The Konan sidewalk lanes are located approximately 600 meters east of Shinagawa Station and run on both sides of the road for about 180 meters between the Tokyo University School of Marine Science and Konan Elementary School.

These lanes are nicely set off from the pedestrian sidewalk to the left with blue and white lines and paving blocks of a lighter color, and take advantage of the very wide sidewalk space with large painted graphics on the lanes and on overhead signs.

The street is connected with another parallel street one block north that actually has parking protected bike lanes (which didn’t make it into the top 5 due to the lane being in the door zone), by two other local streets with bike lanes and sharrows respectively, both of which are often blocked by parked cars.

Konan deserves credit for being willing to experiment with the ample space available in the area. Now they need to commit to a plan and put it all together into better bike lanes and a cohesive network.



1ブロック北には都道480号のparking-protected bike laneが並行している(駐車車両のドアゾーンと重なっているためトップ5には食い込めなかった)他、都道480号との間を結ぶ2本の区道にもそれぞれ自転車ナビライン、自転車専用レーンが整備されている(いずれも路上駐車で塞がりがち)。


SAFETY / 安全性 ( 7.6 )

Transition Points – Only attempt to prevent pedestrian collisions is a warning sign on the ground (these fade or get damaged over time).


Cohesion – Near its end on the east runs Kaigan Dori, a north-south artery with only a wide sidewalk on each side (the roadway is for motorized vehicles only), but near the other end on the west is another, narrower north-south street to <480> with on-street bike lanes, and between these is a bidirectional one-laner with blue chevrons (share-the-road arrows).


Obstacles – The path disappears at bus stops. Sign posts, utility poles and tree bases are at-grade and encroach on useable bike path space.


Traffic Separation – There are U-shaped bollards interspersed between the pedestrian and bicycle areas. This only partially prevents pedestrians from using the bicycle side of the path.


Lighting – Illumination is provided by both street lamps on the path side and additional lamp posts in-between. So good job on the lighting at least.


DESIGN / デザイン ( 7.5 )

Communication – The path is clearly marked with both ground markings and overhead signs. This still doesn’t seem to help keep the pedestrians off the marked area.


Understandable – The signs use mainly standard pictograms (pogostick and riderless bicycle) but ground warning signs at the exit alert of pedestrian collisions using both pictograms and Kanji text, making it hard to understand the message from the pictograms alone.


Promotes Safety – The design does not completely separate the pedestrian zone and it looks like absolutely no thought was put into intersections and bus stops.


Transition Instructions – There are indications where the lane starts and it is clear when it ends but no other information about where a cyclist should go (on the street, remain on the sidewalk, other).


USEAGE / 利用状況 ( 7.5 )

Popularity – There are many large residential buildings in this area, a daycare, and office space, which would indicate a high usage. However, at a cursory glance there appeared to only be a marginal amount of cyclists in proportion to the number of residents in the area.


Broad Spectrum – Users were older and some mothers with electric assist bicycles used the path.


Scalable – It seems the lanes are serving cyclists pretty well, but for them to be a safe and comfortable space for a larger number of people on various kinds of bikes, they would have to be expanded from their current width, preferably taking away vehicular space although it’s often politically challenging.


Majority Preference – Seniors and parents tended to use the bike path but delivery and recreational bicyclists used the road.


Total 22.6 / 合計 22.6点



We understand budget limitations and this is probably the best that could be built within the budget. However, it may be better to make a proper investment when it comes to making a city look good, feel safe, and work well for all users.


TIPS / 改善案のポイント

A minimum of 2.4m wide bi-directional path takes some space away from the vehicle area and pedestrian area. The lane will connect so there is no need for the abrupt warning signs.

A utility island protects from the street traffic and bus stop island provides a safe place for bus passengers to wait for the bus.

The trees are moved to a center location to provide shade for the road users who need to be cooled and have some sun protection (people in cars are already out of the sun). Trees should also not block the road signs (safety). The tree barrier is permeable allowing for cyclists from businesses and schools to enter and exit the bike lane freely. Road drainage and sidewalk / bike lane drainage are separated.



Illustration purposes only. Feasibility studies would need to be conducted for viability for cost, local ordinances, and other unknown specification.