GLOBAL STREET DESIGN GUIDE354 GLOBAL STREET DESIGN GUIDE 355
11.11 | Complex Intersection: Adding Public Plazas | Example
Complex intersections, especially
those situated in busy commercial
areas or at the junction of several
streets, have tremendous
potential to fulfill latent demand
for public space. Non-orthogonal
intersections are common in
irregular and spontaneous urban
fabrics and when two or more
orthogonal grids meet. Lacking
legibility, these intersections
present safety hazards to all users.
Existing Conditions
This illustration depicts a large,
signalized, complex intersection.
Traffic volumes and multi-phase signals
result in long delays and confusion
among all users.
Acute-angled intersections reduce
visibility for motorists, while obtuse
intersections allow for high-speed turns
and unnecessarily long pedestrian
crossings.
Here, a major street intersects with two
smaller streets and a diagonal street,
creating a residual space that becomes
de-facto parking.
The complex geometry results in long and
recessed crossings, making it difficult for
all users to navigate the intersection.
Existing
Intersections
Complex Intersection
São Paulo, Brazil.
After
Before
GLOBAL STREE T DESIGN GUIDE112 GLOBAL ST REET DESIGN GUID E 113
Transit facilities can cons ist of dedicated space within
the right-of-way, exclusive facilities such a s transitways,
or shared facilities such as transit streets. Separated
transit facilities are preferred as corridor volume
increases since g reater separation allows for saf er and
faster movemen t of transit.
The decision of which t ransit facility to implement
should be informed by t he context of the facility a nd the
expected rider ship of the transit servic e. Transitways
are optimal for high-occupancy, continuous corridors;
transit lanes for core corridors with medium to high
ridership and flexible r outes; and shared transit str eets
for areas with heav y pedestrian volumes.
Transit Stop or Stop Zone
1 The stop zone is th e space
designated f or the waiting and boarding
of transit ride rs and can be integrate d
into the sidewalk, t he median, or on a
dedicated boarding is land.
When curbside, t he stop zone is
adjacent to the p edestrian clear path.
Shelters, se ating, signs, and transit
information mu st be located so as not
to impede pedestrian accessibility.
The stop zone may a lso be aligned with
the parking lan e or cycle lane, and
may include gree n infrastructure or
other curbsid e amenities at non-stop
locations.
Transit Running Way
2 Most transit v ehicles are 2.4–2.8 m
wide, excluding mirr ors; a 3 m width
allows for a comfo rtable low-speed
operating spa ce, so long as there is
flexible buff er space adjacent to the
transit running w ay (such as a parking
lane, cycle fa cility, or marked buffer).
When operatin g along the curb or in a
bidirectional transit configuration, a
3.3–3.5 m width allows for comf ortable
operation wi th low risk for mirror clips or
sideswipes. Designate exclusive transit
running way with pave ment markings and
signs.
Buffer Zone
3 The buffe r zone may simply be extra
roadway width as signed to the transit
lane, or may be mor e defined, such as
medians or marked/constructed buffer.
Vertical fe atures must not interf ere with
safe transit operation.
6.5.4 | Transit Facilities
1
2
3
Designing S treets for Peo ple
Designing fo r Transit Riders
Transit Facilities
La distancia entre el
edificio y las líneas de
propiedad.
Residential
Commercial
Mixed
Use
Open
Space
GLOBAL STREET D ESIGN GUIDE310 GLOBAL STREET D ESIGN GUIDE 311
Design Guidance
New uses attrac ted by building retrofit s
and zoning changes re quire these streets
to be redesigne d for multiple users. See
5: Designing Streets for Pla ce.
Maintaining some of th e industrial
qualities is impor tant in developing
a distinctive char acter for the
neighborhood.
A new transit ser vice is provided in bot h
directions, shar ed with mixed traffic.
1Reduce the stree t width to a
single travel lane in e ach direction,
widen sidewalks, and pr ovide green
infrastructure. Bioremediation
strategies ca n help to mitigate effec ts
of past industria l uses and safely allow
residential and co mmercial uses.
2Include wide front age zones on
sidewalks, new develo pment, and reused
warehouses to support active sidewalks.
Add street furn iture and public seating to
enhance the pede strian experience.
3Provide parallel parking and loading
spaces in small sec tions, alternating with
rain gardens and tre es.
4Develop the stre et as a shared
space by removing c urbs and markings,
and reducing the widt h of the roadbed.
Encourage acti ve users to use the entire
right-of-way and maintain low trave l
speeds. See 10.4: Shared Stre ets.
2
3
1
Redesign | 20 m | 20 km/h
Streets
Special Conditions
Post-Industrial Revitalization
4
GLOBAL STREET DESIGN GUIDE354 GLOBAL STREET DESIGN GUIDE 355
11.11 | Complex Intersection: Adding Public Plazas | Example
Complex intersections, especially
those situated in busy commercial
areas or at the junction of several
streets, have tremendous
potential to fulfill latent demand
for public space. Non-orthogonal
intersections are common in
irregular and spontaneous urban
fabrics and when two or more
orthogonal grids meet. Lacking
legibility, these intersections
present safety hazards to all users.
Existing Conditions
This illustration depicts a large,
signalized, complex intersection.
Traffic volumes and multi-phase signals
result in long delays and confusion
among all users.
Acute-angled intersections reduce
visibility for motorists, while obtuse
intersections allow for high-speed turns
and unnecessarily long pedestrian
crossings.
Here, a major street intersects with two
smaller streets and a diagonal street,
creating a residual space that becomes
de-facto parking.
The complex geometry results in long and
recessed crossings, making it difficult for
all users to navigate the intersection.
Existing
Intersections
Complex Intersection
São Paulo, Brazil.
After
Before
¿QUÉ REGULARÁ EL PLAN ESPECÍFICO?
La ubicación del estacionamiento (trasero, lateral
o frontal del edificio); número de espacios; y
colocación de entradas y otros puntos de acceso.
Tratamientos de diseño requeridos
de un edificio como ventanas,
entradas principales y señalización. * Imágenes detalladas. Iniciativas de diseño global.
"Global Street Design Guide". 2016. Archivo PDF
Usos específicos del suelo
permitidos en una propiedad
generalmente organizada en
categorías comerciales ,
residenciales o de uso mixto
más amplias.
El número de unidades
permitidas para un
proyecto residencial.
El número máximo
permitido de pisos o
altura del edificio.
El conjunto de herramientas del Plan Específico consta de,
pero no se limita a, las siguientes herramientas regulatorias.
La cantidad de jardines y
espacio abierto requerido
para un proyecto.
U
S
O
D
E
L
S
U
E
L
O
T
R
A
T
A
M
I
E
N
T
O
D
E
D
I
S
E
Ñ
O
A
L
T
U
R
A
E
S
T
A
C
I
O
N
A
M
I
E
N
T
O
Y
A
C
C
E
S
O
J
A
R
D
I
N
E
S
Y
E
S
P
A
C
I
O
A
B
I
E
R
T
O
D
E
N
S
I
D
A
D
El volumen, la forma y el
diseño de un edificio.
M
A
S
A
Y
F
O
R
M
A
GLOBAL STREET DESIGN GU IDE292 GLOBAL STREET DESIGN GU IDE 293
Design Guidance
Avoid investments in new ele vated
structures when they o nly serve a
singular purpose. Oppor tunities for
improvements should be identified
throughout the city where these
structures exist .
This reconstructi on responds to the
reallocation of space a t grade, while the
elevated structure remains in place.
1Improve the safety and c haracter
of the space by introducing a ctive uses
underneath the elevated structure, such
as pop-up stores, market s, cafés, and
active recreation e quipment.
2Add lighting, colors, and s urface
treatments. When nois e levels are high,
install sound-reducing p anels, acoustic
ceilings, or buffers t o mitigate noise
pollution.
Redesign travel lanes in b oth directions
to allow for wider sidewalks and new
cycle facilities.
Add trees and green infr astructure
elements to improve the qual ity of the
streets and provid e public health and
environmental benefits, such as cleaner
air, reduced heat island ef fect, and
better stormwater management. See 7.2:
Green Infrastructure.
Add mid-block crossings to inc rease and
improve access to the newl y activated
central spaces. See 6 .3.5: Pedestrian
Crossings.
Introduce median-to-media n crossings to
position the spaces as a c ontinuous mall.
1
2
Redesign | 34 m | 30 km/h
Streets
Special Conditions
Elevated Structure Improvement
Addis Ababa, Ethiopia
New York City, USA
GLOBAL STREET DESIGN GUIDE64 GLOBAL STREET DESIGN GUIDE 65
5.4 | Changing Contexts
Context 1: Neighborhood Main
Street
• A mix of residential and commercial
ground floor uses line each side of the
street in a low-to-mid density context.
• Transit is provided in mixed traffic.
• Dedicated cycle tracks are created in
both directions.
• On-street parking is maintained.
• Green infrastructure and trees are
added.
• Transit stops are provided on boarding
islands.
Context 2: Central Two-Way Street
• Transit lines run along a dedicated
center-running transit lane.
• Side-loading transit stations are
connected with raised crossings.
• Parking is exchanged for wider
sidewalks to support higher pedestrian
volumes.
• One travel lane is maintained in each
direction with slow speeds and limited
access, and is shared with cycles.
Context 3: Transit Street
• The street transitions into a transit
mall in a high-density context, serving
large volumes of pedestrians.
• Commercial activity extends from
storefronts, and new street furniture
supports a high-quality public realm.
• Collective transport moves through
the space at slow speeds, allowing all
users to safely navigate the mall.
• A mix of uses keeps the space active
and engaging through the day and
evening.
Neighborhood Main Street
Central Two-Way Street
Transit Mall
7. Residential Streets
8.Neighborhood Main Streets
5.Commercial Shared Streets
6.Residential Shared Streets
1. Pedestrian-Only Streets
2.Laneway and Alleys
3.Parklets and Pocket Parks
4.Pedestrian Plazas
14. Historic Streets
15. Elevated Structure Improvements
21. Streets and Paths in Informal Areas
16. Elevated Structure Removal
17. Streets to Streams
18. Temporary Closures
19. Post-Industrial Revitalization
20.Waterfront and Parkside Promenades
9. Central One-Way Streets
10. Central Two-Way Streets
11. Transit Malls
12. Large Streets with Transit
13.Grand Streets
7.Neighborhood Main Streets
8.Residential Streets
5.Commercial Shared Streets
6.Residential Shared Streets
1. Pedestrian Only Streets
2.Laneway and Alleys
3.Parklets and pocket parks
4.Pedestrian Plazas
14. Historic Streets
15. Elevated Structure Improvements
21. Streets in Informal Areas
16. Elevated Structure Removal
17. Streets to Streams
18. Temporary Closures
19. Post-Industrial Revitalization
20.Waterfront & Parkside Promenades
9.Grand Streets, Avenues and Boulevards
10.Large Streets with Transit
11. Transit Malls
12. Central 1-way Streets
13. Central 2-way Streets
Context
1
Context
2
Context
3
One Street, Different Contexts
Context is a crucial, yet often overlooked, factor in designing
streets. Densities, land uses, and travel characteristics can
shift as the street traverses the city from one neighborhood
to another. Street design should respond to and affect the
desired character of the public realm. As the needs and uses
along a street change, street designs should respond and adjust
accordingly.
Below, a single street is illustrated at three points along its
length, depicting three different potential designs that respond
to the adjacent contexts.
Designing Streets for Place
Changing Contexts
GLOBAL STREET DESIGN GUIDE64 GLOBAL STREET DESIGN GUIDE 65
5.4 | Changing Contexts
Context 1: Neighborhood Main
Street
• A mix of residential and commercial
ground floor uses line each side of the
street in a low-to-mid density context.
• Transit is provided in mixed traffic.
• Dedicated cycle tracks are created in
both directions.
• On-street parking is maintained.
• Green infrastructure and trees are
added.
• Transit stops are provided on boarding
islands.
Context 2: Central Two-Way Street
• Transit lines run along a dedicated
center-running transit lane.
• Side-loading transit stations are
connected with raised crossings.
• Parking is exchanged for wider
sidewalks to support higher pedestrian
volumes.
• One travel lane is maintained in each
direction with slow speeds and limited
access, and is shared with cycles.
Context 3: Transit Street
• The street transitions into a transit
mall in a high-density context, serving
large volumes of pedestrians.
• Commercial activity extends from
storefronts, and new street furniture
supports a high-quality public realm.
• Collective transport moves through
the space at slow speeds, allowing all
users to safely navigate the mall.
• A mix of uses keeps the space active
and engaging through the day and
evening.
Neighborhood Main Street
Central Two-Way Street
Transit Mall
7. Residential Streets
8.Neighborhood Main Streets
5.Commercial Shared Streets
6.Residential Shared Streets
1. Pedestrian-Only Streets
2.Laneway and Alleys
3.Parklets and Pocket Parks
4.Pedestrian Plazas
14. Historic Streets
15. Elevated Structure Improvements
21. Streets and Paths in Informal Areas
16. Elevated Structure Removal
17. Streets to Streams
18. Temporary Closures
19. Post-Industrial Revitalization
20.Waterfront and Parkside Promenades
9. Central One-Way Streets
10. Central Two-Way Streets
11. Transit Malls
12. Large Streets with Transit
13.Grand Streets
7.Neighborhood Main Streets
8.Residential Streets
5.Commercial Shared Streets
6.Residential Shared Streets
1. Pedestrian Only Streets
2.Laneway and Alleys
3.Parklets and pocket parks
4.Pedestrian Plazas
14. Historic Streets
15. Elevated Structure Improvements
21. Streets in Informal Areas
16. Elevated Structure Removal
17. Streets to Streams
18. Temporary Closures
19. Post-Industrial Revitalization
20.Waterfront & Parkside Promenades
9.Grand Streets, Avenues and Boulevards
10.Large Streets with Transit
11. Transit Malls
12. Central 1-way Streets
13. Central 2-way Streets
Context
1
Context
2
Context
3
One Street, Different Contexts
Context is a crucial, yet often overlooked, factor in designing
streets. Densities, land uses, and travel characteristics can
shift as the street traverses the city from one neighborhood
to another. Street design should respond to and affect the
desired character of the public realm. As the needs and uses
along a street change, street designs should respond and adjust
accordingly.
Below, a single street is illustrated at three points along its
length, depicting three different potential designs that respond
to the adjacent contexts.
Designing Streets for Place
Changing Contexts
Property Line
Setback
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