Urban Infrastructure & Mobility

Objective of Today’s Lecture

• Today, we move beyond seeing streets as mere lines on a map and infrastructure as
hidden pipes and cables.
• We will learn to see them as deeply integrated, visible and invisible systems that
collectively shape almost every aspect of urban life.
• Urban Form: How do street networks and infrastructure dictate the shape, structure, and
growth pattern of a city?
• Mobility: How do they enable or constrain not just movement, but access to opportunity?
• Sustainability: How can they be designed to manage water, reduce heat, and support
ecology?
• Social Life: How do they create—or destroy—spaces for community, safety, and equity?
• We will unpack the anatomy of a street and the layers of infrastructure, framing
them not as engineering problems alone, but as core instruments of urban design
and planning.
Connection to Your Studio Projects:
• This is the essential toolkit for your site analysis and proposals. Whether you’re working in:
• Akaki’s industrial corridor, where streets clash with environmental systems and factory traffic...
• The dense inner city of Piazza-Merkato, where infrastructure is overloaded and public space is
contested...
• The expanding eastern periphery, where new roads are defining new suburban patterns...
• Or the western Lebu-Jemo axis, planned as a transit-oriented hub...
• you must analyze and re-imagine its streets and infrastructure.
• By the end of this hour, you should start to see every street in your project site as a question:
• Is this just a road, or can it become the backbone of a more livable, sustainable, and
connected neighborhood?
• Let’s begin our journey into the circulatory and nervous systems of the city.
Urban Street and Design
Elements
What is an urban street
• An urban street is a public pathway in a city or town designed for
mobility (pedestrians, vehicles, bikes) and social interaction,
featuring infrastructure like paved surfaces, curbs, sidewalks,
streetlights, and trees, serving as vital public spaces for transit,
commerce, recreation, and cultural expression, unlike rural roads
which are generally simpler and less dense.
What is an urban street
Streets as Public Spaces
• “What makes a street more than just a road?”
• A road is a channel for movement—its function is purely technical: to get vehicles
from point A to point B. But a street?
• A street is where life happens. It’s the stage for commerce, conversation, play,
protest, and procession. It is the public living room of the city.
• Think of Mercato in our own Addis Ababa—it’s not just a route for cars; it’s a bustling
ecosystem of vendors, pedestrians, minibuses, smells, sounds, and social exchange.
• Now think of a new highway on the city’s edge—it moves cars efficiently, but you
wouldn’t stop there to chat with a neighbor. That’s the fundamental difference
we’re exploring today.
Streets as Public Spaces

Mercato High way Road

Street hierarchies
Principal Arterial Street / Boulevard (Godana)
• A major corridor incorporating reserved space for trunk public transport services in the form
of bus rapid transit (BRT) or dedicated bus lanes; dedicated space for cycling; and high-
quality pedestrian space.

Sub-Arterial Street / Avenue (Melesetegna Godana)

• A street with public transport access or priority; dedicated space for cycling; and footpaths.

Collector Street (Sebsabi Menged)

• Street with optional public transport access; dedicated space for cycling or cycle access in a
traffic calmed carriageway; and footpaths.

Local Street (Yewesete Leweset Menged)

• Priority for pedestrians and cyclists, with vehicle access at low speeds.
 Street hierarch and spacings
Classification Spacing (m)

Principal Arterial Street 1,000-1,500

Sub-Arterial Street 250-500
Collector Street 60-100
Local Street 30-50
Functions of a street hierarchically
Addis Ababa city street network plan
Street Typologies: Choosing the Right
"Character"
• Not all streets are, or should be, the same. We categorize them by function, scale, and character to plan
a coherent network:
• Boulevards (e.g., Menelik II Ave): Wide, ceremonial, often tree-lined. Designed for grand vistas, parades,
and as major city connectors. They move large volumes of traffic but can also feature prominent median
sidewalks.
• Main Streets/Commercial High Streets (e.g., parts of Churchill Ave): The bustling heart of a district.
Characterized by mixed-use buildings (shops below, offices/homes above), active ground floors, wide
sidewalks, and slower traffic speeds. Their primary role is to support economic and social exchange.
• Local/Residential Streets (e.g., streets in Bole Sub-City residential areas): Low-speed, quiet. Their design
should prioritize safety and quiet for residents. Tools include traffic calming, and ample greenery. The
goal is to create a "living room" environment.
• Alleys & Laneways (common in Merkato or older neighborhoods): The service and informal layers of the
city. Often narrow, for pedestrians and handcarts only. They provide rear access, host micro-economies,
and offer intimate, unexpected social spaces. They are the capillary system of the urban fabric.
• Understanding typology helps us ask: What do we want this street to be? A conduit, a destination, or a
place to live?
 Street classification
Examples of the different street hierarchies

Principal Arterial Streets Sub Arterial Streets

Collector Local
Street design principles
• Street design elements are the various components of a street
that accommodate or serve specific functions for various users,
including pedestrians, cyclists, public transport riders, and car
users.
• These elements require detailed planning and customisation to fit
the local context.
• Achieving the right balance and placement of these elements can
be challenging, as they all interact with one another.
The Anatomy of a Street: Its Physical Elements
• Think of a street in cross-section, from building facade to building facade.
Every element is a tool for the urban planner and designer:
• The Movement Zone:
• Pavement/Carriageway: For vehicles. Its width, material, and condition signal its
purpose.
• Cycling Lanes: Dedicated, safe space for bicycles—not an afterthought, but a
necessity for sustainable cities.
• Sidewalks/Pedestrian Walkways: The realm of the pedestrian. Their width,
continuity, and surface quality are direct measures of a city’s respect for its
people.
• Crosswalks: The critical interface where pedestrian and vehicle spaces meet.
Their design (zebra stripes, signals, raised platforms) determines safety and
priority.
Street elements The Movement Zone
The Anatomy of a Street: Its Physical Elements
• The Amenity & Identity Zone:
• Street Furniture: Benches, bollards, waste bins. These invite people to
linger and claim the space.
• Lighting: Essential for safety, but also for atmosphere. It determines
whether a street is usable and inviting after dark.
• Planting & Trees: The "soft" infrastructure. Trees provide shade, improve
air quality, reduce urban heat, and beautify. They are non-negotiable for
livability.
• Signage & Wayfinding: Information systems that guide, regulate, and give
character.
• The magic happens in the balance between these zones.
Street elements : The Amenity & Identity Zone
Footpaths
• Good footpaths promote safe and comfortable pedestrian
mobility. Comfort, continuity, and safety are the governing criteria
for the design and construction of pedestrian facilities. For this
reason, the footpaths are divided into three main zones:
• Pedestrian zone: This zone provides continuous space for walking and
should be clear of any obstructions. It should be at least 2 m wide.
• Frontage zone: Provides a buffer between street-side activities and the
pedestrian zone. Next to a compound wall, the frontage zone can become
a plantation strip.
• Furniture zone: This is a space for landscaping, furniture, lights, bus stops,
signs, and private property access ramps.
Footpaths
Pedestrain Crossings Principles
• Good crossings allow pedestrians and cyclists to cross busy streets
safely and conveniently.
• A formal pedestrian crossing should be located wherever there is a
concentrated need for people to cross the street (e.g., at a bus
stop, at an entrance to a shopping mall, or where a path intersects
the street).
• In busy commercial areas, crossings should be spaced at more
frequent intervals.
• At-grade crossings are superior to pedestrian footbridges or
tunnels.
Pedestrain Crossings Design Standards
• Located at pedestrian desire lines.
• Signalised or raised to the level of the footpath to calm traffic.
• Footbridges and subways are to be avoided.
• If a speed hump is used, the hump should be placed 5 m before the
crossing.
• Width of 5 m or equivalent to the adjacent footpath, whichever is larger.
• Where median fences are installed to prevent crossing, informal crossings
in the form of breaks in the fencing should be provided wherever there is
demand.
• Refuge islands to provide spaces for pedestrians to wait before crossing
the next stream of traffic.
Pedestrain Crossings
Cycle tracks Design Standards
• Physically separated from the carriageway as distinguished from painted
cycle lanes, which offer little protection to cyclists.
• A minimum clear width of 2 m for one-way movement, and 3.0 m for two-
way movement.
• Elevated +150 mm above the carriageway.
• Positioned between the footpath and carriageway.
• Provide a buffer of at least 0.5 m between the cycle track and
carriageway.
• Bollards to prevent encroachments by cars.
• A smooth surface material—asphalt or concrete.
Cycle tracks
Bus rapid transit Design Prinicples
• Exclusive corridors for public transport can help increase the
passenger carrying capacity of urban streets.
• Public transport lanes carry a large number of people with lower
cost and time as compared to mixed traffic lanes.
• They also reduce expenditure on fuel, air pollution, and traffic
congestion and more sustainable than wide roads devoted to
personal motor vehicles.
• Bus rapid transit (BRT) can offer high-capacity and high-quality
public transport.
• BRT can anchor transit-oriented development, facilitating
compact, inclusive urban growth.
Bus rapid transit Design Standards
• Exclusive BRT lanes with a width of 3.5 m must be provided in the centre
of the street. The lanes should be separated from mixed traffic through a
physical barrier
• Centrally located BRT stations require a width of 4 m. Larger widths may
be required if demand is high.
• Having the bus-station platform level with the bus floor is one of the most
important ways of reducing boarding and alighting times per passenger.
• Safe pedestrian access should be provided via crosswalks elevated to the
level of the footpath (e.g., +150 mm).
• Stations should be placed at least 40 m from intersection stop lines to
allow sufficient space for bus and mixed traffic queues.
• Two-phase intersections to minimise delays for buses.
• Cycle parking is needed at stations.
Bus rapid transit
Carriageway Design Principles
• Street space should be allocated to the carriageway after
adequate usable space has been reserved for walking,
cycling, trees, public transport (including BRT if the street
falls on the city’s rapid transit network), and street
vending.
• Carriageway width is not determined by available ROW.
• The carriageway should be designed for appropriate
speeds suited to the street’s role in the network.
Carriageway Design Standards
• Width defined by the function of the street rather than the available right-
of-way.
• On major streets, a width of 6.0-6.5 m for two lanes can accommodate
large vehicles such as trucks and buses.
• Carriageways on urban streets should not be wider than three lanes or
9.0-9.75 m per direction. In industrial zones, a 3.5 m lane width is
acceptable.
• Constant width, thereby ensuring the smooth flow of vehicles.
• Design speeds related to the street’s function.
• In the case of narrow, traffic-calmed streets, carriageways are replaced by
shared space where motor vehicles, pedestrians, and cyclists coexist, with
speeds no higher than 10- 15 km/h.
Carriageway
Medians
• Medians can help streamline traffic and ensure safety on higher-speed
streets where there is a risk of collisions involving left-turning traffic.
• Medians also provide waiting space for pedestrians and shorten the distance
of street crossings.
• Medians that extend too far without any opportunities to cross, turn right, or
make a U-turn make the other side inaccessible and unnecessarily increase
the total distance travelled.
• Hence, the provision of breaks in a median at appropriate intervals is
critical.
• In order for the median to function as a safe pedestrian refuge, a minimum
width of 1 m should be provided. A cycle refuge should be 2 m wide.
Medians
Vending
• Street vending provides essential goods and services to a wide range of population groups.
• It also makes public space safer by contributing “eyes on the street,” particularly on streets
lined with compound walls.
• Hence, it is important to provide improved and “formal” street vending areas, especially on
major streets and near public transport nodes.
• Well located street vending reduces trip lengths by allowing people to shop on the way to
other destinations.
• Street vendors should be accommodated where there is demand for their goods and
services—near major intersections, public transport stops, parks, and so on.
• Supporting infrastructure, such as cooperatively managed water taps, electricity points,
trash bins, and public toilets, should be provided.
• Vending areas should be positioned so as to ensure the continuity of cycle tracks and
footpaths.
• The furniture zone of the footpath or a bulbout in the parking lane are ideal locations for
vending.
Beyond Mobility: The Four Dimensions of a
Street
• A street is a multi-dimensional space. Its functions overlap like layers on a map:
• Movement: Yes, this is primary—but for whom? For cars, buses, bicycles, handcarts, or
pedestrians? The priority we give to each mode dictates the street’s character.
• Interaction: This is the social layer. Streets are where people meet, children play, neighbors
gossip, and public life unfolds. The width of a sidewalk, the presence of a bench, the shade of
a tree—these design choices either invite or discourage interaction.
• Economy: Streets are linear marketplaces. From formal shopfronts to informal vendor stalls,
the street is a critical platform for livelihood and commerce.
• Culture: Streets carry memory and identity. They host festivals, protests, and religious
processions.
• When we plan a street, we are not just moving traffic; we are orchestrating urban life.
Beyond Mobility: The Four Dimensions of a
Street
Grounding it in Addis Ababa: A Tale of Two
Streets
• Bole Road (Airport Road): This is primarily an Arterial Road or
Boulevard.
• Its dominant function is movement—efficiently moving high-
speed, high-volume traffic between the airport, the city center, and
eastern suburbs.
• The scale is vast, the sidewalks are often marginal or interrupted,
and crossing it is a challenge.
• While vital for the city's connectivity, as a public space it is largely
inhospitable. It is more "road" than "street."
Grounding it in Addis Ababa: A Tale of Two
Streets

Bole Road
Grounding it in Addis Ababa: A Tale of Two
Streets
• The Streets of Piazza (e.g., around Taitu Hotel): These are historic
main streets evolving under pressure.
• Their original design was for a human scale: mixed-use buildings,
defined edges, relatively narrow carriageways.
• Here, the functions of interaction, economy, and culture dominate.
• This contrast is your studio challenge.
• For some sites, you will be retrofitting streets like those in Piazza to be
more humane and sustainable.
• For others, like the expansion areas, you have the chance to design them
right from the start—to create streets that are public spaces from day one.
Grounding it in Addis Ababa: A Tale of Two
Streets

Piassa Street
Urban Infrastructure System &
Utility Lines
Urban Infrastructure Systems
• What is Urban Infrastructure?
• Think of a city as a living organism. Infrastructure is its circulatory,
nervous, and skeletal systems combined.
• It is the physical and organizational framework that enables a city
to function, grow, and sustain life.
• If the street is the city’s public stage, then infrastructure is
the backstage machinery that makes the performance possible.
• It’s often invisible when it works, and catastrophically visible
when it fails. For planners and architects, understanding this
machinery is non-negotiable.
Urban Infrastructure Systems
Urban Infrastructure Systems
• Key Systems:
• Transportation:
• Roads, transit (BRT, LRT), pedestrian networks
• Transit-Oriented Development (TOD) principles
• Utilities:
• Water supply, sewerage, drainage
• Electricity, telecommunications, waste management
• Social Infrastructure:
• Schools, clinics, markets, public spaces
 Urban Infrastructure Systems

LRT System Utility Lines

Social Infrastructure
The Key Systems: A Layered Approach
A) Transportation Infrastructure: The System of Access
• This defines how people and goods connect to opportunities.
• Roads & Hierarchies: From high-speed arterials (Bole Road) to local collectors and access
streets.
• Mass Transit (BRT, LRT, Railways): The backbone of a sustainable, equitable city. Addis
Ababa’s LRT is a prime example—it’s not just a train line; it’s a city-shaping investment that
densifies development along its corridor.
• Active Mobility Networks: Dedicated, safe, continuous paths for pedestrians and cyclists.
• Transit-Oriented Development (TOD) Principle: This is the planning philosophy that ties it all
together.
• TOD advocates for dense, mixed-use, walkable neighborhoods centered around high-quality
transit stations.
• It’s about putting people and access first, not cars.
The Key Systems: A Layered Approach
The Key Systems: A Layered Approach
B) Utility Infrastructure: The Life Support Systems
• These are the underground or overhead networks that deliver
essential services.
• Water Supply: From reservoirs to taps. The challenge is equity (who has
24/7 access?) and leakage.
• Sewerage & Drainage: Two different systems!
• Sewerage carries wastewater from toilets and sinks to treatment plants.
• Stormwater drainage manages rainfall runoff.
• In many parts of Addis, these are combined or inadequate, leading to pollution and
flooding.
The Key Systems: A Layered Approach
The Key Systems: A Layered Approach
B) Utility Infrastructure: The Life Support Systems
• These are the underground or overhead networks that deliver essential
services.
• Electricity & Telecommunications: The digital and power grid.
• Reliable electricity is fundamental for modern life and economy.
• Telecommunications (fiber optics, cell towers) are the new essential utility for the 21st-century
city.
• Waste Management: The system for collection, transport, and disposal of solid
waste.
• Where are transfer stations located?
• Is there space for recycling?
• How does waste collection traffic affect residential streets?
The Key Systems: A Layered Approach
The Key Systems: A Layered Approach
C) Social Infrastructure: The Framework of Wellbeing
• These are the destinations that the transportation network
connects people to. They are the reason for movement.
• Education & Health: Schools, clinics, hospitals. Their distribution and
quality are the clearest indicators of urban equity.
• Public Spaces & Markets: Parks, plazas, playgrounds, formal and informal
markets. These are the spaces for community, recreation, and economy.
• Civic & Cultural Facilities: Libraries, community centers, places of worship.
They build social cohesion and identity.
The Key Systems: A Layered Approach
Underground utilities
• Streets are the conduits for major services, including electricity, water,
sewage, communication, and gas.
• The physical infrastructure may occur in the form of pipelines, telephone and
fibre optic cables, ducts, and poles.
Design standards
• Underground utilities are ideally placed below the parking area or service
lane, if present, which can be dug up easily without causing major
inconvenience.
• Where this is not possible, underground utilities can be placed at the outer
edge of the right-of-way.
• Utility boxes should be sited in easements just off the right-of-way to reduce
conflicts with pedestrian movement.
• If it is absolutely necessary to locate utilities in the footpath, a space of at
least 2 m should be maintained for the through movement of pedestrians.
Underground
utilities
Storm water
• Adequate and efficient storm water drainage prevents water logging and erosion.
• Deteriorated surfaces may cause crashes and thus imply costs beyond direct maintenance
expenses.
• In flooded areas, pedestrians and cyclists are forced to make their way through
uncomfortable and potentially dangerous terrain hidden under the water’s surface.
Design standards
• The lowest point in the cross section should occur on the carriageway.
• Cycle tracks, footpaths, bus stops, and street vending areas should be at a higher level.
• Catch pits should be located at regular intervals, depending on their size and the catchment
area, and at the lowest point of the street cross section.
• More environmentally approaches such as landscaped swales improve groundwater
recharge, reduce storm water runoff, and improve the overall liveability of a street.
Storm water
Street lighting Design Principles
• Well-designed street lighting enables motor vehicle drivers,
cyclists, and pedestrians to move safely and comfortably by
reducing the risk of traffic crashes and improving personal safety.
• From a traffic safety standpoint, street lighting is especially
important in potential conflict points, such as intersections,
driveways, and public transport stops.
• From a personal security standpoint, street lighting is essential for
mitigating pedestrians’ sense of isolation and reducing the risk of
theft and sexual assault.
Street lighting Design Standards
• The spacing between two light poles should be approximately three times
the height of the light fixture.
• Poles should be no higher than 12 m.
• Especially in residential areas, they should be significantly lower than 12 m to
reduce undesirable illumination of private properties.
• Additional lighting should be provided at conflict points, such as
intersections.
• The placement of street lighting should be coordinated with other street
elements
• The placement of street lighting can be at either side of the street and/or
along the street median, or one-sided at local streets.
• Street lights shall be powered by solar cells and use LED lamps.
• Lamps should offer sufficient lighting for motor vehicles and NMT areas.
Street lighting
Street furniture
• Street furniture provides people places to sit, rest, and interact with
each other.
• Street furniture also includes services-related infrastructure, such as
trash cans, street vending, toilets, and signage.
Design standards
• Furniture and amenities should be located where they are likely to
be used.
• Furniture is required in larger quantities in commercial hubs, market
areas, crossroads, bus stops, BRT stations, and public buildings.
• Most street furniture, especially benches and tables, should be
placed where it receives shade.
Street furniture
Design standards
• Furniture should be located where it does not obstruct through
movement.
• Bulb-outs in parking lanes and street vending islands in shared streets are
great places to install furniture.
• Similarly, a landscaping strip can be broken with street furniture on
hardscaped spaces.
• On streets with large numbers of pedestrians and commercial activity—
especially eateries—trash bins should be provided at regular intervals (i.e.,
every 20 m).
• On a 3 m wide footpath, furniture and amenities should be provided
sparingly and in the tree line to maintain at least 2 m of clear space for
walking.
Street
furniture
Bus stops & terminals
• Well-designed bus stops offer a comfortable, weather-protected waiting area for public transport
passengers while leaving clear space for pedestrian movement behind the shelter.
• The location of bus stops should be determined considering the land use, street network, and existing
passenger behaviour.
• Bus bays may be warranted in some cases where public transport vehicles queue for long periods of time
or on undivided carriageways.
Design standards
• On streets with two or more carriageway lanes per direction, bus stops should be placed adjacent to the
bus’s line of travel.
• On streets with one carriageway lane per direction or at terminal locations, the stop may incorporate a
bus bay provided that there is sufficient clear space for walking behind the shelter.
• The width of the bus bay should be no more than 2.5 m.
• Bus stops require shelters with adequate lighting; protection from sun and rain; customer information;
and clear, paved pedestrian access. Other amenities can include bicycle parking and trash receptacles.
• Bus stops should be provided at intervals of 200-400 m.
• Bus stops may be placed at junctions or mid-block, depending on the route itinerary, transfer
opportunities, and passenger origins and destinations.
Bus stops & terminals
Infrastructure Gaps & Equity: The Core Planning
Question
• Here is the most critical part of your analysis. Infrastructure is never uniformly
distributed. Gaps define urban inequality.
• Ask these questions of your studio site:
• Who is Served?
• Does the piped water network only reach formal housing blocks, leaving informal
settlements dependent on expensive, unsafe vendors?
• Does the BRT line bypass low-income neighborhoods?
• Where are the Gaps?
• Capacity Gaps: The sewer pipe exists but is too small for the current population, leading to
overflows.
• Coverage Gaps: The neighborhood has no public school within a safe walking distance.
• Maintenance Gaps: The streetlights are there but don’t work, making the street unsafe at
night.
Infrastructure Gaps & Equity: The Core Planning
Question
• When you create your Infrastructure & Services Map, don’t just
map what is there. Map:
• The capacity and condition of what is there.
• The gaps and overloads.
• The spatial mismatch between where people live and where services are.
• Understanding these systems in isolation isn't enough. The real art
of urban planning is in integration—weaving the street and its
hidden infrastructures together into a resilient, equitable, and
livable whole. Let’s explore how that's done.
Integrating Streets & Infrastructure in Planning
• The “Complete Street” Concept: Designing streets for all users
(pedestrians, cyclists, transit, vehicles).
• Green Infrastructure: Using natural systems (parks, drainage swales, green
roofs) to manage water, heat, and ecology.
• Resilience & Sustainability: How infrastructure can adapt to climate
change, population growth, and shocks.
• We've now dissected the street as a space and the infrastructure as a
system. But planning happens in the synthesis.
• The true challenge—and art—is to weave them together into a cohesive,
resilient, and human-centered urban fabric.
Integrating Streets & Infrastructure in Planning
The "Complete Street" Concept: Designing for
All Citizens
• This is a fundamental paradigm shift: from designing streets for vehicle throughput
to designing corridors for people.
• The Philosophy: A Complete Street is safe, comfortable, and accessible for everyone,
regardless of age, ability, or mode of transport.
• It actively balances the needs of pedestrians, cyclists, transit riders, and motorists.
• What It Looks Like in Cross-Section: Imagine redesigning a car-dominated road. You
might:
• Widen the sidewalks to allow for café seating and safe pedestrian flow.
• Insert a protected, painted cycle lane between the sidewalk and parked cars.
• Use street trees and planters as a protective buffer between pedestrians and traffic.
• Calm vehicle traffic through lane narrowing, raised crosswalks, and clear pedestrian refuges.
• Prioritize reliable bus stops with shelters and level boarding.
The "Complete Street" Concept: Designing for
All Citizens
Green Infrastructure: Nature as a Planning Tool
• This moves beyond the traditional "gray infrastructure" of concrete pipes and channels.
• Green Infrastructure (GI) uses natural or semi-natural systems to provide ecological, water,
and climate services.
• It’s Multifunctional: A single GI element solves multiple problems.
• Bioswales & Rain Gardens: Vegetated ditches that absorb and filter stormwater runoff from streets and
parking lots, reducing flood risk and polluting our rivers (like the Akaki). They replace or supplement
concrete drains.
• Permeable Pavements: Surfaces that allow water to seep through, recharging groundwater and reducing
runoff.
• Urban Tree Canopy & Green Corridors: Strategically planted trees and connected green spaces that cool
the air (combatting the Urban Heat Island effect), improve air quality, and provide habitat and recreation.
• Green Roofs & Walls: Building-integrated greenery that insulates buildings, manages rainwater, and
restores ecological connectivity.
Green Infrastructure: Nature as a Planning Tool
Resilience & Sustainability: Building for an
Uncertain Future
• Our infrastructure must be designed for the challenges of the 21st
century: climate change, rapid urbanization, and economic shifts.
• Resilience is about adaptive capacity. Can the system absorb a
shock (like a major flood) and still function?
• Sustainability is about long-term balance. Does the system use
resources wisely and equitably without compromising future
generations?
Resilience & Sustainability: Building for an
Uncertain Future
Studio Connection: From Concepts to Your Site
Analysis
• 1. How does EXISTING infrastructure shape your site’s growth (or
decline)?
• "Does the path of the LRT or a major sewer line act as a hidden force
directing where formal development happens, while leaving other areas
underserved?"
• "Does the lack of a secondary road network in the Western Periphery force
all traffic onto a few congested arteries, limiting growth?"
Studio Connection: From Concepts to Your Site
Analysis
• 2. Where can GREEN STREETS and infrastructure radically improve
ecology and livability?
• "Could the Inner City's flooding and heat issues be mitigated by a network
of green streets, pocket parks, and courtyard retrofits that manage water
and provide shade?"
• "Can we propose a green corridor along a degraded stream in Akaki that
cleans water, provides recreational space, and defines new development
edges?"
Studio Connection: From Concepts to Your Site
Analysis
• 3. How can MOBILITY be linked to LAND USE to create a more
efficient and lively place?
• This is the core of Transit-Oriented Development (TOD) and the 15-
Minute Neighborhood concept.
• "Around the new Lebu railway terminal, can we propose a mixed-use,
walkable district where people can live, work, and access services within a
short walk or cycle, minimizing car dependency?"
• "In the Eastern Expansion, can we cluster social infrastructure (schools,
clinics, markets) at key intersections along bus routes, ensuring they are
accessible to the maximum number of residents?"
Summary & Key Takeaways
Key Takeaways: The Three Pillars of Thought
• Streets are Multidimensional Public Spaces.
• Never again see a street as just a traffic channel.
• See it as a contested and configurable space for mobility, economy,
society, and ecology.
• Your design decisions—sidewalk width, tree placement, crossing priority—
will either reinforce its role as a barren conduit or cultivate it as a vibrant
public room.
• In Addis Ababa, the tension between the Piazza's social vitality and Bole
Road's traffic efficiency is the perfect case study of this
multidimensionality.
Key Takeaways: The Three Pillars of Thought
• Infrastructure is Layered and Must Be Integrated.
• You are now equipped to see the city in layers: the movement layer, the
utility grid, the social fabric.
• The critical insight is that these layers are not independent.
• A new housing development (social layer) will fail if the water and
transport layers aren't provisioned.
• Your role is to be the integrator—to ensure that the placement of a school
(social infrastructure) is supported by safe walking routes (transport
infrastructure) and adequate drainage (utility infrastructure).
• The "gaps" you map are where these layers have been planned in isolation.
Key Takeaways: The Three Pillars of Thought
• Planning Requires Balancing Technical, Social, and Environmental
Needs.
• This is the essence of the planner's dilemma.
• The most technically efficient sewer line might be the most socially
disruptive to install.
• The widest, fastest road is environmentally damaging. Your analysis and
proposals must navigate this triad.
• The sustainable answer always lies in the balance.