The Seville Cycling Revolution: A Blueprint for Urban Transformation?

The Dutch are often asked: What scientific proof is there, that a robust cycling network leads to increased and especially safer cycling? In the Netherlands, this question is challenging to answer due to the absence of a clear “zero-situation”; cycling infrastructure has long existed in some form, and cycling culture has deep roots. However, the city of Seville in Spain provides an interesting case study, as it transformed from minimal cycling activity in the early 21st century to fostering a vibrant cycling climate today. Let’s delve into Seville’s success story and find out if the city may have valuable lessons for the rest of the world.

In Seville, the cycle paths are typically bi-directional, physically separated from motor traffic as well as pedestrians and with a green surface.

In 2006, Seville had just 12km of separated cycling paths, with a meagre cycling modal share of 0.5%. Advocates for cycling infrastructure had been pushing for change since 1992, and their plans gained momentum when the United Left (UI) political party adopted them. The UI’s electoral success in 2003 led to a coalition with the Socialists, solidifying cycling plans in the city’s governance.

The initial 80km cycling network (solid lines, 2006/2007) and the expansion to 164km (dotted lines, 2011). Picture University of Seville. Link to a map of the current cycling network.

Tasked with the ambitious plan was José García Cebrián, Seville’s head of urban planning and a long-time cyclist himself. He envisioned a network of protected cycle paths, physically separated from motor traffic, to make cycling accessible to all ages and at slow speeds, even in everyday clothes. What set Seville apart was its commitment to completing an 80km cycling network in one go, with most of the required space repurposed from motor traffic.

Before and after: from parking lane to bi-directional cycle lane. In this scenario, the change is minimal. The lampposts as well as the trees could remain where they are. This made construction much easier and therefore quicker and more cost-effective. Pictures “A Contranamo”

While initial planning faced minimal opposition, challenges arose during construction. As Cebrián explains, the lack of resistance during planning was typical in Spain, where cycling plans often remained on paper. The real opposition surfaced during construction, but by then, the city had committed to the transformation. (The Guardian, 2015)

This graph shows that cycling did indeed become measurably safer after the cycling network was built. University of Seville.

The first 77kms of protected cycling infrastructure, concentrated around the city centre, were completed in under two years (2006-2007). By 2011, the network had expanded to 164km, constituting 12% of the city’s total road length. Presently (2024), the network boasts over 180km, linking key destinations with residential areas.

The before and afters of the initial network (built 2006/2007) were not documented by Google Streetview, as that only started around 2008, but the later improvements can be seen. For instance by comparing this image (one of the first) from September 2008 to the later Streetview pictures. This intersection was not really well designed, especially the corner in the foreground is very tight and the path is very close to moving motor traffic.

The current situation of the same location as in the previous picture shows the cycleway is now much further from the road. This improves sight lines and it gives turning cars much more time to react to cyclists going straight-on. (Google StreetView, June 2014)

The immediate success was evident in the surge of daily cyclists, increasing from 6,000 to over 70,000. A 2014 survey highlighted that 6% of all trips and 9% of non-commuter journeys were made by bike. The cycle lanes had an additional advantage: they could also be used by wheelchair users, which suddenly made a lot of the city better accessible.

A key contributor to Seville’s success was the SEVici shared bicycle system, now with 2,500 bikes and 263 stations (2024). Operating as a public-private partnership with JC Decaux, the system provided an affordable option for those without storage space or financial means for a bicycle.

This location in Macarena shows a lot of space dedicated to motor traffic and narrow on-street cycle lanes on the intersection. (Google StreetView, April 2017)

Around September 2017 this square has been reconstructed. The present situation is much more designed for people, both walking and cycling. The road space has been reduced considerably. The cycle way is now wider and better protected. (Google Streetview, 2021)

Despite changes in city administration and policies, Seville’s commitment to cycling infrastructure remained steadfast. Between 2006 and 2011, the city of Seville invested 32 million euros in the new cycling network. Research from the University of Seville from 2015 showcased its cost-effectiveness. The construction costs were estimated at 0.27 million euros per km, with annual maintenance costs ranging from 250,000 to 350,000 euros. In 2011, the network was used for around 70,000 trips per day. For comparison: the first line of the metropolitan subway (18 km) cost the city around 35.2 million euros per km. This mode carried around 53,000 daily trips. The 21.5 km of metropolitan city highways under construction had a budget of 30.8 million euros per km, with expected average traffic of 50,000 vehicles per day.

In January 2024, the figures for 2023 were announced. Seville’s cycle paths are now used for 111,125 trips per day, but that includes trips on e-scooters. When you only count the bicycles, they amount to 70,000 daily trips again, which means the figures are back to the pre-Covid levels of 2019.

Daily estimated trips on Seville’s cycling network. Table by “A Contramano“.

Development of the modal split of trips by “mechanical means of transportation” in Seville on a normal working day in November. Sources: CTMAS, City of Seville, SIBUS. Note: in 2006 the modal share of cycling was just 0.5%!

The success of Seville’s cycling transformation lies in a model prioritising not only safety but also ease and comfort for everyone. Based on Dutch, German and Danish best practice the network’s design focuses on continuity, cohesion, directness, visibility, and comfort. Building bi-directional paths and swift construction were deliberate choices contributing to the overall success. In conclusion, Seville’s experience from 2006 to 2011 illustrates that rapid development of a segregated cycling network can be a powerful catalyst for integrating cycling into urban mobility. Making cycling easy and comfortable for everyone, coupled with additional measures, establishes bicycling as a crucial element of urban transportation. Seville serves as an inspiring example for cities globally seeking to enhance sustainable urban mobility.

A portrait of cycling in Seville that I was able to film on a visit to the city in January 2024.