Mérida Bike Lanes Show Mixed Results 3 Years After Launch

Three years after Mérida bike lanes showed up, bicyclists aren’t exactly crowding the green-painted paths. We do see lots of joggers, though, especially along the tourist hotels on the Paseo Montejo.

The bicyclists who access some part of the 71.7-kilometer (44.5-mile) ciclovía network enjoy a safer journey. But many people pedaling their way from place to place ignore the special lanes, still merging with vehicular traffic as before.

The lanes make roads narrower for cars, motorcycles and trucks, contributing to Mérida’s growing traffic congestion problem.

The Yucatán state government invested 111 million pesos ($6.1 million) in the project, which was accelerated during the coronavirus pandemic as officials promoted cycling as a safe, socially distanced transportation option. Construction began in November 2020 and finished in early 2021.

Mérida Bike Lanes Making Cycling Safer

The lanes appear to be achieving their primary goal of improving cyclist safety. Everardo Flores Gómez, president of local cycling organization Cicloturixes, says his organization fully backs the project as it responds to a growing social and environmental need.

According to the 2020 Population and Housing Census of the National Institute of Statistics and Geography, Yucatán is the state with the highest percentage of bicycles in its homes. With roughly 40% of Yucatecos using bicycles daily according to official statistics, the infrastructure addresses a genuine transportation need in Mexico’s safest state.

The network connects major areas, including Paseo de Montejo, the north zone extending to Dzibilchaltún, the northwest circuit from Calle 50 to Xmatkuil, and the south zone linking downtown to Chuburná. When combined with existing Mérida bike lanes, this creates over 130 kilometers (81 miles) of connected cycling infrastructure.

Business Pushback and Enforcement Issues

The project faced immediate resistance from business groups and drivers confused about new traffic patterns. “We have only heard complaints about the new bicycle lanes. The government has imposed this decision on us, but we need smoother traffic, not to bottleneck it,” Michel Salum Francis, president of Yucatán’s Chamber of Commerce and Tourism Services, told Diario de Yucatán.

Hotel owners and restaurants along Paseo de Montejo were particularly vocal opponents. Jorge Carrillo Saenz, president of the Yucatan Tourism Business Council, filed an injunction against bicycle lane construction after flowerbeds were installed in front of his hotel, blocking tour bus parking.

Enforcement remains problematic, as many drivers and motorcyclists have been seen parking on bicycle lanes in full view of traffic police. The lack of clear signage initially created confusion about where cars could drop off passengers or whether joggers could use the lanes.

Cost Effectiveness Questioned

At roughly $138,000 per kilometer, Mérida’s bicycle lanes cost significantly more than basic bike infrastructure in other cities, though less than premium protected lanes that can exceed $1 million per mile in major U.S. cities.

The 111-million-peso investment aimed to create 280 direct jobs and 700 indirect positions during construction. State officials promoted the project as both economic stimulus and public health infrastructure during the pandemic.

However, critics question whether the investment delivered sufficient returns. Tension is growing within city hall regarding the viability of the project in its current form, a source who asked to remain anonymous told Yucatán Magazine.

Social and Economic Considerations

The bicycle lanes highlight class divisions in Mérida’s transportation system. Many of Mérida’s working poor depend on cycling to get to their jobs. With the daily minimum wage in México standing at 141.70 pesos, and the lack of bus transfers, even public transit is a luxury for some.

The project includes both dedicated green bicycle lanes and shared Bus-Bike lanes marked with symbols for both vehicles. Officials designed the system to integrate with public transportation and connect residential areas to universities, schools, and shopping centers.

Looking Forward

Three years later, the bicycle lanes remain a polarizing topic on Mérida social media, with passionate supporters and detractors. While comprehensive usage data hasn’t been released, cycling advocates report increased ridership in protected areas.

The project’s success may ultimately depend on complementary improvements to public transportation and continued enforcement of lane usage rules. As Yucatán Magazine previously reported, the lanes were designed as part of a broader mobility strategy for Mexico’s fastest-growing major city.

International cycling advocates point to global research showing protected bike lanes typically reduce injuries and increase ridership over time, suggesting Mérida’s investment may prove worthwhile as the system matures.

The debate reflects broader questions about urban planning priorities in rapidly growing Mexican cities, where infrastructure decisions must balance economic development, environmental concerns, and social equity.