We are concluding our summer interview series with our Valencia pilot, after speaking to Athens and West Midlands over the course of recent weeks. Cycling paths within several corridors and avenues were assessed in recent months and stakeholder meetings, comparable to the other pilots.
What are the remaining planned simulations related to the user behaviour analysis and speed reduction at the Valencia corridors?
Four different intervention scenarios were modelled. The first extended a segregated bike lane along Hermanos Machado Avenue. The second introduced variable speed limits, including a 30 km/h limit next to the bike path. The third examined the impact of a 30% increase in micromobility usage. The fourth explored a new parking solution by adding a parking lane next to the central divider.
Will you share your results with the Valencia authorities and what the expected impacts on existing or future policy frameworks are?
The processes, objectives and results have already been shared with the Valencia authorities through a series of workshops, stakeholder engagement activities, and during the Final Presentation and Second Reflection Workshop, which took place on 24 July 2025. Stakeholders were actively involved in discussing and providing feedback on the outcomes of the intervention scenarios.
As for the policy impacts, the results are expected to inform the development of future urban mobility and safety policies, with particular emphasis on micromobility integration, speed regulation and pedestrian protection. The analysis highlights key trade-offs, such as an increase in pedestrian risk in some scenarios, which can help policymakers achieve more balanced and inclusive planning. The project also reinforces the importance of holistic, mode-inclusive safety strategies, which is a crucial message for adapting policies to evolving mobility trends.
Since you highlighted that electric micromobility usage has significantly risen in Valencia, did you analyse how this has impacted road safety?
Although this issue was not addressed as a specific task within the PHOEBE project, the Valencia research group has been working on it separately. Within the project framework, however, one scenario considered a 30% increase in micromobility demand. This led to a 16% rise in serious incidents, showing that rapid growth in micromobility without corresponding safety infrastructure can increase risks. The analysis also revealed a 36% increase in pedestrian risk and a 148% rise in cyclist risk at intersections in certain scenarios. These findings underline the urgent need for safety-focused planning when promoting micromobility.
Do you have any other aspects to share?
Additional findings from the Valencia use case showed that micromobility and active travel grew substantially in Scenario 3, with shared micromobility usage increasing by up to 38.3% and bicycle trip-kilometres rising by up to 28.8%. The analysis also revealed differences in adoption across age and gender: younger people were more inclined to use micromobility, whereas women were more hesitant, often due to safety concerns and caregiving responsibilities.