# The cycleway network Bike lanes here arrive corridor by corridor, each with its own story. Original: https://pedaleando-uruguay.bike/topics/cycleway-network - [Montevideo prepares Rondeau for the first stretch of its west-side cycleway](https://pedaleando-uruguay.bike/uruguay-by-bike/west-cycleway-works-begin): The first stretch of Montevideo's west-side cycleway has a published route. The way on to the Cerro does not. - [The Rambla, before and after: what thirty years changed — and didn't](https://pedaleando-uruguay.bike/uruguay-by-bike/rambla-before-and-after): Same granite wall, same light at dusk, little change for decades, until 2024, when one stretch took a lane away from the car. - [Montevideo is learning to ride](https://pedaleando-uruguay.bike/uruguay-by-bike/montevideo): The everyday cycling city — the Rambla, the new protected lanes, and what the numbers say about where Montevideo is heading. - [The economics of bike lanes](https://pedaleando-uruguay.bike/uruguay-by-bike/bike-lane-economics): Elsewhere the firmer case is in jobs, health and benefit-cost studies; for Montevideo's two lanes, only the cost is on record. - [Cycling policy in numbers: Montevideo vs Buenos Aires vs Santiago](https://pedaleando-uruguay.bike/uruguay-by-bike/cycling-policy): A sourced look at what Montevideo, Buenos Aires and Santiago have actually built, and the one piece Montevideo is still missing. - [The rambla by bike](https://pedaleando-uruguay.bike/uruguay-by-bike/rambla-by-bike): Port to Pocitos along the open river — the classic Montevideo bike ride for a day in the city. - [Canelones opens a short pedestrian seafront path and announces one to Atlántida](https://pedaleando-uruguay.bike/uruguay-by-bike/atlantida-seafront-path): A 500-metre pedestrian path is open in Parque del Plata; the announced link to Atlántida has no route or firm timetable. - [Is Montevideo safe to cycle?](https://pedaleando-uruguay.bike/plan/is-montevideo-safe-to-cycle): Yes, with a map in your head: where the protected network holds, where the gaps are, and where to pay attention. - [Slow cycle-touring — what it means here](https://pedaleando-uruguay.bike/uruguay-by-bike/slow-cycling): A bicycle as a way of knowing a place at the right speed, not a machine for going fast, and why Uruguay suits the practice. - [The Malvín rambla, 1918](https://pedaleando-uruguay.bike/uruguay-by-bike/the-malvin-rambla): In 1917 the bay was bare coast; a year later, horse carts were hauling stone along Playa Honda. How the eastern rambla was built — and what it still lacks. - [Ciudad de la Costa: the corridor that took more than a decade](https://pedaleando-uruguay.bike/routes/ciudad-de-la-costa): Built piece by piece over more than a decade along the Canelones shore: a story of patience, not of an inauguration. ## About this section This page tracks them all — what's built, what's usable today, what's promised. Visitors sometimes ask where to find a map of Montevideo's bike network, and the honest answer is that the network is still being assembled. The official figure is 77.3 kilometres of ciclovías and bicisendas — on-road lanes and pavement-level paths — counted by the city in September 2024 (its announcement rounded it to "almost 80"); it is the city's number, unverified on the ground. What it buys you is a set of separate corridors. The two flagship lanes — up 18 de Julio, the main avenue, and along the southern waterfront — do not even meet: about five hundred metres of 30 km/h old-town streets lie between them, with no lane at all. Knowing which corridor delivers what matters more here than any single map. Corridor by corridor, then. 18 de Julio opened in December 2023: four kilometres of protected lane down the middle of the avenue, Obelisco to Plaza Independencia. It was already the busiest cycling street in the city before it was built, and on one day in September 2024 the cameras counted 3,301 bicycles on it. A bus corridor announced in March 2026 will take those central lanes, and the cycle lane is to move to the side pavements, with no date set. The Rambla Sur lane opened in September 2024: 4.7 kilometres on the carriageway from the Escollera Sarandí to Parque Rodó, and the speed limit beside it dropped from 75 to 45 km/h — [the obvious first ride](https://pedaleando-uruguay.bike/uruguay-by-bike/rambla-by-bike) runs along it, port to Pocitos. East of the city, in Canelones, [the Ciudad de la Costa corridor](https://pedaleando-uruguay.bike/routes/ciudad-de-la-costa) took more than a decade: the final 3.6 kilometres opened in November 2025, completing 12.7 kilometres of coastal path between El Pinar and the Arroyo Carrasco. Shorter stretches reach west and north, and between all of these you ride on ordinary streets. Why it does not add up to a network yet: the gaps are specific, and you can plan around them. From the Arroyo Carrasco, where the Canelones path ends, back to Pocitos — through Carrasco, Punta Gorda, Malvín and Buceo — is about 14.5 kilometres of waterfront with no lane; the protected stretch — the 4.7-kilometre Rambla Sur lane plus the older pavement path on to Pocitos — covers the western 7.7 kilometres of the rambla and stops there. No published plan touches that stretch. [Where you can relax and where to pay attention](https://pedaleando-uruguay.bike/plan/is-montevideo-safe-to-cycle) is the practical version of this paragraph; [what thirty years changed on the rambla](https://pedaleando-uruguay.bike/uruguay-by-bike/rambla-before-and-after) is the long view. Regionally, Montevideo is small but not out of step. Buenos Aires has around 310 kilometres of cycle infrastructure and greater Santiago around 480; per head of population Montevideo trails both, though by a narrower margin than the raw totals suggest. [The numbers side by side](https://pedaleando-uruguay.bike/uruguay-by-bike/cycling-policy) make the case that bigger networks are not automatically better ones. And the habit is national, not just metropolitan: 22.8 per cent of Uruguayans ride a bicycle in a given week. What comes next has a target and an order: 100 kilometres by 2030, written into the current administration's five-year budget. First is a roughly 11-kilometre lane from the Cerro to the centre through the western neighbourhoods, confirmed in May 2026 to begin construction this year; Bulevar Artigas south is under evaluation, with no design or date; Batlle y Ordóñez, about six kilometres, is announced; two short links of just over a kilometre each round out the list. [The whole network story in one piece](https://pedaleando-uruguay.bike/uruguay-by-bike/montevideo) is the long read, and [slow cycle-touring](https://pedaleando-uruguay.bike/uruguay-by-bike/slow-cycling) is why a city assembled corridor by corridor is worth riding anyway. Start with whichever corridor is nearest to where you are staying; the rest connect from there — by street, if not yet by lane.