A complete, working street inside a 30-metre right-of-way: buses, cars, motorcycles, bicycles, rickshaws and people on foot each get their own space, with a line of shade trees on both sides. Drag to look around the 3D model, pick a view below, or turn on Today's shopfronts to see how much land each frontage gives up.
Design: Texas Engineering & Surveying, Inc. (TES), 2026 · prepared pro bono for the residents of Birgunj Main Road
Widths in metres. Kerb heights are drawn larger than true scale so they show; trees and light poles are drawn shorter, with their real heights marked. The orange dotted lines mark today's shopfronts. Below the surface: the main storm drain, a continuous soil trench for tree roots that also stores storm water, a lighting duct along the divider, and power and telecom ducts under the walkway.
The general lane and bus lane shift toward the centre over about 14 m, the bus pulls into a bay where the divider used to be, and passengers step onto a raised boarding strip. The opposite direction keeps its normal lanes here; its own stop is further along.
A 1.80 m clear walkway on both sides, kept free of poles, plus the 1.50 m setback in front of the shops. Mid-block crossings are raised tables with a refuge in the middle, so you cross 6.8 m of traffic at a time at footpath level.
A yellow tactile guide line runs along each walkway, with dotted warning tiles at every crossing, side-street entry and bus stop. Short guide lines lead from the walkway to the bike-track crossings and on to the bus boarding point.
Street trees every 8 m in 1.2 × 1.2 m metal grates beside the curb. The soil trench under them is fed by the drain inlets, so it waters the trees and holds back storm water in heavy rain.
A 2.4 m one-way track on each side that runs straight past bus stops and stays level across side streets, where turning vehicles give way. At bus stops it rises onto raised zebras where riders give way to passengers.
The bus pulls into a bay beside the boarding strip; the traffic lanes shift toward the centre into the turn-lane space to make room. You step down onto the raised boarding strip with a tactile edge and guide lines, then cross the bike track at a raised zebra to wait on benches in the shade. Opposing traffic is held back by a raised yellow kerb with posts.
A 30 km/h zone. A 3.3 m general lane each way plus a 3.5 m centre lane for right turns into side streets and shops. At a bus stop both lanes shift toward the centre, and a bus that is not stopping drives past one that is. Keep-left bollards mark each refuge.
Motorcycle parking is placed in side streets, so bikes stay off the walkway and bike track. Licensed vending spots sit in marked gaps between trees. Pick-up, drop-off and morning loading use kerb-side bays built like the bus bays.
Twin-arm poles on the divider every 24 m, placed opposite each other: a 9.5 m arm over the traffic lanes and a 5.5 m arm over the bike track. Decorative 4 m post lamps light the walkway and shop fronts. Use Night view to see the effect.
Traffic signs stand on the divider in short breaks in the planter, with small panels mounted high enough to clear bus mirrors. The walkway and bike track stay free of poles.
The road is rebuilt half its width at a time, so one side stays open and every shop keeps its entrance throughout. The design of the Ghantaghar end, where the street begins, follows as a separate drawing.