Kyoto Bicycle Lane Karasuma

京都自転車専用レーン烏丸通

Kyoto recently added a new bike "lane" along a stretch of Karasuma Street. In addition, there are plans to extend it further south.

It runs on both sides of the street from Marutamachi, at the corner of the Imperial Palace, down to Shijo Street.

According to a city handout, the lane will ultimately stretch south from there to Gojo, Shichijo, all the way to Kyoto Station at Shiokoji Street (the orange colored part of the map).

Lanes are on both sides of the street. Each is an umber colored space painted onto the road, unfenced, and 2.5 meters wide.


View Kyoto Bicycle Lanes in a larger map

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New "Bike" Lane in New Orleans

アメリカのニューオーリーンズ新専用自転車レーン

This is maddening, indeed.

A city goes to the trouble and expense of creating a cycle/pedestrian path, and...watch the video below.

It sort of reminds us of the daily commute along Imadegawa Dori here in Kyoto.

Obstacles abound.

At least in New Orleans, there are no cars on the path.

Thanks to our friends at Baltimore Spokes for passing this along.



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Osaka Midosuji Bicycle Lane

大阪御堂筋自転車レーン

Rumors are starting to swirl about new bicycle and pedestrian lanes along one of the most stunning boulevards in Japan.

Osaka's Midosuji runs north to south through the heart of Shinsaibashi and down to Namba.

It is lined with department stores, consulates, boutiques. On side streets are many of the city's best bars and restaurants.

Since Osaka is mostly flat and compact - both unlike Tokyo - it is a great city for cycling.

The one exception is Midosuji. Sidewalks are wide, but with many pedestrians it is not a good place to ride. Indeed, let the boulevardiers have their piece of pavement for strolling.

Mayor Hashimoto, a runty firebrand ex-lawyer, however may change that.

According to NHK tv news, the city is in the planning stages of creating safer walking and cycling spaces. Construction is set to be complete in two years.

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Kyoto Karasuma Bicycle Lane

京都烏丸自転車専用レーン

And yet another bike lane has sprouted up in Kyoto this spring. Unlike the "line lanes" in central Kyoto - meaningless, dangerous, narrow "lanes" painted on the edges of the either side of the street (see below left) - the lane on Karasuma is an actual lane with symbols and a comfortable width.

It is a replica of the "bike lane" that passes in front of the police headquarters.

That is, it is not technically separated from traffic but rather a lane that has been painted onto both sides of the street.

It ends/starts at Marutamachi, but we are not sure how far it goes south of that and there is little information online (in Japanese; there is none in English).

Though perhaps a step in the right direction, we wonder:

how will drivers react to this?
how will cyclists behave in the lane?
how much did the paint job cost?
why isn't the lane completely fenced off from vehicular traffic?

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Kyoto Bicycle Lanes

京都自転車専用レーン

A wonderful article in Atlantic Cities shows that dedicated bicycle lanes can cut injuries.

As the article notes, "major city street with parked cars and no bike lanes is just about the most dangerous place you could ride a bike. All the big threats are there: open car doors, bad parallel parkers, passing cabs and public transit. This is not a particularly novel scientific revelation, although research has found it to be true. Things get more interesting when we compare this bad-biking baseline to infrastructure actually intended to accommodate cyclists."

Research from Canada has looked at 14 route types and the likelihood of a serious bike injury. And, drum roll, infrastructure is very important in determining that.

The chance of injury drops by about 50 percent when riding on a similar road with a bike lane and no parked cars. Similarly, the same result is true on bike paths and local streets with designated bike routes. Last, and most important, "protected bike lanes – with actual barriers separating cyclists from traffic – really make a difference. The risk of injury drops for riders there by 90 percent."

Pictured above is an example of a downtown bike "lane" in Kyoto. The lane is the 18 inch (?) wide slice of pavement between the white and reddish lines.

Come on Kyoto! How about a few more real dedicated bicycle lanes!

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Bicycle Lane Sanjo Dori Kyoto

京都三条自転車専用レーン

After turning in forms at the Kyoto Water Bureau's Ukyo Ward Office, which is on Sanjo Dori west of Nishi Oji - an industrial stretch of government offices (tax office, water bureau), a lone love hotel, and factories - we pedaled towards downtown.

Directly in front of the Shimadzu Corporation factory, which is on Sanjo, was an excellent - if short - bike lane.

Pictured at right, the Sanjo Dori lane is separated on the right from cars by a line of trees, the sidewalk on the left. However, it is a true lane, completely separated on both sides from automobile and pedestrian traffic.

Entering the lane from the west, it is noted with the usual "jitensha yo doro" （自転車用道路）(bicycle lane) and a small, old, blue bicycle sign.

The lane continues for several hundred meters, if that, then cyclists are back riding with traffic for a short while until Nishi Oji Dori.

Crossing the street heading east on Sanjo towards the center of Kyoto, however, the lane continues. It is an old, old lane - perhaps the first in the city (pictured below)? - that is not smooth or pretty.

But it works.

It runs until almost Senbon Dori, just south of JR Nijo Station. At that point, the Sanjokai arcade is directly ahead.

Which means: with a bit of creativity, it is possible to ride from the Shimadzu factory, west of Nishioji Dori, all the way to the Kamo River in a car-free zone.

Coming from the Kamo River, head west on Oike Dori (the south side of the street). The wide boulevard does not have a lane, but the sidewalk is never crowded with pedestrians and there is always room to ride safely.

Ride until Horikawa Dori, to the point across the street from Nijo Castle. Turn south onto Horikawa, which has a lane painted onto the  pavement.

At Sanjo Dori, the western end of the Sanjokai Arcade, turn west and ride into the arcade. The arcade does allow delivery vehicles, but cars are few; pedestrians and bikes, in contrast, are numerous.

The ten-minute ride to the east end brings you to Senbon Dori. From there the lane below left begins on the north side of Sanjo after about 150 meters.

Click here for a map.

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京都細い街路安全に歩ける？自転車乗れる？ Kyoto Bike Lane Test

京都自転車専用レーン実証実験

A recent story in the Asahi Shinbun (in Japanese) caught our eye.

Around the Takakura Elementary Elementary School in downtown Kyoto, the city is doing a test run for new pedestrian lanes and bicycle lanes.

The car lane has been reduced from 4 meters (13.2 feet) down to 3 meters (9.8 feet).

In that extra room, pedestrian lanes have been widened by 50 cm (20 inches), on both sides.

In the remaining space, a bike lane 0.6 meters (1.96 feet) wide has been painted on the asphalt. (The photo above right gives an idea of just how narrow the "lane" is. The photo below is a wider view.)

We are not joking.

This appears to be yet another bad joke, and the test is running until March 22.

Then the city will parse the data, and decide what if any action to take.


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Worst Bike Lane in the World in Kyoto Update

京都での世界一番最低の自転車専用レーンのアップデート

Last week we reported on a bicycle lane in Kyoto, which we called the "worst bike lane in the world."

Last year, installed a lane in front of the police headquarters. The lane was originally blue with white lettering indicating its purpose.

It was - and is - a disaster.

First, the lane is just one block. Second, on the west side, the lane runs through a taxi parking zone, which means cyclists have to weave out into traffic to go around the parked taxis waiting for cop clients.

Third, other vehicles often park in the lane.

Recently, however, a new development came to our attention. Kyoto, which is blessed with many beautiful buildings but horrific city planning and zoning enforcement, requires many businesses to tone down the colors of the building fronts. The best known example is McDonalds, which uses a warmer and more subtle red in its signage than can be found in other cities.

Thus, the once standard blue bicycle lane (above right) was offensive to the delicate sensibilities and thus was repainted a dull brown (below left).

More money down the drain for a meaningless lane.



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Osaka Bicycle Lane

大阪城から淀川の自転車道

It is possible to ride from Arashiyama, in far west Kyoto, all the way to Osaka Castle, smack in the heart of Japan's second city, without ever meeting or dealing with a car, truck, or taxi.

The 42 km bike lane that starts in Arashiyama and ends in Kizu, which is ideal for those heading to Nara, takes you to Yawata.

At that point, those heading to Nara need to continue on the Kizu route and head inland.

For those heading to Osaka, cross the bridge at the confluence of several rivers at Yawata and turn right.

At that point, a mostly unmarked but paved route follows the Yodogawa River all the way into Umeda. As long as the river is on your right, you are heading the right way.

At the Okawa River, which is close to downtown - the skyscrapers loom in front of you, turn left and follow the bike path south (pictured above right). This will take you straight to Osaka Castle.

Riding time is 4-5 hours.

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Bike Symbol Kyoto

新しい自転車マーク

At the corner of Gojo - Horikawa in Kyoto is a tight curve that leads to a tighter situation.

After leaving the bike lane on Gojo - from the Kamo River to Horikawa - cyclists are thrown instantly back to the reality of Kyoto cycling.

First you cross a small street. Watch out for taxis and trucks.

Having crossed that, there is now a bike "lane" painted on the sidewalk and a smart little bike symbol. No problems here.

However, having enjoyed the three-second lane, the foot of a pedestrian overpass awaits.

It is narrow, and there will be pedestrians coming down the steps and from he opposite direction, on Horikawa. A cyclist may also be coming barreling down from Horikawa.

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Wroclaw Poland Bicycle Lane

ポランドヴロツワフの自転車専用レーン

Wroclaw, Poland, has a decent network of bicycle lanes.

Most, if not all, lanes are not separated from the rest of the street or sidewalks.

However, there does not seem to be a need for barriers and other measures often used in other cities.

The trams and buses that run throughout the city are ubiquitous and frequent enough that automobile traffic is not horrific.

Bicycles are an established part of the fabric of the city's public transportation.

The lane pictured above is just north of the main square in the Old City. The bike lane is demarcated merely by the white lane and the symbol of a bike.

The cobblestones and doorways created a wonderful backdrop for the lane.

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New Gojo Dori Bike Lane Kyoto

京都五条通自転車レーン

On the way down to Fushimi the other day to see some of the old sake breweries, we came to the corner of Horikawa - Gojo south of central Kyoto.

And, lo and behold, there is an actual, useful bike lane.

Both Horikawa and Gojo have very wide sidewalks and the old style bike "lanes" - a brownish, purplish tinge to the pavement to distinguish it from the "pedestrian" area, an occasional bike logo - so are easy and convenient for cycling.

However, the city has taken that a step further on Gojo Dori.

The old quasi lane, in which pedestrians and bikes vied for space, has now been separated from the pedestrian lane.

From the Kamo River all the way to Horikawa Dori, on both the north and south sides of the street, there is now a genuine bike lane.

As can be seen in the photo above, an overhead sign clearly indicates that the left side is for pedestrians and the right lane is for bicycles.

In addition, there are fences throughout the route. At long last, a real bike lane has arrived in Kyoto.

We are waiting for similar work to begin on Oike Dori and Horikawa Dori.


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