VeloPlanner’s map shows cycling routes forming dense, connected networks across much of Europe, while in Spain they often break apart. Bike lanes are scattered across cities instead of linking up, making commutes and other trips across town difficult for riders trying to avoid traffic.
VeloPlanner uses OpenStreetMap data and classifies cycling infrastructure into seven types, from fully separated tracks and painted lines on busy roads to stretches where bikes can ride against traffic. That level of detail goes beyond standard official figures: a city may report many kilometers of bike lanes, but short, disconnected segments are of little use for real trips. The 2026 EuroVelo report says that only 69% of Spain’s 4,862 km of EuroVelo routes are fully developed; the rest are either partially developed or have major continuity gaps.
Not all bike lanes offer the same level of protection. Physically separated paths, protected by curbs, plants or barriers, keep cyclists safer. Painted lanes and shared spaces depend on drivers paying attention and following signs. Riding on a protected track feels different from pedaling beside heavy traffic with only a painted line for comfort.
Disconnected routes are common in Spain. Many cities look good on paper, but cyclists often have to improvise, switching between bike lanes and regular streets, sometimes ending up on shared sidewalks or with no infrastructure at all. Experienced riders may put up with it, but families and newer cyclists, especially people uneasy around traffic, often give up. That is a real barrier.
Counting kilometers alone does not tell the whole story. A 500-meter bike lane that ends suddenly is almost useless. Narrow lanes and bad crossings can also make new infrastructure difficult to use for daily trips, as can shared paths packed with pedestrians.
Municipal examples show both progress and fragmentation. Valencia added 20 km of bike lanes in three years, bringing its total to 233.7 km, while the city tracked a 12.8% increase in cycling use from 2023 to 2026. Towns such as Torrevieja are only now addressing an “almost non-existent” network with new projects, as described in the EuroVelo Route Development Status Report (2026).
In cities where cycling is common, networks connect neighborhoods with schools, train stations and offices. Riders can stay on protected routes throughout their trips. Safety is built in from the start, with continuous paths and clear separation from cars.
Studies from North America support this approach: physical barriers between bikes and cars reduce risk far more than paint or signs. “Cycle streets,” where bikes have priority but cars are allowed, can work when traffic is light and the street is well designed. Their effectiveness also depends on driver behavior.
Allowing bikes on sidewalks is more controversial. VeloPlanner maps these segments, but they do not count as proper cycling infrastructure. Frequent crossings and conflicts with pedestrians, compounded by differences in speed, mean they rarely work as a genuine alternative to dedicated bike lanes.
VeloPlanner relies on OpenStreetMap, so missing lines may indicate either a lack of infrastructure or incomplete mapping, particularly in rural or less-mapped areas. Even with those gaps, the tool offers a clearer picture than official statistics, which often obscure the problems.
For Spanish cities, the basic question is not how many kilometers are announced each year, but how many form connected, protected routes that offer a real alternative to cars or buses. Without that, cycling will remain a niche option for most people.
The European Union has no common standard for comparing cycling networks that accounts for length, density, access and quality. Until one is established, projects such as VeloPlanner offer a useful view of the divide: whether bike lanes form a connected network or a maze of dead ends.
Spanish cities are trying new ideas. The recent robotaxi pilot is one example, but gaps in cycling infrastructure remain pronounced. Until city planners prioritize connections and protection over headline figures, Spain’s cycling revolution will remain out of reach.
