protect them by enforcing a 30 km/h speed limit. And to be clear, in the morning, no one is moving faster than 30 km/h on Patission, so there would be no effect on travel time. Still, it is worth losing 2-3 minutes of travel time to save lives. After the initial period of reactions, everyone realized that they could live very well at lower speeds. Both Patission and most streets in the center of Athens could have a speed limit of 30 km/h, as long as they have pedestrians, who should also be respected. Kifissia Avenue above Ampelokipi or Vouliagmenis or Syngrou Avenue could be exempted. It is not possible to prioritize only the speed of cars as if they were the center of the world; there are others around.
Apart from reducing the speed limit, should Athens and other Greek cities reduce car use and promote other forms of transport, such as public transport, cycling, walking and their combination? Should we also take such measures?
Especially in Greece, we live in a dead-end dominance of private cars that have overrun public space, both with their traffic and their parking. Our streets have now become warehouses for cars (legally or illegally parked), depriving vital space from city life. Many European cities have realized this and have launched comprehensive plans to return public space to city life, pedestrians and cyclists. In Greek cities too, we have sustainable urban mobility plans, which for the most part remain on the shelves.
The promotion of alternative modes of transport, such as Public Transport, cycling and walking, can improve quality of life, contribute to sustainability and make cities more citizen- and environmentally friendly. It is impossible to fit everyone into the city using their cars, especially during rush hours. For long distances, travel should be served by public transport, while for short distances, cycling and walking can suffice. In the first case, bus lanes and additional metro lines (which take time) are needed, while in the second case, city centers and all municipalities should make space for cycling and walking to bring cities back to life.
The best road safety measure is to use buses, which are the safest form of public transport, in addition to being much more environmentally friendly. Indeed, in the cities where 30 km/h speed limits have been applied, there has been a medium-term increase in the use of public transport, as well as an increase in the number of pedestrians and cyclists, who are no longer afraid to take to the streets. Thus, 30 km/h serves as a catalyst not only for road safety but also for changing our travel behaviour.
The promotion of public transport, bus lanes and the use of bicycles with infrastructure is not being systematically reinforced. Why do such changes not progress in Greece as they do in other cities? Haven’t we pushed back the car-centric culture sufficiently?
Scientists are constantly urging lower speeds, both in Greece and globally. However, speeding remains a standard and desired behaviour among most drivers and riders, especially young people and is too often promoted or largely tolerated by society, Authorities and industry. The voices of scientists and vulnerable road users advocating for lower speeds remain weak against societies that are deeply entrenched in a car- and speed-focused culture. There is an intense societal debate on this issue. In reality, the changes are driven by the Authorities, but they seem to have been particularly timid in recent years and unable to address the initial reactions of society. Wherever measures are implemented, both for public transport and speed limits, there are reactions, for which calmness is the solution. Usually, these reactions last about six months. After that time, or sometimes even earlier, Greek society has shown that it adapts relatively quickly.
The political system has to withstand this initial backlash, involving governments, municipalities, regions and the opposition, as roles evolve. The task is complex both in terms of implementation and acceptance. The current government appears to have understood the necessity of these interventions and has properly planned them. Hopefully, it will dare to proceed as announced and lead society into an era of safe and comfortable travel. We are at the most critical phase: moving from words to action, especially during the early stages of resistance. This is where boldness and the ability to embrace change are required. It is a challenge that we are called to confront and we, as socio-scientists, contribute with our knowledge and proposals. However, the scientific voice is often not as strong as it should be. That is why I launched the 30 Marathons in 30 months challenge, aiming to bring the debate closer to society. We are not isolated from society; we are part of it and as scientists, we have a huge responsibility to amplify our message as loudly as possible.
The role of journalists and the media is to provide a platform for all perspectives, not only for motorists but also for pedestrians, cyclists and motorcyclists who want to experience safe and comfortable travels in the city.
Athens Great Walk. You were involved in the transport study of the Municipality of Athens. Are you satisfied with the final result?
The Athens Great Walk was an ambitious attempt to draw inspiration from successful examples in other European cities, giving Athens’ citizens more space to live, move and enjoy their city. It was a bold and positive measure, but in practice, it was met with hesitation by both citizens and the Authorities, who were overly timid. Although initially, the Athens Great Walk had the full approval of everyone before its implementation, the process revealed the reluctance of many to change their habits even slightly.
During its implementation, the political system failed to rise to the occasion. The government and opposition collectively surrendered to the initial strong opposition from car drivers, neglected to listen to pedestrians and cyclists and paved the way for inaction. Sadly, an important opportunity to transform the culture for a better quality of life in cities and shift toward a more sustainable living model with safer travel for all was missed.
However, despite the bipartisan criticism, valuable space was ultimately given to pedestrians. The widening of sidewalks in the lower part of Syntagma and Panepistimiou Squares and the pedestrianization of Vassilissis Olgas Street have made parts of the city a joy to experience. Unfortunately, more should have been done, but a first step has been taken. It is not acceptable in a civilized city for its main artery to be dominated entirely by cars. The inability to embrace change remains one of the biggest obstacles to improving our daily lives. It is worth emphasizing that the Authorities should take the lead in guiding citizens into a new era. All voices should be heard fairly, rather than focusing solely on what inconveniences our cars in the morning.
Finally, we assure you that we will continue running Marathons, raising awareness and providing scientific support for all efforts related to urban life, traffic and safety.
Podcast «Travelling Differently» with Manos Charalambakis, in December 2024
