effects of the southern bypass on local traffic...
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EFFECTS OF THE SOUTHERN BYPASS ON LOCAL TRAFFIC
FLOW IN KIKUYU TOWN.
MWAURA.K. OWEN
B65/3872/2012
A PLANNING RESEARCH PROJECT SUBMITTED IN
PARTIAL FULFILLMENT FOR THE REQUIREMENTS OF
THE DEGREE OF BACHELOR OF ARTS IN URBAN AND
REGIONAL PLANNING.
UNIVERSITY OF NAIROBI
DEPARTMENT OF URBAN AND REGIONAL PLANNING
DECEMBER, 2015.
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DECLARATION
This research project is my original work and has not been presented for a degree in any other
University.
Name: MWAURA OWEN KARANJA Admission No. B65/3872/82012.
Date…………………….………. Signature: …………….………
(Candidate)
This research project has been submitted for examination with my approval as University
Coordinator/supervisor:
Name: DR. OBIERO Date: …………………
Signature: ................................
(Supervisor)
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DEDICATION
I dedicate this research project to kikuyu sub county, my loving dad clement, my mum and two
sisters for their support and bearing with me during the research process.
I will always be thankful for their support.
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ACKNOWLEDGEMENTS
The successful completion of this research project has taken the input of many, to whom I am
eternally grateful. First and foremost, I would like to acknowledge God Almighty, for awarding
me the strength, perseverance and above all, the tenacity throughout this research period.
I would like to extend my sincere gratitude to my supervisor, Dr. S.V Obiero for the valuable
advice, guidance, patience and support he has given me in the writing of this research from the
preliminary stages of building a logical flow to the final completion of the research project.
I would also like to appreciate the input of other lecturers: Mr. Z. Maleche, Mr. E.O Mairura and
the research coordinator Dr. R. Opiyo; whose wonderful insights in building of my methodology
and sampling.
To all my colleagues of the Department of Urban and Regional Planning (DURP) class of 2016, I
appreciate your input through the research project critics.
To Sub county office of kikuyu, county Planning Department; ITEC engineers, Timcon associate
staff for their input into this research development stage and analysis of traffic data.
Lastly, am grateful to all my wonderful family members and friends for their unfailing support and
encouragement during my entire schooling period. This academic journey has been an uphill
task but your encouragement has seen me this far. I shall forever be indebted to you all for your
kind assistance.
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ABSTRACT
Planning of bypasses particularly the highway system and integrating it with the local traffic plans
helps relieve congestion in both big cities and local communities. By rerouting traffic around the
main streets of small towns, highway bypasses can provide a number of direct transportation
benefits, such as diverting unwanted traffic, increasing roadway safety, reducing travel delays, and
improving local access for people and goods. While these traffic impacts are well-understood,
bypasses also have the potential to impact local economies. Understanding the potential economic
impacts is particularly important since local stakeholders often raise economic considerations to
support or oppose proposed bypasses.
This research investigated the effect of the Nairobi southern bypass on kikuyu town looking into
issues around local traffic generation, safety and the local business community. The report
provides literature review and empirical findings and policy analysis related to road and transport
development. The report draws the scenario of the southern bypass effect in kikuyu town by using
before and after methodology of assessing the effect. Some of the aspects that were looked into
include the origin destination of the difference users of the transport facilities, the traffic flow
patterns in the town before and after and the changes that the bypass has caused in kikuyu town
with reference to the different land uses.
The southern bypass has had its pro and cons in kikuyu town. The following are the major findings
from the research. The positive effect of the bypass is that it has made the town more accessible
by major arterial from Mombasa road and Nairobi Naivasha Highway. This has come along with
it economic growth and development of kikuyu town. On the other hand, the urbanization rate of
kikuyu town has increased. This has led to more traffic generation in the environs and inside
kikuyu. These volumes are too high on peak hours and they cause a lot of traffic delays and the
main entrance points into kikuyu town.
Another changes that has caused negative impact on the town is the change in the location of the
bus terminus. This has increased the travel distances to access various places in the town for both
the motor vehicle operators and pedestrians. This has caused risky behaviors among pedestrians
of crossing the bypass on the wrong points despite the firm warnings. At the same time the
capacity and the location of the current terminus is not adequate so some of the buses and the
Matatus end up queuing on the carriage way i.e. post office road causing delay on the other users
of the road.
The main recommendation was integration of the national plans to the local ones, recovering of
the encroached road reserves in kikuyu town, designing a higher capacity terminus with bigger
parking facilities, establishing an additional bus terminus on the lower side of kikuyu and to
upgrade the railway line station to increase the modal share. The most preferred scenario was to
have an additional terminus with well-designed boarding and alighting bays and parking lots on
the lower side of kikuyu town.
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TABLE OF CONTENT DECLARATION ............................................................................................................................. i
DEDICATION ................................................................................................................................ ii
ACKNOWLEDGEMENTS ........................................................................................................... iii
ABSTRACT ................................................................................................................................... iv
CHAPTER ONE ............................................................................................................................. 1
INTRODUCTION .......................................................................................................................... 1
1.1 Overview ............................................................................................................................... 1
1.2 Problem Statement ................................................................................................................ 2
1.3 Purpose of the study .............................................................................................................. 4
1.4 Research questions ................................................................................................................ 4
1.5 Research objectives ............................................................................................................... 4
1.6 Assumptions .......................................................................................................................... 4
1.7 Justification of the study ....................................................................................................... 5
1.8 Scope of the study ................................................................................................................. 6
1.9 Organization of the study. ..................................................................................................... 6
Study methodology ..................................................................................................................... 7
1.10 Overview ............................................................................................................................. 7
1.10 Research design ................................................................................................................... 7
1.10.1 Target population .......................................................................................................... 8
1.10.2 Data needs and requirements. ....................................................................................... 8
1.10.3 Methods of Data collection......................................................................................... 10
1.10.4 Data collection process ............................................................................................... 11
1.10.5 Methods of data analysis ............................................................................................ 12
1.10.5.1 Structure Analysis .................................................................................................... 13
CHAPTER TWO .......................................................................................................................... 15
LITERATURE REVIEW ............................................................................................................. 15
2.0 Overview ............................................................................................................................. 15
2.1 Definition of concepts ......................................................................................................... 15
2.2Transport development planning. ......................................................................................... 15
2.2.1Designing for Movement in New Developments .......................................................... 17
2.2.2Transport assessment ..................................................................................................... 17
2.3 Highways and bypasses ....................................................................................................... 19
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2.3.1 Reasons for bypasses .................................................................................................... 20
2.3.2 General impacts of highway bypasses .......................................................................... 20
2.4 Land use, land values and transport interaction .................................................................. 20
2.4.1 Land use development and impact on traffic ................................................................ 22
2.5 Parking ................................................................................................................................ 23
2.5.1 Off-site parking............................................................................................................. 23
2.5.2 On-Street Parking ......................................................................................................... 24
2.6 Traffic(congestion) .............................................................................................................. 24
2.6.1 Development impact on traffic ..................................................................................... 25
2.7 Safety ................................................................................................................................... 26
2.8 Theories, models and methodologies of impact assessment ............................................... 27
2.8.1 Theories ........................................................................................................................ 27
2.8.2 Methodologies used in analysis .................................................................................... 27
2.8.3 Transport Oriented Development ................................................................................. 28
2.9 Policy, legal and institutional framework ........................................................................... 29
2.9.1Policy framework .......................................................................................................... 29
2.9.2 Legal framework........................................................................................................... 30
2.9.3 Institutional framework ................................................................................................ 32
2.10 Case studies ....................................................................................................................... 33
2.10.1 Bypasses around Kokomo and Lebanon in central Indiana. ...................................... 33
2.10.2 Efforts done and strategies involved .......................................................................... 34
2.10.3 Stakeholders................................................................................................................ 35
2.10.4 Findings and lessons of the case study ....................................................................... 35
2.11 Conceptual framework ...................................................................................................... 36
CHAPTER THREE: ..................................................................................................................... 38
BACKGROUND OF THE STUDY AREA. ................................................................................ 38
3.1 Overview ............................................................................................................................. 38
3.2 Physical location ................................................................................................................. 38
3.2.1 National context ............................................................................................................ 38
3.2.2 County context .............................................................................................................. 39
3.3 Historical growth ................................................................................................................. 39
3.3.1 Kikuyu town ................................................................................................................. 39
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3.3.2 Southern bypass ............................................................................................................ 40
3.4 Physiographic characteristics .............................................................................................. 40
3.4.1 Geology and soils ......................................................................................................... 40
3.4.2 Hydrology and drainage ............................................................................................... 40
3.4.3 Climatic conditions ....................................................................................................... 40
3.4.4 Vegetation ..................................................................................................................... 40
3.4.5 Temperature .................................................................................................................. 40
3.5 Population and Demographic characteristics ...................................................................... 40
3.6 Transport system ................................................................................................................. 41
3.6 Communication ................................................................................................................... 43
3.6.1Telephone and Mobile Phone Networks ....................................................................... 43
3.6.2 Television and radio transmission stations ................................................................... 43
3.6.3 Print media .................................................................................................................... 43
3.6.4 Internet .......................................................................................................................... 43
3.6.5Postal service ................................................................................................................. 43
3.7 Energy ................................................................................................................................. 44
3.7.1Energy consumption ...................................................................................................... 44
3.7.2Energy Supply ............................................................................................................... 44
3.8 Land values and land uses ................................................................................................... 44
3.8.1 Land values ................................................................................................................... 44
3.8.2 Land uses ...................................................................................................................... 44
3.9 Emerging issues................................................................................................................... 47
3.9.1Uncontrolled development ............................................................................................ 47
3.9.2Encroachment of agricultural land ................................................................................ 47
3.9.3Rapid population growth ............................................................................................... 48
CHAPTER FOUR ......................................................................................................................... 50
STUDY FINDINGS...................................................................................................................... 50
4.1Overview .............................................................................................................................. 50
4.2Respondents characteristics .................................................................................................. 50
4.2.1Age characteristic .......................................................................................................... 50
4.2.2Sex ratio ......................................................................................................................... 50
4.2.3Educational levels .......................................................................................................... 51
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4.2.4 Levels of Income .......................................................................................................... 51
4.3 Business types ..................................................................................................................... 52
4.4 Land tenure .......................................................................................................................... 52
4.5Major Changes over time ..................................................................................................... 53
4.6Traffic flow condition in kikuyu town. ................................................................................ 54
4.6.1 Traffic generation areas. ............................................................................................... 54
4.6.2 Before and after the bypass .......................................................................................... 55
4.6.3Causes of traffic delays in kikuyu town ........................................................................ 57
4.6.4Journey times and speeds in kikuyu town ..................................................................... 57
4.6.5 Speeds using floating car .............................................................................................. 58
4.6.6 Traffic volumes of different roads ................................................................................ 61
4.6.7 Modal split in Kikuyu town .......................................................................................... 64
4.6.8 ADT in and out of kikuyu town ................................................................................... 64
4.7Accidents before and after the bypass .................................................................................. 66
4.8Community perception on traffic safety ............................................................................... 66
4.9 Impact on retail businesses .................................................................................................. 66
4.10 Emerging issues................................................................................................................. 69
CHAPTER FIVE .......................................................................................................................... 70
PLANNING IMPLICATION ....................................................................................................... 70
5.1 overview .............................................................................................................................. 70
5.2 The major problems identified. ........................................................................................... 70
5.3 Causes and effect of the problem issues .............................................................................. 72
5.4 The planning implication of the problem issues. ................................................................ 74
5.5 Proposed alternatives Development scenarios .................................................................... 75
5.6 Planning policy Recommendations. .................................................................................... 77
5.7 Recommendation on the issues. .......................................................................................... 78
5.8 The short and medium term Action programmes for the recommendations ....................... 79
CHAPTER SIX ............................................................................................................................. 80
SUMMARY AND CONCLUSION ............................................................................................. 80
6.1 Overview ............................................................................................................................. 80
6.2 Emerging planning issues .................................................................................................... 80
6.3 Benefits of the research ....................................................................................................... 80
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6.4 Response to the Study objectives ........................................................................................ 81
6.5 Development scenarios ....................................................................................................... 81
6.6 Conclusion ........................................................................................................................... 81
6.6 Areas for Further Research ................................................................................................. 82
REFERENCES ............................................................................................................................. 83
APPENDICES ........................................................................................................................... 87
LIST OF TABLE
Table 1: Data Need Matrix ........................................................................................................... 14
Table 2:Energy Consumption ....................................................................................................... 44
Table 3: Planning Implication ....................................................................................................... 74
LIST OF PLATES
Plate: 1 Residential Units A round the Bypass ............................................................................. 45
Plate: 2 Transport Land Use ......................................................................................................... 45
Plate: 3 Oil Refinery ..................................................................................................................... 46
Plate: 4 Land Use map .................................................................................................................. 46
Plate: 5 Uncontrolled Development .............................................................................................. 47
Plate: 6 Encroachment of A agricultural land ............................................................................... 47
Plate: 7 Population Growth ........................................................................................................... 48
Plate: 8 Residential Developments ............................................................................................... 48
Plate: 9 Road Safety behaviors ..................................................................................................... 49
Plate: 10 Road safety .................................................................................................................... 66
Plate: 11 Both sides of Kikuyu ..................................................................................................... 67
Plate: 12 Market area .................................................................................................................... 67
Plate: 13 Problem map for kikuyu ................................................................................................ 68
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LIST OF FIGURES
Figure 1: Transport Assessment .................................................................................................... 18
Figure 2:Land use Integration ....................................................................................................... 22
Figure 3:land uses along US-52 corridor from 1939,1952 and 1964 (McNeil) ............................ 34
Figure 4:Conceptual diagram ........................................................................................................ 37
Figure 5: Age Cohorts ................................................................................................................... 50
Figure 6: Gender ........................................................................................................................... 51
Figure 7: Education Level ............................................................................................................. 51
Figure 8: Income Levels ............................................................................................................... 52
Figure 9: Business Types .............................................................................................................. 52
Figure 10: Land Tenure ................................................................................................................ 53
Figure 11: Property Acquisition.................................................................................................... 53
Figure 12:Change over the Years ................................................................................................. 54
Figure 13: Traffic flow before the Bypass .................................................................................... 55
Figure 14:Traffic Flow after the Bypass ....................................................................................... 56
Figure 15: Mode that lead to traffic congestion ............................................................................ 57
Figure 16: Time taken for Trips .................................................................................................... 58
Figure 17: Control points .............................................................................................................. 58
Figure 18: Floating Car data ......................................................................................................... 59
Figure 19: Dagoretti kikuyu Time plot ......................................................................................... 60
Figure 20: Kikuyu Dagoretti ......................................................................................................... 61
Figure 21: Modal Split .................................................................................................................. 64
Figure 22: Data Collection points ................................................................................................. 65
Figure 23: Cause Effect ................................................................................................................ 73
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ACRONYMS
Central Business Districts (CBDs)
PCEA- Presbyterian Church of East Africa
KeNHA- Kenya National Highway Authority
KURA- Kenya Urban Roads Authority
AASHTO- American Association of State Highway and Transportation Officials
Influencing Travel Behavior (ITB)
High Occupancy Vehicle (HOV)
Intelligent Transport Systems (ITS
NCHRP -National Cooperative Highway Research Program.
Quasi-experimental control group (QECG)
transit-oriented development (TOD
environmental management authority (NEMA)
Hoosier Heartland Industrial Corridor (HHIC)
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CHAPTER ONE
INTRODUCTION
1.1 Overview
Development and maintenance of physical infrastructure are key to rapid economic growth and
poverty reduction. Production costs, employment creation, access to markets, and investment
depend on the quality of infrastructure, especially transport. Road transport is the most widely used
means of transportation in Africa. The fragmentary nature of the railway system and the limitations
imposed on the scope of inland water transport by geographical factors mean that transport of
people and freight by rail and inland waterways has to be supplemented, usually by road transport
over both long and short distances. Public’s travel demands have increased leading to complexity
in the provision of extra capacity to handle and control the situation effectively. The condition has
amplified road congestion, thus condensing urban mobility to critical points in many cities in the
world (Robert A.F).
In order to reduce these issues that have arose in the urban mobility inside the cities bypasses that
have been constructed around major cities. A bypass is a road or highway that avoids or "bypasses"
a built-up area, town, or village, to let through traffic flow without interference from local traffic,
to reduce congestion in the built-up area and to improve road safety. As congestion increases on
the regional road, the highway and the regional road need to be separated. Highway bypasses
therefore move traffic around Central Business Districts (CBDs) of cities, towns and communities.
Road networks have not kept pace with growth in demand: kilometer lengths are limited and
construction standards are often low. And few cities have been able to keep pace with road network
needs. Although the construction of regional road networks on a sub-regional basis is crucial for
economic cooperation and integration, a real regional African road system does not exist as yet,
and a large number of national road networks are not coordinated effectively.
Bypass roads are highways constructed for the purpose of deflecting traffic from certain areas,
often from the centres of cities and towns. The principal reasons for their construction are the
removal of through-traffic from the regional roads to improve the flow of traffic, shortening travel
times, and reducing traffic accidents.
As Handy et al (2001, 2002) argued, the effects of bypasses on small towns are both positive and
negative. The benefits include reduction in traffic and subsequent reduction in external costs, and
development along the relief route. However, the authors noted that there may be negative impacts
on businesses along the old route that were dependent on through traffic.
Typically, bypasses comprise a portion of a major highway corridor. The construction and
opening of a bypass thus constitutes a substantial change to a region’s transportation system. A
has substantial potential impacts on affected communities, such as changes in travel patterns,
opening up new land for economic development, and the diversion of heavy truck traffic from
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congested city streets. Identifying these impacts and determining the extent to which these
impacts are due to the presence of a bypass has posed a challenge to decision makers and
researchers.
Moreover, bypass roads also have economic consequences. On one hand, they reduce noise and
pollution emissions along the bypassed route. The lower level of traffic can improve the local
qualities of the bypassed communities, such as the pedestrian comfort. On the other hand, highway
passes often raise severe fears among local businesses along the bypassed route, who worry that
their business revenues and the value of their properties will decline with the of passing through
traffic. The rerouting of principal arterials around an affected city’s central business district has
raised concerns among community members, public officials, and state agencies regarding the
long-term effects on the community’s economy.
Kenya has embarked on major projects of constructing bypasses round the Nairobi city. The
development of the improved road infrastructure would relieve the traffic congestion and pressure
that Nairobi city faces. The proposed Nairobi Bypasses are currently under construction by the
Kenyan government and financed by Chinese Government. The development has taken a good
direction for the past couple of years and they have contributed to positive change with specific
reference to traffic circulation inside the city. At the same time, they have had impacts on the
growth and the traffic organization of the other towns in which they pass through because they are
not consistent with the local transport plans and the different land uses that are around the small
towns that they pass through. The road network is not properly integrated to accommodate the
development that is brought by the bypass road in the rapidly developing towns on the outskirts of
the city in which they bypass.
The case of the southern bypass road and kikuyu represents a typical situation where the functional
operation and the traffic flow in town has experienced significant change and impacts.
1.2 Problem Statement
This study is informed by various experiences on how highway development and use affects the
local traffic flow patterns especially when it is not consistent with the local transport plans. Kikuyu
town is one of the fastest growing towns in Kiambu County. It is around 20 minutes from Nairobi
via a number of routes, including the dual carriage way and in addition to that it has a railway
station on the Mombasa Malaba railway line.
The construction of the southern bypass has come with a number of challenges which are very
evident at the first glance of kikuyu town. One of the biggest planning implications of the southern
bypass is the fact that it cuts right across Kikuyu town. The bypass has split the town into two
creating a dead space in between the two sides that can only be used by passing through traffic on
the bypass. Borrowing from the definition and the role of a bypass, the phenomenon in kikuyu
town does not satisfy fully the role. Vehicles on one side cannot access easily the service on the
other side like the fueling services provided on the other side like three fueling stations and other
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essential services offered in a fueling station. This limits this services to on station inside the town
which is not adequate for the vehicles inside the town.
Moreover, this phenomenon has reduced accessibility in the two sides created by the bypass. The
only legitimate way to accesses services and to do economic activities on the other side of the
bypass is the use of a foot bridge for the pedestrians that overpasses the bypass at the point where
the main crossing point was previously. This has tremendously increased the walking distance to
access the activities on either sides of the bypass. Due to this split there has been challenges of
operating activities on either side of the town. In some cases, people ignore the foot bridge and
cross right across the bypass which has serious safety implication since the speed of vehicles on
the bypass is high.
Secondly, the construction of the bypass has caused the rearrangement of the town land uses. One
of the major cases that has caused a change in the spatial arrangement of the Kikuyu town is the
relocation of the Kikuyu matatu terminus. The previous location of the terminus was on the road
reserve for the bypass. This terminus automatically had to be relocated when the bypass
construction came to that point. This location was favorable especially because of the economic
activities which were taking place on both sides of the road that was present before the bypass.
Moreover, the location of the terminus provided easy accessibility of services on both sides of
kikuyu town. The new terminus also has its own challenges because the capacity was not enough
and still caused traffic problem on the entry and exit into the terminus during peak hours.
The current location of the terminus has caused a lot of change in the traffic flow patterns and the
same problem which was on the previous terminus was replicated into the new terminus and even
made worse since the capacity of the terminus is still low. Only the design of the terminus changed.
With this relocation traffic flow patterns also changed and an approximately 9 meters slip road
was constructed on the northwest of the bypass to serve as the main entrance into Kikuyu town.
The same slip road serves as the feeder for the traffic coming into the terminus and out of the
terminus. This has caused a lot of traffic snarl-ups during peak hours. The amount of traffic at this
specific point is a lot as the road serves all the vehicles exiting from the bypass, all the vehicles
coming from the Naivasha Nairobi highway into Kikuyu and all the Matatus coming from the
Dagoretti side using the Kikuyu road. This traffic is a lot and the travel time for it has increased
especially the traffic using the kikuyu road coming into the terminus which has to go round close
to Gitaru the through the overpass into the slip road.
Various attempts have been made to control the conflict created at the entrance and exit of the
terminus. One of them is the use of traffic police who control the Matatus as they compete to get
into the terminus and the capacity is not enough to hold all of them at once. One of the most recent
attempts to ease traffic on the slip road is the construction of a junction inside the town direct into
the southern bypass so that some of the traffic can avoid using the slip road it exits the town. This
attempt has its own planning implication on safety issue on the bypass. The junction might increase
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the vulnerability to accidents since the speed on the bypass is high. Pedestrians may also be
tempted to use the junction to cross the bypass in order to access the other side.
The terminus serves approximately 10 destinations at any time of the day, and the capacity is not
enough to hold boarding and alighting points for all this destination. It has created a lot of
congestion as the passengers also move in and into the bus terminus. The minibuses and the
Matatus are always packed around the terminus as they await their shift to carry passengers.
Another challenge created by the location of the new terminus is the walking distance from the
terminus into the town and also access to services on the other side of the bypass. The location is
quite far almost at the end of the town, so people going to work have to walk more than 15 minute
from the terminus to the foot bridge to enable them reach the other side of the bypass.
1.3 Purpose of the study
This being the case, the purpose of this study is to investigate the problems that the southern bypass
has caused to the Kikuyu town in all aspects and analyze the factors contributing to the congestion
on the local traffic with a view to propose appropriate planning interventions on the problems.
1.4 Research questions
The study seeks to answer the following questions:
a) What changes have occurred in Kikuyu town following the construction of the southern
Bypass road?
b) What are the traffic flow problems and conditions in kikuyu Town?
c) What are the appropriate traffic flow and land use strategies to improve the traffic flow
situation?
1.5 Research objectives
The objectives of the study were:
a) To establish the changes that have occurred in Kikuyu town following the construction of
the southern Bypass road.
b) To examine the traffic flow problems and conditions in Kikuyu Town.
c) To propose integrated traffic flow and land use strategies to mitigate the negative effects.
1.6 Assumptions
In carrying out this research the main assumption is:
a) Kikuyu town will continue to grow in all dimensions in response to the southern bypass.
b) Urbanization trends of kikuyu town will cause a high influx on vehicular and pedestrian
traffic thus causing congestion in future.
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1.7 Justification of the study
The study is justified on various grounds. First the town is known to be a transport hub due to the
existence of a train station inside it. Kikuyu town has demonstrated a lot of potential on growth
especially on the transport sector due to its strategic location.
One of the main justification for the study is the fact that there are inconsistencies between the
plans for the national and the regional transport system and the local plans. Its importance is that
the past National policies in Kenya have missed out on the aspect of integrating urban transport
systems with the local transport plan for small towns, Kikuyu being one of the most affected. This
was actually the main entry point of this study. It was geared towards offering a comprehensive
analysis of the effects of the bypasses on local community’s land use and the harmony that should
be established to ensure that a town is not economically paralyzed by a development and then
examine possible relevant land use planning strategies to reduce traffic volumes.
The recent development of the bypass has raised the popularity of the town and it is growing fast
in terms of the vehicle volumes since it’s strategically located near the junction of Nairobi
Naivasha highway and the southern bypass. This is a strategic location where the bypass joins
again the national trunk system road can offer resort and rest areas for the users of the bypass
especially the truck drivers and also the ones on the Nairobi Naivasha Highway. Kikuyu is also
strategically located near recreational facilities like the sigona golf club, the wida highway motel,
Kari holidays, kikuyu grand resort and the PCEA Lay training centre. These facilities have a direct
impact on the town since its closest and to access some of the facilities the vehicles have to pass
through kikuyu town. This also contributes to the increased vehicle volumes and in
Secondly, kikuyu town is an administrative centre and the wider population of the kikuyu
constituency come to seek administrative services from the centre. It hosts a magistrate court,
police station, sub county commissioner, constituency office, ministerial departments like health,
agriculture, immigration and registration of person’s offices. Due to this role that the town plays
in the region there is an expected rise in the numbers of the public transport users as people seeks
this services.
Furthermore, the new developments taking place in kikuyu area on housing will cause an increases
demand on the public transport. Initially kikuyu was an agricultural area zoned for such activities
so the expected dwelling system was the single family but it’s slowly shifting to multifamily
dwellings and this will in turn put pressure of the transport infrastructure which in the current
provision is not adequate.
Thirdly, from the history of kikuyu it has always been and educational centre. It has the biggest
concentration of education facilities around it and students come to the town to do shopping and
seek other services. Some of the education facilities include the University of Nairobi campus,
Presbyterian University of East Africa, alliance Boys and girls, kikuyu township and other learning
institutions and colleges inside the town.
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The town also serves as an industrial centre at the steel rolling grounds where there are metallic
industries. All this industry need a good base of the transport infrastructure in order to ensure
accessibility and sustainable movement in the town.
1.8 Scope of the study
The study will be focused on the southern bypass route at the point where it enters kikuyu town to
the point where it makes the interchange to serve the local streets and slip roads. The research is
limited to the quantitative assessment of the perceived impacts of the bypass on the traffic
circulation around the kikuyu new bus terminus. This stretch was fit to adequately demonstrate
the traffic conditions on the slip road the kikuyu road and the bypass itself and possible causes of
traffic jams including numerous road intersections, commercial and residential developments
adjacent to the all the roads road and pedestrians crossing among others.
The information required for this study encompassed theories and concepts on transportation and
traffic flow dynamics in the global, regional and local scenes, and the spatial arrangement of
different activities at the local level, the background of the study area, as well as planning standards
and policy and legal guidelines on transportation.
The subjects for this study included the Department of City Engineering (Kiambu county), KNHA
and KURA (Ministry of Transport), Matatu Owners Association, passengers, and the operator
(Conductors and Drivers).
1.9 Organization of the study.
Chapter 1: Introduction
This section included a general overview of concepts revolving around the study topic, problem
statement, study purpose, study assumptions, research questions, and research objectives,
justification of the study, scope and organization of the study as well as research methodology.
Chapter 2: Literature Review
This section comprised of a review of theories and concepts related to the topic of study and also
an examination of findings of past related studies. It will also capture the case studies of the best
practices of bypasses in the world. Also of concern under this section were policy, institutional
and legal frameworks as well as planning standards related to transportation in Kenya. A
conceptual framework will be developed to help study the kikuyu town.
Chapter 3: Background of the Study Area
This included physical location of the study area both in the regional and local contexts and
physical characteristics of the area, history, planning and development of the area, population
characteristics therein and transport system and how the problem has developed in the study area.
Chapter 4: Study Findings
This section articulated the results of the study, which had to be organized in accordance with the
study objectives. The findings will be in accordance to my objectives and will be giving answers
to the effect of the southern bypass on local traffic movement in kikuyu.
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Chapter 5: Planning implications Recommendations
This was a very important chapter of the study because it was at this point that the researcher
critically analyzed the emerging issues from chapters one to four, in order to translate them into
planning implications that fell within the context of urban and regional planning. The emerging
issues were specifically analyzed with respect to the main issues, their root causes and their effects.
It was at such a level that the researcher was able to propose land use planning recommendations
to the problem in this study as well as the examination of the possible alternatives options to the
solution to the problems identified and recommendation of the appropriate actions.
Chapter 6: Conclusions and summary
This was in response to the three objective of this study i.e. ‘to propose general and land use
planning oriented solutions to the traffic flow problems and the effects of the southern bypass
included a summarized version of the study findings and the proposals that were found appropriate
to respond to the identified problems. It also gives final conclusions and suggestions for research.
Study limitations
The research was faced by the following limitation:
Difficulty in acquiring recent data about traffic from the responsible authorities.
Unavailability of the key informants.
Interviewing business people was hectic since they thought we were the authorities trying
to establish legality of their operations.
Study methodology
1.10 Overview
This section describes, in detail, the types of data that will be sought, sources of such data, the
subjects targeted for the study, methods of data collection and data analysis. All these had to be
informed by the research objectives. It is the guideline for solving a problem with specific
components such as tasks, methods, phases, techniques and tools. The data that will be collected
is quantitative, qualitative or spatial. Methodologies encompass procedures followed, analyzed
and interpretation of the data gathered. It sets the framework through which relevant data will be
collected and analyzed to achieve the set research objectives and goals as per the requirements of
the study. It discusses the research design, the nature and sources of data and data collection, the
analysis and presentation. A summary of the research methodology will be presented through the
use of a comprehensive data needs matrix.
1.10 Research design
The research design in the assessment of the bypass impact in kikuyu town will be a descriptive
one. The study will try to describe the existing state of affairs in kikuyu town. In descriptive
studies there is a restriction to the fact of the findings of the study and often formulation of the
important principles of knowledge in consideration of the solution to the problems (Kerlinger,
1969). The research will use both primary and secondary data. The diagram below shows research
design.
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Research Design: Author 2015
1.10.1 Target population
The research targeting the following groups of people as the respondents for the questionnaire;
1. Matatu operator’s pedestrians,
2. Travelers.
3. Public transport Sacco’s.
4. Other Motorists.
5. Traders along the bypass.
Key stakeholder’s wills be the kikuyu town planner, and the transport engineer for kikuyu, Traffic
police.
1.10.2 Data needs and requirements.
The data needs for the research fell under the two main categories the secondary data and the
primary data. Each objective and question will be addressed as follows:
Data on traffic flow condition of kikuyu
OBJECTIVE 1: To establish the changes that have occurred in Kikuyu town following the
construction of the southern Bypass road.
Data requirements
The information that needed in order to achieve this objective encompassed: the design of the
bypass and its interaction with local traffic flow traffic flow, land use along the bypass, traffic
Final Report
Findings
Data Analysis
Data collection
Preparation of Data collection Intruments
Reconaisannce and site Visits
Concenptual Framework
Literature Riview
Proposal Writing
Concept Writing
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condition and patterns at different times of the day and traffic conditions at various points of the
network system before and after the construction and the change in the land use pattern in the town
after the bypass came in. The data will help to establish the changes that have taken place in kikuyu
town after the construction of the bypass.
Data sources
The data will have acquired from the observation, kikuyu engineering department, and other
relevant secondary sources that have carried out traffic surveys in the town
Data on the effects of the bypass
OBJECTIVE 2: To examine the traffic flow problems and conditions in Kikuyu Town.
Data requirements
With regards to this objective, necessary information comprised of travel patterns, road network
patterns around the bypass, journey times, vehicle capacities and conditions as well as modal splits,
and road user behaviors. These sets of data helped the researcher in establishing transport demand
in kikuyu, knowing origins, destinations and distances of trips and the types of journeys,
establishing the land-use transport relationships along the bypass, finding out the level of supply
of travel facilities thus their adequacy and exploring the contribution of private cars to the situation.
Data sources
The information above will be accessed from the passengers, route schedules for different vehicles,
vehicle operators from the town council, population census, floating car method and research
observations.
Data to guide the proposals of the recommendations
This after analyzing the impacts from the above objectives that planning intervention proposals
will be made. These are with an aim integrating traffic flow and land use patterns around the bypass
to in order to reduce the negative effects of the bypass on the traffic flow around the town.
OBJECTIVE 3: To propose integrated traffic flow and land use strategies to mitigate the negative
effects.
Data needs and requirements
The legal and policy goals in the transport sector, institutional framework for transportation,
transport planning standards and models of effective transportation systems. The data enabled the
researcher to ensure that legal conditions in the transport sector were met, ensure that proposals
were of value in attaining the national development goals, ensure that planning interventions
sought were up to planning standards and to find bases for comparisons between the new proposals
and past working interventions.
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Data sources
The data here involved all the data collected for the other objectives and compared against the
required planning standards and directions. Other information will be acquired from the secondary
sources of the policies and the previous plans of my study area. This data will be acquiring from
the county council of Kiambu where all the data is for towns in Kiambu county.
1.10.3 Methods of Data collection
Both primary and secondary data sources were used as well as both quantitative and qualitative
data.
1. Primary Data
a) Questionnaires administration
This will consist of open and closed ended questions and other prompts for the purpose of gathering
information from the respondents. The questionnaires will be presented to the respondents and
answered in written form. They will be designed for the vehicle owner, Matatus operator,
passengers and business traders in the each’s side of the town.
b) Interview and Interview Schedules
Interview schedules will be prepared to target mainly the key informants and stakeholders involved
in the construction of the bypass like the Kenya National Highway authorities, Kenya Urban Roads
Authority, Vehicle owner Associations and Sacco’s and the county council of Kikuyu. The data
will include the challenges and opportunities created by the bypass the network design, land use
patterns and traffic volumes according to the key informants.
c) Rapid appraisal
This tool of assessment will involve actual observation of various road users in kikuyu. E.g. the
types and the number of users, the behavior and the conflicts among the users and their implication
on use of space in the town.
d) Direct observation
This will involve the systematic selection, observation and recording of the character of the site.
A checklist will be used as the tool to aid in the observation exercise for example to traffic count
both peak and off-peak hours, travel time using the road network, dwell time for passengers,
delays, conflict point, modal split land uses with the effect of the bypass, road conditions with the
various capacities and the conditions.
e) Mapping, Photography and Sketching
Maps will be employed to establish the different traffic flow patterns in kikuyu as well as the
land uses. Photographs and sketches of the area will be taken to facilitate the analysis of the
spatial/physical layout of town streets.
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2. Secondary data
This data type will be obtained through literature review of existing publications. This will aid
in the understanding of the area of study and establishing what had been previously uncovered by
others in the same area of study. This data type can be sourced from journals, internet sources,
government publications, articles, maps etc.
1.10.4 Data collection process
The complexity of analyzing bypass impacts derives from the interplay of the various socio-
economic forces, including the orientation of business, community size, and external forces.
Measuring the overall impact of a bypass project requires a comparison of the observed with the
unobserved or how the site would be without the bypass.
Sampling units
The survey population is composed of individual elements. However, the selection of a sample
from this population was based on the selection of sampling units from the population. Sampling
units may or may not be the same as elements of the population; in many cases, they are
aggregations of elements. The sampling units which are the different elements in the target
population for the research include the following:
I. Vehicle operators
II. Business owners
III. Travelers
Sampling Frame
A sampling frame is a base list or reference which properly identifies every sampling unit in the
survey population. Having identified the desired survey population and selected a sampling unit,
it is necessary to obtain a sampling frame from which to draw the sample. The sample frame shave
to be accurate, adequate and not out of date. Some of the sample frames that will be used to draw
the sample are:
Local area maps
Sacco membership lists
Census lists
Route numbers
Traffic inventory
Route membership inventory.
Sampling design
The main objective of the sampling is to obtain a small sample of the population as a representative
for the entire population. In case of this study samples will be carefully drawn to ensure good
representation of the since is based on the realization that transport studies are often dealing with
very large population. The sampling technique will be different on each of target population. For
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each of the sample units’ different sampling technique will be used depending on the character and
the size of the unit.
Vehicle operators- the sampling method a non-probability method that will be used is stratified or
structures sampling. The sample will try to capture the adequate representation from the public
transport owners operating in the different routes and as well as the ones in the different Sacco’s.
Then the sample size will be calculated from that using the 30 rule by Mugenda and Mugenda.
To determine the sample size for the households, the following formula was applied:
N=Z2PQ/D2
Where N=desired sample size: Z= the standard deviation, normal deviate at the required
confidence level; P= the proportion in the target population estimated to have the characteristics
being measured; Q= 1-P and D=level of statistical significance.
Assuming that Z=1.96, P=98% of the target population. A confidence level of 95% the sample size
was equivalent to: 1.962x 0.98 x 0.02/0.052 =30.118. Thus, a total of 30 vehicle operators will be
interviewed; this translated to 3 (30/10)
Business owners- the sampling method is still a non-probability method that will be used is the
structured sampling. In this case the I will try capture the businesses on both side of the bypass.
From the already existing maps the North West part of the bypass has carries the bigger land
coverage than the south east. This mean that the sample size on the bigger land coverage will be
more than the other.
This will further be divided into the nature of business and the scale of operation of the business.
Travelers- random sampling will be used for this unit because of the nature and the size of the unit.
Moreover, they all have equal chance of been selected.
1.10.5 Methods of data analysis
Most of the data that will be collected will be quantitative in nature and the information will be
analyzed using the quantitative techniques. Qualitative data will be analyzed through logical
reasoning while quantitative data will be analyzed using Excel and SPSS programs. Also
considering the spacial orientation of the study on the traffic flow patterns will be analyzed using
spacial analyst tools like the GIS and the AutoCAD where they will be used in the identification
of the challenges in the site area. Analysis will majorly be done on the questionnaires administered
to the traders, market users and motorists and pedestrians within the planning area, data from key
informants’ interview, as well as photographs and geographic coordinates. Analysis will entail:
structure analysis
Character analysis
Spatial analysis
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1.10.5.1 Structure Analysis
This was majorly a qualitative form of analysis based on the field notes, sketches, photographs and
key informant’s interviews. This aimed at establishing:
The spatial layout of the site
The distribution of different activities in kikuyu.
Safety aspects and factors around the bypass
Arrangement of activities in relation to the bypass.
Transport Network analysis, majorly access into and out of the kikuyu town
1.10.5.2Urban Character Analysis
This entailed qualitative analysis also based on field notes, sketches, photographs and observation.
This includes:
The identity that the site has taken over time
The landscape and transport network related changes.
1.10.5.3 Spatial Analysis
Entailed both qualitative and quantitative analysis where business questionnaires and key
informant interview responses were analyzed to identify constraints, strengths and other factors of
the site in satisfying the varying user demands. This was used to identify:
Factors influencing arrangement of activities with reference to transport network.
Challenges and constraints arising from the arrangement of traders and activities after the
bypass was constructed.
Suggested solutions to the experienced challenges.
The finding of the survey will be qualitatively being presented in form of maps, graphs pie charts,
sketches, diagrams. Each method of presentation will be carefully choosing according to the type
of data. For the absolute form the pie charts and the bar graphs will be used while the data in
continuous form the line graphs will be used to present such data, for instance traffic trends data
is example of a good continuous data and distance covered by vehicle is an example of absolute
form of data.
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Table 1: Data Need Matrix
Research Objectives Data needs Data sources Data collection
methods
Data analysis methods Data presentation
method
a) To establish the
changes that have occurred in
Kikuyu town following the
construction of the southern
Bypass road.
Traffic flow
volumes
Traffic conditions at
different times of the
day
Traffic conditions on
the various local
roads
Town engineering office,
Primary sources Field surveys,
secondary Data.
Traffic counts
Field
observations
Literature on the
historical
records.
Interviews.
Excel statistical computation e.g.
summation, frequency
computation.
SPSS methods like cross
tabulation, measure of central
tendency, hypothesis, distribution,
regression analysis, and
descriptive text.
Graphs photographic
SPSS Figure, Tables
and sketches
Descriptive text and
report writing.
b) To examine the traffic
flow problems and conditions in
Kikuyu Town.
Look at the flow
patterns before and
after the bypass
Land use around the
bypass
Road networks
around the bypass
Travel time
Junctions design
Road user’s
behavior
Field surveys,
Interviews,
Measurement of the road
reserves,
Secondary sources on traffic
survey,
Observation,
Sketching,
mapping,
Literature
reading
Photograph
taking.
Excel statistical computation,
GIS spatial analytical tools.
Decretive analysis
Maps,
tables,
graphs,
Plates
charts
c) To propose integrated
traffic flow and land use
strategies to mitigate the
negative effects
Transport planning
standards
Legal and policy
goals in transport
Models of effective
transportation
systems,
Previous plans
The county council of kikuyu,
Key informants, Secondary
sources (literature of the policies
and the various legal frameworks)
Physical planning handbook.
Interviews and
relevant photos.
Photographic and descriptive text.
GIS Map generating and spatial
analytical tools.
Photographic prints
and short essays,
maps, final report
writing.
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CHAPTER TWO
LITERATURE REVIEW
2.0 Overview
This section provides a brief synthesis of the literature relating to bypass impacts. It focuses on the
most recent contributions that pertain to estimating bypass impacts on business districts and local
transport character in small communities. It further goes to examine the policies and acts of
parliament regulating and guiding the integration of major highways and bypasses to the local
transport plans in order to understand the central government and local government position as
regards the study topic.
2.1 Definition of concepts
Transportation system- A coordinated system made up of multimodal services serving a common
purpose, the movement of people and goods. (Meyer, M. D., & Miller, E. J. 2001)
Traffic -The movement of vehicles, pedestrians, ships or planes through an area or along a defined
route. (Source: AASHTO Glossary)
Bypasses -Arterial highways that permit traffic to avoid part or all of an urban area. (Source:
AASHTO Glossary)
Land use- The physical characteristics of the land surface and the human activities associated with
the land surface. Alonso, W. (1964)
Urbanization- is the process where an increasing percentage of a population lives in cities and
suburbs. This process is often linked to industrialization and modernization, as large numbers of
people leave farms to work and live in cities. (Harvey, D. 1987).
Accessibility- refers to people’s ability to reach goods, services and activities, which is the
ultimate goal of most transport activity or the ease of reaching goods, services, activities and
destinations. (Robert B. Case, 2011)
Transport Development planning- A program of action to provide effectively for present and
future demands for movement of people and goods. This program must necessarily include
consideration of the various modes of travel. Kenworthy, J. R. (2006).
Transport assessment- is a comprehensive review of all the potential transport impacts of a
proposed development or re-development, with an agreed plan to mitigate any adverse
consequences. Hensher, D. A., & Rose, J. M. (2007).
2.2Transport development planning.
Transport Planners are regularly involved in the development industry providing advice to
developers and local authorities in relation to the transport and traffic implications of major land
use development, including residential and industrial. This requires a comprehensive knowledge
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of the Development Planning and Management guidelines and processes that need to be followed
as part of the planning application process and in the design of sustainable development. Transport
Planners carry out Transport Assessments, undertake Travel Plans and are involved in the planning
and design of the transport infrastructure required for new development.
There is a system of development plans which guide development but planning permission will
not automatically be given if a proposed development conforms to the plan, and neither will it be
automatically refused if it does not. The various considerations that must be taken into account
by authorities when deciding whether or not to grant planning permission include:
National and regional planning guidance: which are issued by Central Government to give
policy guidance to local authorities. Policies from planning guidance should be taken into
account when drawing up development plans and when making decisions on whether or
not to grant planning permission for a new development.
Structure plans - set out general guidelines and policies for development over a large area
(County or Region). These were phased out and replaced by rather more strategic Regional
Spatial Strategies.
Local plans - set out specific guidelines for development (e.g. policies on dormer
windows, home extensions, parking standards) in local areas.
The main objectives of transport development planning to integrate planning and transport at
national, regional, strategic and local levels to:
Promote more sustainable transport choices for both people and for moving freight;
Promote accessibility to jobs, shopping, leisure facilities and services by public transport,
walking and cycling, and
Reduce the need to travel, especially by car.
Better integration of transport and land use planning;
Better use of railways;
Better public transport services and facilities;
Better use of technology in traffic management; and
Better environmental protection measures in relation to transport infrastructure and
activities
Transport planners can be very involved in the development industry both in the role of consultants
and within national and local government organizations. Planning applications vary in the nature
and type of reports that have to be submitted as part of the process. For smaller or medium sized
developments, the main requirements are usually a brief Transport Assessment or Transport
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Statement with an accompanying Travel Plan. Larger developments will require a more detailed
Transport Assessment, a Masterplan, an Environmental Impact Assessment, a Design and Access
Statement. As part of this process the transport planner will undertake all or some the following
tasks depending on the nature of the development: travel and traffic analysis; accessibility
assessment; development of a transport model; road, street and junction design; car parking
requirements; road safety engineering and quality audits.
2.2.1Designing for Movement in New Developments
Development require preparation of masterplans or site movement layouts. To some level transport
planners need to integrate some design element to ensure the following aspects are taken care of:
Access – for whom? to what? by what means?
Sustainable movement strategies – public transport, pedestrians, cyclists, network design,
traffic.
Designing the land use/movement pattern – catchments and accessibility, density patterns.
2.2.2Transport assessment
The main involvement of a Transport Planner in the development process will be in the production
of a Transport Assessment but I would emphasize the importance of the Transport Planner being
involved in the overall design of the development, particularly the layout and access to the site. A
Transport Assessment (usually referred to as a TA) will be required if the proposed development
exceeds certain land use type thresholds that are set by either the national government or local
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planning/highway or road authority. The
guidance on transport assessment (GTA)
(DCLG 2007) consideration which are
when preparing site layouts, Masterplans.
Encouraging environmental sustainability
Reducing the need to travel,
especially by car - reducing the need for
travel, reducing the length of trips, and
promoting multi -purpose or linked trips by
promoting more sustainable patterns of
development and more sustainable
communities that reduce the physical
separation of key land uses.
Tackling the environmental impact of
travel - by improving sustainable transport
choices, and by making it safer and easier
for people to access jobs, shopping, leisure
facilities and services by public transport,
walking, and cycling.
The accessibility of the location - the
extent to which a site is, or is capable of
becoming, accessible by non-car modes,
particularly for large developments that
involve major generators of travel demand.
Other measures which may assist in
influencing travel behavior (ITB) -achieving
reductions in car usage (particularly single occupancy vehicles), by measures such as car
sharing/pooling, High Occupancy Vehicle (HOV) lanes and parking control.
Managing the existing network
Making best possible use of existing transport infrastructure - for instance by low-cost
improvements to the local public transport network and using advanced signal control
systems, public transport priority measures (bus lanes), or other forms of Intelligent
Transport Systems (ITS) to improve operations on the highway network. It should be noted
that the capacity of the existing public transport infrastructure and footpaths is finite, and
in some areas overcrowding already exists.
Figure 1: Transport Assessment
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Managing access to the highway network - taking steps to maximize the extent to which
the development can be made to ‘fit’ within the available capacity by managing access
from developments onto the highway network.
Mitigating residual impacts
Through demand management - using traffic control measures across a wide network to
regulate flows.
Through improvements to the local public transport network, and walking and cycling
facilities - for example, by extending bus routes and increasing bus frequencies, and
designing sites to facilitate walking and cycling.
Through minor physical improvements to existing roads - it may be possible in some
circumstances to improve the capacity of existing roads by relatively minor physical
adjustments such as improving the geometry of junctions etc. within the existing highway
boundary.
Through provision of new or expanded roads - it is considered good transport planning
practice to demonstrate that the other opportunities above have been fully explored before
considering the provision of additional road space such as new roads or major junction
upgrades
2.3 Highways and bypasses
As the term is generally used, a bypass highway also referred to as a highway bypass or simply a
"bypass"-is meaningful only within the context of a developed area through which a pre-existing
road passes. As an older existing route approaches a town, a bypass splits off and passes along the
fringe of the town to circumvent all or most of the portions of the town that are developed, and
then ties back into the older route from which it originated, on the other side of town.
There are variations on this usage. The bypass may terminate at a route different from the one at
which it originated, although a short bypass segment tying two highways together on the same side
of town is usually referred to as a "spur." The new route may not simply bypass the town but
actually run for long distances more-or less parallel to the older highway. The new route may
thereby bypass several towns. Some practitioners consider any highway improvement that
redirects through traffic off an existing route to avoid the central business district to be a bypass.
Regardless of their specific geometry, however, bypasses are associated primarily with smaller
areas.
Bypasses are generally tied to larger transportation projects. As such they have important
developmental aspects that contribute to economic growth. Kuehn and West (1971), for example,
suggest that highway bypasses might stimulate local growth by improving access to external
markets and generating highway construction employment and spending. Their empirical analysis
of counties in the Ozark Mountain Region of Arkansas, Oklahoma and Missouri from 1954
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through 1963 does not support this view. Nor does the Eagle and Stephanedes (1987) analysis of
Minnesota counties for the period from 1957 through 1982. More recent studies looking at impacts
in rural areas find mixed results (Broder et al., 1992; Clay et al., 1992). For example, Isserman et
al. (1989) conclude that "depending on the circumstances, highway improvements will lead to
development, no change, or accelerated decline of economically faltering regions" (page 8).
Notably, the research on developmental aspects of highway development relies mostly on county
level of analysis. This can obscure real economic losses at the municipal level. Studies focused on
larger cities can ignore this effect since larger municipalities dominate county economies.
2.3.1 Reasons for bypasses
Relief of Traffic congestion in the bypassed community.
Rerouting of traffic.
Noise reduction.
Traffic safety improvement.
2.3.2 General impacts of highway bypasses
Increased overall total employment:
Total employment of affected regions is positively affected by the presence of a bypass. Over
time, an affected county will contribute more to the state’s economy in terms of employment.
The presence of a nearby large city also positively impacts total employment.
Increased land values:
The presence of a good transport system impacts on the land values of a region. This causes an
increased cost holding land on both leasehold and freehold.
Reduced congestion:
Bypasses reduce congestion in the local streets as the through traffic don’t get to use them as
they pass by. This creates a condition where only the users of the different services are found on
the local streets.
Residential and commercial developments:
Bypasses trigger economic developments such as trade and housing facilities along the corridors
due to the easy accessibility created on the routes. They lead to more retail trade along the
corridor to serve the population moving in.
2.4 Land use, land values and transport interaction
Transportation corridors have impact on the different land uses within an area. In Kikuyu area for
example, there has been the linear attraction of the different land uses e.g. the commercial,
residential and industrial. There is a complex relationship between transport and land use and
which involves three entities:
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Transport system: Considers the whole array of transport requirements/infrastructure that is
supporting urban mobility both for passengers and freight. It generally expresses the level of
accessibility, which has different economic value (Ong’injo, 2013).
Spatial Interactions: This looks at the nature, extent, origins and destinations of urban movements
of passengers and freight. They take into account the attributes of transport system and the land
use factors generating and attracting movements (Ong’injo, 2013).
Land use: Considers the level of spatial accumulations of activities and their associated levels of
mobility requirements. Each land use has its own specific mobility requirements and therefore,
transportation is a factor of activity location, which in turn is associated with specific land use.
Land use commonly has demographic and economic attributes (Ong’injo, 2013).
A focus on bypass related land use and land value impacts is another aspect that is essential in the
assessment of highway and bypass impacts. Land use changes are mainly focused on the changing
main street, the downtown retail activities, the location of new highway related activities along the
bypass route (US studies only) and their corresponding land value changes. The major finding of
these studies is that a highway bypass does trigger new business location or re‐location along the
new route in many cases, at the expense of main street locations (the old route), but that even the
traditional downtown or main street location experiences new land use activity in the longer‐term.
Because a highway bypass influences land access, particularly in areas through which the new
bypass runs, land use and land value might be expected to show substantial change following
bypass construction. The NCHRP (1996) study reported that within virtually all communities
studied (68 cases), the amount of land in commercial or industrial use had increased both along
existing routes and new bypasses. Land value increases along the new bypass were observed in
all instances reviewed (68 cases). Along the older existing routes, increases were observed in 47
of 50 cases, and the three cases with declines were small. Pooled‐data studies showed results
consistent with these findings – that communities experience land value increases following
construction of a bypass. An ‘after’ study of the effects of a highway bypass on the small
Australian towns of Berrima and Mittagong – which was based on several surveys of retail and
tourism businesses – reported very positive effects on land and property values for the medium
and long‐term in Berrima (BTCE, 1994). However, business survey respondents in Mittagong
perceived no estimated effects on land and property values in the short‐ or long‐term, despite
perceived increases in highway generated trade and employment in the longer‐term.
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Figure 2:Land use Integration
Source: Adopted and modified from development planning
The review of bypass studies by Handy et.al (2000) also concluded that the overall impact of a
bypass on land values appears to be positive. However, the impact on any given property will be
dependent on several factors including type (commercial or residential), presence of water and
sewerage, traffic volumes and proximity to the bypass. While those residential properties not
adjacent to the bypass have been found to increase more than those which are adjacent,
accessibility benefits generally outweigh negative impacts such as noise and air pollution and
hence a general upward trend is experienced. While the above findings indicate favorable
outcomes for bypassed communities in terms of land use change along the traditional main street
or downtown location they are limited in terms of understanding the extent and nature of the
changing retail landscape. For example, none of the studies discussed above assessed the
underlying changes on the main street such as changes in ownership, or openings and closings of
the main street business community. This information should be assessed in future highway bypass
studies.
2.4.1 Land use development and impact on traffic
Measures related to land use are effective at the site selection stage of a development. In other
words, the developer should follow the city policy and regulations on land-use management
established by the government and city administration in selecting the site for the development.
Once a site has been selected, the traffic impact of the development is assessed by conducting a
traffic impact study. Based on the findings of the study, transportation measures are recommended
to mitigate the traffic impact on the surrounding network. Primarily, these improvements are
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related to the traffic flow within the site, and may include access locations, internal circulation,
parking facilities, and so forth. Pricing measures may also be recommended as a source of funding
for additional infrastructure facilities and other improvements that are required on the road network
to handle the traffic generated by new developments.
2.5 Parking
Parking areas are vital determinant of mode share. Both on and off-street parking availability
(and price, where applicable) in relation to demand should be assessed for each development.
Once the trip generation rate for the development had been agreed and total likely parking
accumulation estimated, parking would be provided within the development to accommodate this.
Most local authorities had, for most locations, minimum parking standards for different types of
development (usually expressed in spaces per residential unit or ‘x’ sq. m Ground floor area
(GFA)) and developers are free to provide more than this if they required. Where parking
standards are revised to maxima, there is also an attempt by authorities to relate these standards to
public transport accessibility. The thinking behind this is that by reducing parking availability in
areas of high public transport accessibility, more users of the development will travel by public
transport because it is convenient to do so and because they will have nowhere to park. Practical
considerations which should be taken into account when determining the appropriate level of
provision of parking facilities include:
(a) Availability of public transport services in the vicinity.
(b) Availability of public car parks in the vicinity.
(c) Proximity to and quality of pedestrian access linking railway stations and other major public
transport interchanges.
(d) Traffic conditions of local road networks.
(e) Parking demand and supply condition in the vicinity.
2.5.1 Off-site parking
Off-street parking can be subdivided into "private parking", which services the particular
requirements of the development in which it is located and is restricted to owners and
authorized users; and "public parking", which is available to the general public and
services the area around which the car park is located.
If restraint based parking standards, or parking charging, are planned, then it is likely that there
may be “overspill” parking onto local streets a s a result of the development. Part of the transport
assessment cover the implications of overspill parking and ways to control this.
A bus terminus should have designated parking areas for vehicles serving the different routes.
Stopover/layover bus/Matatus parking (a layover should be taken to be a stop of over 5 minutes
between arrival and departure, which allows the timetable to be adhered to and which would
prevent other services from using the stop). Replacement bus parking should also be providing.
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The day trip busses should be provided with: Drop off / pick up, daytime layover parking and
overnight parking. There should be Bus/matatu driver amenities such as the Welfare facilities
(Matatu/ bus SACCOs), Shift change facilities, and encashment facilities. There should also be
Lorry parking areas for overnight and day parking since in the context of the study the quarry
Lorries are seen sharing part of the informal bus terminus. Within the terminus there should be
Taxi provision i.e. Carriage Ranks and parking for private hire. The bus terminus area should also
be accessible from different directions (Plymouth City Council, 2009).
The Kikuyu terminus area is currently congested. It lacks the required amenities that are important
for a bus terminus such as limited parking bays and shelters. With proper planning and inclusion
of the bus terminus facility discussed above the traffic congestion currently at the Kikuyu bus
terminus will be substantially reduced and also the aesthetics of the place will have been enhanced.
2.5.2 On-Street Parking
On-street parking should normally only be considered on local distributors and roads lower
in the hierarchy. On such roads, on-street parking spaces may be provided where off-street
facilities are inadequate to meet demand and where provision would not adversely affect
the flow of traffic. On-street spaces should generally cater for short term parking needs and
parking meters should be installed to encourage such usage.
Both parking and loading/unloading should be provided off-street as far as possible unless
circumstances dictate that on-street facilities must be provided on local roads to suit the
needs of developments or certain special users such as disabled drivers. An early decision
is required on whether on-street parking and loading/unloading will be
provided in order to determine the required width of road. Where on-street parking spaces
for buses, containers and heavy goods vehicles are required, they should be so sited as to
avoid causing noise nuisance to residential areas.
2.6 Traffic(congestion)
Relieve of congestion on local streets or to provide through traffic with an alternative facility that
avoids congested area of towns were cited by Buffington et all (1992) as some reasons for the
construction of bypasses. In another study conducted by Buffing et al (1991), he noted that over
time improved access provided by the bypass may encourage new development that generate new
traffic that offsets some of the initial reduction in congestion.
Similarly, a study of Wisconsin Communities (Yeh et al, 1998) revealed that, despite an initial
drop in traffic volume on the original route, traffic volumes returned to the pre-bypass levels over
time. In my view this means that despite bypasses creating avenues for easy access and movement
with time new traffic is generated causing the levels of traffic to go higher thus creating congestion
near the development. In my case small town are affected since they are growing and generating
traffic that is not consistent with the streets and roads capacities.
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2.6.1 Development impact on traffic
New developments generate new or additional traffic. Traffic impact mitigation is a process aimed
at minimizing the impact of this new or additional traffic on the road system surrounding a new
development. (Mohamed,2006)
There are a number of technical solutions available, which are used at present to mitigate the traffic
impact caused by new developments in urban areas. These include the drawing-up of a master
plan, zoning ordinances, building regulations and by-laws, the issuing of permits, and charging
impact fees. The common strategies are discussed below.
(a) Land use growth control
In many countries, the government controls the location of developments, often by some form of
zoning regulations, in order to slow down or restrict development in urban areas.
(b) Building regulations
Building regulations are applied to regulate the intensity of land use by enforcing standards in
building coverage and construction. Some of them are, however, concerned with fire protection
and structural safety. These regulations also have an influence on reducing the traffic impact.
(c) Impact fees
Impact fees are the charges assessed against new developments to recover costs incurred by a city
administration in providing the public facilities required to serve the new development. These fees
are paid by the developer of the proposed development.
(d) Negotiated agreements
Developers lend assistance to transportation projects in the form of rights-of-way, technical
assistance, financing and monetary contributions.
(e) Impact exactions
These are charges (land and/or fees) imposed on developers for improvements of the new
development as conditions of regulatory approval by the authority.
Principles for Pedestrian Planning
To have better and more effective pedestrian planning, four guiding principles should be
employed in the process:
(i) Linkage
Pedestrian routes should be clear, direct and with signage for easy recognition. They
should be free of barriers to users (including those requiring special needs) and take
pedestrians directly to where they want to go. Mechanized pedestrian facilities such as
escalators, lifts and travellators could be considered to enhance pedestrian linkages and
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overcome level differences.
(ii) Safety
Pedestrian and vehicular conflict should be minimized. The design should enhance
pedestrian safety and personal safety. Footways should be separated from vehicles and
pedestrian facilities should be well-lit.
(iii) Accessibility and Comfort
Accessible and properly designed pedestrian facilities as well as adequately wide
footpaths with rationalized street furniture, landscaping, good air circulation and where
possible, weather protection measures, should be provided.
(iv) Attractiveness and Vibrancy
The pedestrian environment should be attractive, vibrant and identifiable. Suitable
pedestrian areas could be used for a variety of activities such as outdoor performances,
alfresco dining, flea markets to promote vibrancy of the general area.
Strategy for Pedestrian Planning
To turn kikuyu into a pedestrian-friendly town, a strategy for pedestrian planning comprising the
following three components should be adopted:
(a) Promotion of pedestrian planning for railway catchment areas Railway will form the
backbone of land use planning and the passenger public transport network. As almost 70% of
population and 80% of jobs will be placed within the catchment area of railways, railway-
walking should be promoted as an integrated mode of transport through better pedestrian
planning within the catchment area. Future strategic developments should be located around rail
stations to facilitate pedestrian planning.
(b) Strengthening of pedestrian planning for non-rail based public transport network. The railway
network should be complemented by the non-rail based public transport modes including
franchised buses, public light buses, trams and ferries. Public transport interchanges should be
co-located with rail stations to facilitate convenient modal interchange. Non-rail based public
transport networks, particularly at key public transport interchange points, should be supported
by good pedestrian planning.
(c) Development of pedestrian network at local level Well-designed pedestrian networks would
promote walking and are the cornerstone of a pedestrian city. Well-planned and designed
pedestrian network/facilities (including mechanized facilities) would bring people from the
transport nodes to their destinations and facilitate walking within the locality. Pedestrian
networks within large public and private residential estates or other developments and their
linkages to transport nodes should also be promoted
2.7 Safety
According to Handy et al (2000), improvement in safety resulting from highway investments or
the construction of bypasses generate a positive economic impact by reducing the costs of personal
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injury and vehicular damage. But while safety enhancements are frequently cited as benefits of the
justification of highway bypasses, studies have suggested that highway bypasses do not necessarily
improve safety.
A study reviewed aimed to compare bypass roads impact on the safety of vehicle and pedestrians.
Kipnis and Balasha (1976) thus investigated the effect of the construction of the that bypasses the
town of Ramla. Their results indicated that the bypass road significantly influenced the level of
safety for both vehicles and pedestrians although the impact was in different categories. The study
pointed to a 50 % drop in the road accidents for vehicles with casualties and a 30% drop in the
road accidents with casualties involving pedestrians. The researchers explained that the smaller
decrease in the percentage of the road accidents involving pedestrians was due to the fact that
moving the traffic crossing the city main road to the bypass road increased the attractiveness of
that street and increased the number of pedestrians along the road.
In my view a possible explanation of the negative impact of the bypass on safety is the increased
travel speeds to problematic levels. This causes problems even on the pedestrians on the bypass
who may prefer to use it.
2.8 Theories, models and methodologies of impact assessment
There various theories and methodologies exit for assessing the impact of Highways bypasses on
small town and communities. Handy et al (2000) suggests that a second starting point for assessing
of a bypass impact was the review of the theories and methodologies relating to the relief routes.
He contended that the recaps assist in the quantitative analysis and the questions to explore in the
case studies and also gives the strengths and weaknesses of different methodologies used in the
studies.
2.8.1 Theories
Handy et al (2000) says that moss t of the relief routes might have economic and traffic impact on
small communities in reducing the travel costs and time. some of these theories include: The
Central placed theory, Industrial location theory and Economic Base theory. Another concept that
can be used to explain the situation in kikuyu town is the Transport Oriented Developments (TOD)
which details the sources of traffic in a town.
2.8.2 Methodologies used in analysis
Quasi-Experimental Control Group Methods
Quasi-experimental control group (QECG) methods are often used to measure the impact of
highways and other public investments. For example, Rephann and Isserman (1994) analyze new
interstate highways in rural areas; Broder et al. (1992) measure the impacts of developmental
highways in rural Georgia; Henry et al. (1991) investigate four lane highway investments in rural
South Carolina; and Andersen et al. (1992) use QECG methods as well as other approaches to
analyze the impact of bypasses in particular.
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QECG methods are intuitively appealing, have low data requirements, and are easy to apply. The
QECG method simulates a laboratory experiment ex post. Each bypass community (the treatment)
is matched to a place or places that are very similar with respect to important factors (the control
group). The control group serves as the baseline forecast for the place that was bypassed. As
demonstrated in Figure below, the impact of the treatment is estimated as the divergence in the
outcome measure in the post-treatment period.
The impact can be measured as the difference between the treatment and comparison group at a
post-treatment point or as the divergence in the trends post-treatment period. QECG approaches
can take many forms. Some studies match one control for each treatment. This is sometimes called
the twins-studies or matched pairs approach. It is useful when there are many treatments and many
controls that can be pooled for analysis. Another approach is the case study method where multiple
controls are selected for a particular treatment.
This is appropriate when the goal is to analyze the impacts of a particular policy treatment (say the
impacts of a particular bypass project). It is also possible to combine the approaches by using
multiple treatments, each matched to multiple controls, in a pooled analysis (the many-to many
approach). This approach is useful when there are many treatments and potential controls to match.
Reed and Rogers (2000) discuss the implications of allowing the controls to be duplicated for
multiple treatments.
2.8.3 Transport Oriented Development
A transit-oriented development (TOD) is a mixed-use residential and commercial area designed to
maximize access to public transport, and often incorporates features to encourage transit ridership.
(Bishop. Z, 2015) Transit-oriented development (TOD) is a development pattern that is focused
on its proximity and reliance on high-frequency transit. TOD is medium-to-high density, and
typically features a mix of uses, such as apartment units, retail space, and offices. This concept can
be used to explain the generation point for traffic. It is clear from the literature that development
form the source of traffic generation. Transport oriented developments therefore need to be well
planned for to ensure they are well integrated into the public transportation system. In this case
proper planning ensure there is adequate management of the traffic in such development is
essential.
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Plate 1:Transport oriented development
2.9 Policy, legal and institutional framework
2.9.1Policy framework
2.9.1.1Vision 2030
The vision 2030 has considered some aspects of access and efficiency of transport networks
especially in places that pose high economic potentials. According to the vision 2030 the
transportation and communication sector had experienced a strong growth from 3.5% in 2003 to
10.8% in 2006. This policy thus gives an emphasis to the increase in the transport networks but
does not take into consideration the effects that the various transport systems on the already
existing developments. There economic pillar of the vision 2030 emphasizes the need to empower
the poor and the needy of the macroeconomic development for economic stability, however there
is minimal concentration on the microeconomic sector where as Kenya there are more players.
There is need to integrate the local and the smallest developments into the system in order to
empower the local developments and boost their potentials. In the case of kikuyu, the major
development of the southern bypass should boost the small economic activities going on in order
to ensure the needy benefit from the development.
2.9.1.2Nairobi Metro 2030
The policy was in same voice as the Vision 2030 and focuses on fifteen local authorities within
the Nairobi Metropolitan area and aims at turning the region into a globally competitive business,
industrial and services region. The plan aims at mitigating the effects of rapid urbanization that
has taken place in the Nairobi region together with the surrounding regions kikuyu being one of
this regions. It is a regional development policy that plans for Nairobi as an urban regional that is
Source:( Kaid Benfield 2011)
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undergoing rapid growth and spreading out to its hinterlands so as to control the development. It
also acknowledges transport as a key component in creating a competitive business environment
as well as a viable means through which other economic and social objectives will be achieved.
This therefore creates the need for an efficient transport system which minimizes travel times and
distance even on the already developing areas. The policy thus gives provision for well-
coordinated regional development to ensure that the metropolitan region transport system
functions efficiently to facilitate economic development in the region. This applies directly to
kikuyu town which plays a major role in the Nairobi metropolitan region.
2.9.1.3Integrated National Transport Policy of 2009
The transport policy provides strategies that can be used to manage transport planning in the
country to facilitate efficient movement and accessibility. This policy provides guidelines on the
linkages that should be established in the country. The achievement of this objective quite
significantly can be enhanced by putting in place measures to enhance free and faster flow of
passengers and freight along the country’s transport roads which is both necessary both for the
national economy generally and the efficient functional operation of the small urban areas such as
Kikuyu. In provides for the integration of the Nation and the regional transport system into the
local systems to ensure order and efficient mobility. In this case kikuyu local transport system
plans should me consistent with the southern bypass plans.
2.9.1.4National Trade Policy
The policy appreciates the existence of the informal markets but it notes the challenges that are
associated with such trades such as inappropriate design of their spaces utilized by the sector
resulting in inadequate and subserviced business areas and working sites, inaccessibility and low
quality products. This policy was formulated to mainstream the informal business and trade to the
formal level. The strategies were to include infrastructure development, market development,
business skills improvement and trade financing. The economic activities in kikuyu town should
benefit provisions of the policy document on the infrastructural facilities that facilitate mobility
and accessibility.
2.9.2 Legal framework
2.9.2.1The Constitution of Kenya, 2010
The Constitution of Kenya, 2010 outlines that every person including persons with any disability
has the right to equity, reasonable access to all places, public transport and information. Therefore,
it is important to ensure that this fundamental right is practiced in the small town as new
developments come out. The development should not marginalize others and leave others to enjoy
the fruits of the developments.
2.9.2.2The Physical Planning Act, 1996
According to cap 286 section 24(3) of the physical planning act, the main aim purpose of a local
Physical development plan is to guide and coordinate development of infrastructural facilities and
services for specific areas. It also prepared with the aim of improving the land and providing for
the proper physical development of such land, and securing suitable provision for transportation,
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public purposes, utilities and services, commercial, industrial, residential and recreational areas,
including parks, open spaces and reserves. Kikuyu town transport network has exhibited some
characters that are unsustainable with the projection of the future rise in the population of the town.
2.9.2.3County Government Act, 2012
The act has a provision for county authorities, which are given power to formulate with regulations
of the integration of economic, physical, social, environmental and spatial planning issues. The act
mandates the county government to do spatial planning and identifying areas where strategic
interventions measures are needed. It is with the planning framework of the county government
and zoning plans of towns that land uses such as transportation are factored in.
2.9.2.4Urban Areas and Cities Act, 2011
The act has provision for the classification, governance and management of urban areas and Cities;
it provides the criteria of establishing urban areas in order to provide for the principle of
governance and participation of the residents. The act also provides for the establishment of boards
of the cities and municipalities to undertake the provision of services to the people under their
jurisdiction. The act also provides for efficient transport network connecting to rural areas, towns
and other local centres.
2.9.2.5 Environmental Management and Coordination Act
This act aims at promoting safe, clean and healthy environment. Sections (4) and (7) provides for
the establishment of environmental conflicts and the national environmental management
authority (NEMA) respectively as the institution responsible for the execution of the requirements
stipulated in the act in relation to policies related to the environment. In the second schedule,
identifies a number of projects for which Environmental Impact Assessment has to be done before
their undertakings. Some of these projects are of the transportation category which include
bypasses, highways, all roads in scenic, wooded or mountainous areas and wetlands. It also gives
an audit on the expected carbon emission and pollutions expected on the environment as a result
of the roads.
2.9.2.6 Local Government Act (Cap 265)
This legislation originally mandated the Local Authorities to undertake matters of plan
implementation and development control. They have also been playing the role of providing social
services and facilities within their areas of jurisdiction. With the introduction of the devolved
government system and thus the formulation of the Devolved Government Act (2011) however,
the mandates of plan formulation, plan implementation and development control have been shifted
to the Boards of Cities and Towns with the County Executive Committees undertaking the
oversight role. In this local transport plans can be prepared at this level under the devolved
government.
2.9.2.7 Traffic Act Cap 403
The Traffic act was formulated to combine all the traffic laws on the roads. It also seeks, to
enhance the penalties for various traffic offences in order to deter commission of those offences
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and consequently minimize loss of lives on Kenyan roads through accidents. The act also provides
penalties to behaviors that can lead to traffic congestion, and this helps in reducing the congestion
in the towns and cities.
2.9.2.8 Kenya Roads Act (2007)
The act has provision for the establishment of the Kenya National Highways Authority, the Kenya
Urban Roads Authority and the Kenya Rural Roads Authority and providing for the powers and
functions of the authorities and for connected purposes. The authorities are mandated to perform
responsibilities, which are collectively aimed at ensuring a good road network throughout the
country.
2.9.3 Institutional framework
2.9.3.1 Physical Planning Department
The physical planning department is mandated with the production of physical development plans.
The urban areas as well as the rural areas in the country are facing numerous problems with respect
to sustainable space utilization, resources utilization and distribution, poor infrastructure,
poverty, declining urban areas and environmental degradation. All these have a direct impact on
the well-being of the society and the physical planning department is untrusted with the provision
of solutions to such pressing needs.
2.9.3.2Kenya urban Roads Authority
KURA has a mandate to manage, develop, rehabilitate and maintain all the roads within the urban
areas of Kenya since its inception in 2007. It is responsible for the management, development,
rehabilitation and maintenance of rural roads (D, E and others).
2.9.3.3The Ministry of Roads
The ministry has the mandate of provision and maintenance of roads infrastructure, with the help
of Kenya National Highway Authority, Kenya Rural Roads Authority and Kenya Urban Roads
Authority
2.9.3.4The ministry of transport
The ministry of transportation has the obligation of managing all the road transport in Kenya. It
provides policies, rules and regulations governing the transportation sector.
2.9.3.5 The Road Transport Department.
The main roles of the Road Transport Department are to ensure that only authorized persons who
meet the stipulated requirements in the traffic act use the road system. The other roles played by
the department include:
Registration of motor vehicles
Licensing of motor vehicle
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Licensing of drivers
Furnishing the domestic tax department with number of vehicles.
2.9.3.6 Kenya Roads Board
Its mandate is to oversee the road network in Kenya and thereby coordinate its development,
rehabilitation and maintenance and to be the principal adviser to the Government on all matters
related to the road construction and networks in the country.
2.9.3.7 The Traffic police
The Traffic Police helps in the management of traffic flow and in controlling violation of the traffic
rules along the roads as well as implementing the traffic laws on the Kenya roads.
2.9.3.8The Bus Welfare Association and Bus Owners Association
The associations play the role of promoting for the well-being of the vehicle owners and operators
within the country. They influence the policies formation in the transportation sector to ensure that
the implementation of any transport policy augers well with them.
2.10 Case studies
2.10.1 Bypasses around Kokomo and Lebanon in central Indiana.
Bypasses are prevalent in the state of Indiana. The rerouting of principal arterials around an
affected city’s central business district has raised concerns among community members, public
officials, and state agencies regarding the long-term effects on the community’s economy.
Previous studies have mainly focused on the impact of bypasses on travel-dependent businesses,
such as motels, gas stations, and restaurants, with an emphasis on how sales were impacted. A
1971 JHRP study examined long-term impacts on land-use, safety, and travel time on the US-52
corridor through Lafayette, Indiana. The original bypass was opened as a two-lane facility in 1938
and was in the process of being widened to four lanes at the time of the study (McNeil, 1971).
Over time, the corridor attracted a large variety of retail and manufacturing companies. The study
noted how “the absence of effective community or state control on the number and location of
access points to development on the Bypass resulted in considerable areas of continuous access or
in frequent access drives on both sides of the facility” (McNeil, 1971). Today, the corridor carries
Purdue University-bound traffic, local traffic, and truck traffic; it no longer functions as a bypass.
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Figure 3:land uses along US-52 corridor from 1939,1952 and 1964 (McNeil)
2.10.2 Efforts done and strategies involved
Using the before-and-after approach, mathematical relationships were developed that will form
the basis of future bypass impact evaluation guidelines. analyzed traffic impacts, safety impacts,
land use impacts, land value impacts, and effects on local businesses. Through a combination of
origin-destination studies, roadside interviews, and aerial photo analysis, the study found that the
Lebanon bypass, which is now part of Interstate 65, greatly decreased through traffic on the
original route (volumes on the original route, formerly US-52, dropped up to over 80 percent),
while traffic volumes on the original route through downtown Kokomo not only did not decrease
but were projected to experience congestion worse than before the bypass was opened in 1951;
travel times on the original route actually increased following the bypass’s opening (Branham et
al., 1953).
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2.10.3 Stakeholders
Community members, public officials, and state agencies
2.10.4 Findings and lessons of the case study
There are various findings and lessons learnt from the reports of the by bypasses that have
discussed above. The Kokomo Planning Commission was attempting to control the development
and the access points by the use of an intelligent zoning ordinance and a required platting
procedure.” The lesson learnt form this is that controlled development can help in the management
of traffic generation points in a small town.
Bypass routes that improve access to major trading centers open up new opportunities for small
towns. Community officials from Logansport, Peru, and Wabash believe that the completion of
the Hoosier Heartland Industrial Corridor (HHIC) will induce higher levels of economic
development. This means that development of bypass increase accessibility in small towns and
thus development and this causes more traffic generation from this points.
Systematic development of highway-related businesses and other retail services along bypass
interchanges can help mitigate possible economic losses that occur from the diversion of traffic
from the downtown business district. This finding means that when development happens near the
interchange this can prevent economic losses caused by the diversion of traffic.
Land use plans should be flexible enough to accommodate new types of downtown uses in
communities that are impacted by a state route bypass. Numerous economic development
corporations and community officials in Indiana have taken steps to ensure their respective
downtown areas will thrive, such as the development of an entertainment district in downtown
Wabash, anchored by the Honeywell Center. The lesson learnt is that land used planning is
required to accommodate the new development caused by the bypass route construction.
The higher the traffic split, or extent of traffic shifting to the relief route, the “greater the adverse
impact on the economy of the community,” particularly within the retail sector. The lesson learnt
I that relief routes create an increased traffic flow on the small town along it as people go for lower
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order goods and thus traffic increases in the towns. In contrast, total sales for eating and drinking
places increased as the traffic split increased.
2.11 Conceptual framework
This conceptual framework is based on various variables which are land use and land values, traffic
circulation, population change, employment, adequacy of the main terminus all those factor arise
as a result of the construction of the bypasses and highway development.
The study also seeks to understand how through spatial local effects of bypasses and the traffic
changes they produce and the related changes that occur in local urban development and its spatial
patterns, on housing location and commute patterns, and on shopping patterns in the immediately
affected communities. It also evaluated changes in safety, environmental quality, resident
satisfaction, and related quality of life concerns, and we will elucidate how market forces, local
politics, planning and zoning, and location-specific factors. This can be achieved by planning and
addressing the issues of the impact of the southern bypass on local traffic flow and movement in
kikuyu town. The main aim of the study is to see ways of improving the conditions of traffic flow
in the town in order to meet both current and future demands.
From the literature reviewed, certain principles and concepts for designing of sustainable
movement patterns emerged. The principles included: walkability, connectivity, mixed land use
and urban design, flexibility of the different modes of transport, sustainability as well as quality of
life. The concepts on the other hand included: well-designed streets and traffic flow pattern, land
use patterns, environmental sensitivity, well connected and economic thrive. Moreover, important
lessons were deduced from the case studies reviewed. These included: incorporation of a
participatory planning approach in any development process, as well as segregating vehicular
traffic from pedestrian traffic to ensure a safer environment and easier circulation around kikuyu
town.
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TRANSPORT
LAND USE
ACTIVITIES ACCESSIBILITY/
FLEXIBILITY
TRAVEL TIME
DISTANCE AND COST
TRIP DECISIONS
MODAL CHOICE
ROUTE CHOICE
LINK ROADS/
CONNECTIVITY
CAR OWNERSHIP
WALKABILITY TERMINAL FACILITIES
CAPACITY
TRANSPORT DEMAND
PLANNING AND
ZONING/ LOCATION
SPECIFIC FACTORS
Figure 4:Conceptual diagram
Source : Author 2015
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CHAPTER THREE:
BACKGROUND OF THE STUDY AREA.
3.1 Overview
The chapter places kikuyu town within its regional context and outlines the various regional
characteristics that define and influence the site. This takes into consideration the administrative
boundaries, the development and history of kikuyu, the geographical and the physical aspects such
as topography, slope analysis, geology, soil characteristic, hydrology drainage systems and the
climate of the surrounding. The chapter also looks into the transport system and how it has
developed over time in the town.
3.2 Physical location
3.2.1 National context
The newly constructed southern bypass Road is a key transportation corridor for goods and people
using public and private vehicles with national and even international clout in East Africa region.
It is an effective transport link between Mombasa road and Nairobi-Naivasha Highway.
Source: Adopted and modified from Kenya GIS data.
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3.2.2 County context
The southern bypass joins the Nairobi-Naivasha highway (A104) at junction called Gitaru which
is near Kikuyu town, Kiambu county. This makes kikuyu town accessible from both the highway
and the southern bypass bringing it closer to been termed as a Highway Town.
Source: Adopted and modified from Kenya GIS data.
3.3 Historical growth
3.3.1 Kikuyu town
Kikuyu town is one of the indigenous town in Kenya which grew as a result of the settlement of
the colonialist and missionaries and also majorly the presence of the railway station. The town is
named after kikuyu people which is the major ethnicity in the area. The area is well known for its
colonial history links for instance the Right Reverend Musa Gitau which is Swahili for Moses
Gitau. He was an African believer in democracy who led among the first Christian faithful during
colonial times. He lived and worked in the town as a reverend till the time of his death and in his
honor two schools and a Church were named after him.
Kikuyu town has a station on the Uganda Railway. The railway station reached the station in the
year 1899.During the British colonial era the town was known as Fort Smith named after a famous
officer Eric Smith in 1891 of IBEA– the Imperial British East African Company. In whose watch
it was strengthened. The IBEA Company had identified a place at the border between the Kikuyu
and Maasai tribes that was ideal for supplying the Uganda road with farm produce from Kikuyu
farmers and when it became imperative to protect caravans on the Uganda Road the place that was
first selected by Captain Lugard was abandoned for Dagoretti. From the early days of Swahili and
40 | P a g e
Arab traders, the fortified Village was a sort of supermarket. Caravans stopped over to trade with
the kikuyu near the Fort.
3.3.2 Southern bypass
The southern bypass is a 28.6 km road in Nairobi metropolitan region. It is a dual carriage way of
about 28.6 km and has extra slip roads of 8.5 km. it starts from the junction of Mombasa road
interchange and ends at Kabete – Limuru road in kikuyu town. The laying out of the southern
bypass in kikuyu happened around July, 2015.
3.4 Physiographic characteristics
3.4.1 Geology and soils
Kikuyu has shallow black cotton soils overlaid by volcanic rock. The soil type is typically dark-
brown to black, loamy and shallow inorganic. Below the soil layer is a sequence of rocky formation
and minor clay fractions mixed with silt.
3.4.2 Hydrology and drainage
With the bypass coming into kikuyu town some storm water drains were constructed along the
newly established roads and the bypass. Given the low permeability of the soil, significant surface
runoff is generated from the area under present conditions.
3.4.3 Climatic conditions
Kikuyu falls within a bi modal rainfall pattern climate trends where the long rains are experienced
between mid-march and may while the short rains occur between October and December. The
annual average precipitation is 1800mm while temperature in the area rise to a maximum of about
350 C and fall to a minimum of 120 C. there are two rainy seasons but the rainfall can be moderate.
3.4.4 Vegetation
The grass found in the area is small bushes that are covered by a vast land.
3.4.5 Temperature
The maximum temperatures are experienced between December and March. High temperatures
lead to reduction in the level of water in the dam and river within the reserve and sanctuary due to
high levels of evaporation. Maximum temperatures experienced in this area range from 21.4 ̊
during the month of August to 25.6 ̊ in March while maximum daily temperatures range between
11.6 to 15.0. Relative humidity ranges from a daily maximum of 88% in May to a daily minimum
of 36% in the month of April. Daily evaporation ranges from a minimum of 89mm in July to a
maximum of 191mm in March.
3.5 Population and Demographic characteristics
Kikuyu town has an urban population of about 10,000 while the surrounding area is a rural territory
brings the total population to about 125,402 (census 2009). In the recent past the population has
grown to over 160,000 people.
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3.6 Transport system
Road transportation
Just like many other towns in Kiambu County, road is the main mode of transport. Most of the
roads in Kikuyu Town are under construction being upgraded to bitumen standards.
Road Name Link Length
within the
planning
area
Surface
type
Condition ADT Volumes
(Both
directions)
NMT MT
Ondiri Road Dagoretti Road to
Ondiri via
Southern Bypass
7.3Km Road under
construction
- -
Nderi Road Kikuyu to Nderi 7Km paved
good - -
Posta Road By Pass to Kikuyu
Town.
0.9KM paved
fair 5,757 4,869
Market Road Posta Road to
Market
1Km Under
construction
- -
DEO Road Posta Road to
District Education
Officer Office
2Km gravel poor
-
Southern
Bypass
Section 1:
Waiyaki Way to
Bus Park.
1.3KM paved
good 7,157 6,544
Gitaru
Wangige
5.2km paved
poor - -
Adopted and modified from: ITEC engineering
Public Transport
Public transport is offered by Matatus, motorcycle taxis and taxis. Matatus route number 105 and
102. They ply the following roads:
Nairobi-Centre-Kikuyu (102)
Nairobi-Waiyaki Way-Kikuyu (105)
Nairobi-Waiyaki Way-Nderi
Private cars
They play all the main roads in Kikuyu Town although the majorities ply the Southern Bypass,
Dagoretti road, Posta road and Waiyaki Way. Parking is their biggest challenge as there are few
parking spaces available within the town.
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Parking
Kikuyu Town has widespread on-street parking more especially along Posta road which has 50
parking spaces. However, between 10.00am to 1.00pm the utilization percentage raises over 100%
with the highest being 130%. This is far beyond its capacity and insinuates cases of double parking
or even parking in undesignated areas. Parking fees is Ksh. 60/- per car per day.
Plate: 1 Parking areas in kikuyu town and terminus.
Rail transport
There is an existing rail network passing through Kikuyu Town. However, it is rarely used for
passenger transportation but rather for freight transportation.
The Nairobi Commuter Rail Development Master Plan proposes a commuter rail network which
will be developed within the existing railway corridors to provide commuter rail services between
Nairobi Railway Station and Kikuyu. If this is implemented, it will reduce traffic congestion along
its roads as most people will prefer using railway transport due to convenience and speed.
The Standard Gauge Railway- the Governments of Kenya, Uganda, Rwanda and South Sudan are
committed to providing high capacity cost effective railway transport within the Northern
Corridor. This will be achieved through the construction of the proposed Standard Gauge Railway
connecting Mombasa to Malaba (with a branch line to Kisumu) onward to Kampala, Kigali (with
branch line to Kasese) and Juba (with a branch line to Pakwach).
The Government of Kenya will develop Mombasa – Malaba/Kisumu section in two phases:
Phase 1 – Mombasa to Nairobi (construction has already commenced) and will pass
through Kikuyu Town
Phase 2 – Nairobi to Malaba and Kisumu
The Railway line will be developed for freight and passenger traffic. Each freight train will have
a capacity of 216 TEUs and will travel at an average speed of 80 kilometers per hour while each
passenger train will have a capacity of 960 passengers and will travel at an average speed of 120
kilometers per hour. This is expected to reduce traffic congestion from A109 and make
transportation faster and more efficient.
Parking areas
Source: Field survey 2016
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3.6 Communication
3.6.1Telephone and Mobile Phone Networks
There is presence of all mobile phone operators in Kikuyu including, Safaricom, Airtel, Orange,
Equitel and Yu. Signal reception of all the networks is best within the town while Safaricom signal
reception is poor in areas such as Gikambura and Kid Famaco. Mobile Banking is also used in the
area and this includes transfer of money via M pesa. There are many M pesa shops indicating the
high demand of mobile banking.
Plate: 2 Communication Booster in the kikuyu town
3.6.2 Television and radio transmission stations
Various national and local television and radio stations are broadcasted in the area. The move from
analogue to digital broad has already taken place in Nairobi and its environs hence digital boxes
from Zuku, DSTV, GOTv, Bamba TV and Star times are in use.
3.6.3 Print media
Newspapers read in the area include; Daily Nation, the Star, the Nairobian, Standard and the People
newspapers.
3.6.4 Internet
Internet use was evident by the numerous cybercafés and local internet service providers. There
are numerous cyber cafés and computer learning schools. Mobile internet is also widely used
especially among the youth and institutions such as University of Nairobi are using Wi-Fi.
The main internet service providers include: Zuku, Access Kenya, Safaricom, Airtel and Orange.
In addition, the fastest internet provider, optic fibre cable has been laid in all parts of the town.
3.6.5Postal service
The Kenya postal services are available in Kikuyu Town as there is a functioning Post office.
However, the facility is facing stiff competition from other alternative means of communication
such as use of mobile phones, internet, among others. Moreover, there are other parcels delivery
service providers such as Matatus Sacco, G4S among other private enterprises.
Communication
Booster
Source: Field Survey 2016
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3.7 Energy
3.7.1Energy consumption
The most commonly used sources of energy are listed in the table below:
Table 2:Energy Consumption
Source: Adopted and modified from ITEC report.
3.7.2Energy Supply
Electricity is supplied by Kenya Power and Lightening Company and approximately 90% of the
houses in the town are within the gridline and have been connected. Installation fee is quit high for
the poor households to afford (approximately Ksh. 40, 000 inclusive of the installation month’s
charges depending on one’s consumption rate.)
The KPLC power station (66/11KV) that services the Town is located within the neighborhood.
Many families that can’t afford electricity use paraffin for both lighting and cooking. It costs about
Ksh. 55 per liter.
3.8 Land values and land uses
3.8.1 Land values
The land values in kikuyu town and the environs shot up when the people heard the southern
bypass was being constructed. This is because of the prospects of an increased economic activities
due to the accessibility created by the bypass.
3.8.2 Land uses
3.8.2.1 Residential land use
The area is dominated by real estate development which are taking the residential occupation even
at the core of kikuyu town. The town has been rather attractive lately because of the serene nature
of the environment and the good accessibility provided by the southern bypass to the area from the
other side of Mombasa road.
Cooking Lighting
Gas Electricity
Charcoal Kerosene
Kerosene Solar Panels
Firewood
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3.8.2.2 Transport land use
The southern bypass has really increased the percentage of land that is occupied by road network
in kikuyu town. This is contributed by the fact that the bypass is a dual carriage and the various
interchanges that needed to be constructed in order to link the bypass with the local streets and
roads. This includes the foot bridge and overpasses.
Plate: 4 Transport Land Use
3.8.2.3 Industrial Land use.
Kikuyu has an Oil refinery located close to the Railway terminus although recently it has been
closed because of a fire accident that happened causing massive loses on the company.
Source: Field survey 2016 Source: Field Survey 2016
Foot Bridge Overpass
Residential Land use next to the Bypass
Source: Field Survey 2016
Plate: 3 Residential Units A round the Bypass
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3.8.2.4 Other land uses
The map show all the other land used, which include agricultural, public purpose, public utilities,
educational land use, as well as the recreational and the different proportions that they occupy in
kikuyu town.
Plate: 6 Land Use map
Source: Author 2016
Oil Refinery
Source: Field survey 2016
Plate: 5 Oil Refinery
47 | P a g e
3.9 Emerging issues
3.9.1Uncontrolled development
The town has been experience a lot of development especially in the informal sector where traders
just start their own trading places near the terminus and other places where there is a big
population.
Plate: 7 Uncontrolled Development
3.9.2Encroachment of agricultural land
From the time series spacial analysis it is evident that transportation and residential land uses have
encroached agricultural areas.
Plate: 8 Encroachment of the agricultural land
Agricultural land has been Encroached by both the transport network and the Increased
rental house construction.
Source: Field Survey 2016
The woman is opening a gate to a residential
homestead next to the retaining wall of the
southern Bypass. This is manifestation of
uncontrolled development in Kikuyu town.
Source: Field Survey 2016
Steep retaining
wall
Some parts of the bypass have already
been encroached and people are starting
to build car wash and other structures for
business activities.
Source: Field Survey 2016
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3.9.3Rapid population growth
There has been a population growth contributed by the easy accessibility of the township from
Mombasa road and up country on the Waiyaki way and Nakuru Nairobi highway. This can also be
seen by the over flowing number of pedestrians on the vehicle carriage ways. The rate of
construction on the housing sector has also gone high thus indicating the increased demand for
housing for the big population.
Plate: 9 Population Growth
Plate: 10 Residential Developments
Pedestrians
overflowing
on the
carriage
way.
Source: Field survey
2016
Residential developments both inside and in the outskirts of the town.
Mixed commercial come residential use is also seen on the second plate.
The area is also undergoing drainage construction along the main streets.
Source: Field Survey 2016
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3.9.4Road safety issues
Bypasses should be an increase the safety of the users by in the case of kikuyu town due to the
long distance to the foot bridge from the town the road user behavior has deteriorated. People
prefer to cross the bypass on the carriage way since of its proximity to their destinations.
Plate: 11 Road Safety behaviors
Women crossing the drainage to access the A man from the terminus walking across
Bus terminus bypass carrying a load.
Source: Field Survey 2016 Source: Field Survey 2016
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CHAPTER FOUR
STUDY FINDINGS
4.1Overview
This section articulated the results of the study, which had to be organized in accordance with the
study objectives. The findings will be in accordance to my objectives and will be giving answers
to the effect of the southern bypass on local traffic movement in kikuyu.
4.2Respondents characteristics
4.2.1Age characteristic
The categories of the respondents in my survey were vehicle operators, business people,
passengers and pedestrians. Most of them were in the age cohorts of 30-35 and 36-40. This means
that the majority is the working population in their normal day working activities. This also shows
that the dependency ratio of the town is relatively low.
Figure 5: Age Cohorts
Source: Author 2016
4.2.2Sex ratio
From the sample of the population that the research used there were more female responded that
the male. The female ranged at 58% while the male came to around 42%. This show that the bigger
population of the town is women. This can be attributed to the nature of economic activities in the
town which includes small retailing businesses.
0
10
20
30
20-25 26-30 31-35 36-40 41-45 46-50 51-55 56-60 61-65 66-70
12 14
26 24
105 4 3 2 0P
erce
nta
ge
Age cohorts
AGE COHORTS OF REPONDENTS
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Figure 6: Gender
Source: Author 2016
4.2.3Educational levels
Figure 7: Education Level
Source: Author 2016
As presented by chart above, more than half of the population have attained secondary education,
as 40% of the population has tertiary education, 58% of the population has attained secondary
education while only 2% of the population has attained primary level of education. This can be
attributed to kikuyu PCEA mission area and kikuyu town which has 9 secondary schools including
alliance girls and boys and 3 major tertiary institutions in the country among them The University
of Nairobi kikuyu campus.
4.2.4 Levels of Income
The sampled population shows that most of the people earn between 5000-10000 per month in
kikuyu town. this can be justified by the fact that it is relatively a rural town and high income
residents don’t operate in kikuyu rather they work in Nairobi and other places.
Male42%
Female58%
GENDER
2%
58%
40%
Highest Level of Education
Primary
Secondary
Tertiary
52 | P a g e
Figure 8: Income Levels
Source: Author 2016
4.3 Business types
Most of the businesses in kikuyu town are trading which takes 58% of the market while the
manufacturing takes 3 % of the market and service take 39%.
Figure 9: Business Types
Source: Author 2016
4.4 Land tenure
Most of the business owners have been rented to the land that they operate on. From the field
survey shows that 60% have been rented to while 40% own the land. This is quite a big number
owning the land but this can be attributed to the fact that kikuyu was an agricultural area where
people used to cultivate on their land. With the recent development this use is quickly changing to
more profitable ventures like real estate and commercial use.
<5000 5001-10000 10001-20000 above 30000
Percentage 20 35 25 20
0
5
10
15
20
25
30
35
40
Pe
rce
nta
ge
INCOME COHORTS
INCOME LEVELS
service 39%trade
58%
manufacturing3%
Business Type
service trade manufacturing
53 | P a g e
Figure 10: Land Tenure
Source: Author 2016
Most of the people who own land in the town claim to have purchased it. The inherited land is the
least. This means there is a lot of subdivision of land in order to sell it to others individuals not of
the same family.
Figure 11: Property Acquisition
Source: Author 2016
4.5Major Changes over time
In profiling the change of the changes that have occurred in the planning area I used google maps
which aided in the profiling of change in the area. Shows the different change in the transport land
use and other land uses in the town.
60%40%
Land tenure of business owners
Rented Own
0
20
40
60
80
purchased allocated Inherited others
Aquisition of property for business
54 | P a g e
Figure 12:Change over the Years
Source: Adopted and modified from google Earth Images.
Summary of the changes that have occurred:
The change in the location of the terminus.
The market was confined in one place for all vendors.
The overpass for the railway was adjusted to the standards of the bypass.
Demolishing of residential buildings to create more space for the wayleave.
Construction of an overpass for the pedestrian to access the lower side of the town.
4.6Traffic flow condition in kikuyu town.
The analysis of the different situation that were exiting in kikuyu was part of the methodology in
order to know the major changes that have taken place in kikuyu and the impacts that they have
had on the entire town. Assessing the change in traffic flow is one of the main issues that came up
with the construction of the southern bypass.
4.6.1 Traffic generation areas.
Most of the traffic from kikuyu is from major residential areas in the town and the public transport
sector which is growing daily in kikuyu town. Commercial establishments also have contributed
55 | P a g e
to the traffic volumes. Another cause of high traffic is the fact the bypass and the highway are just
adjacent to kikuyu. This creates stopover point for most of the highway bypass users.
4.6.2 Before and after the bypass
The figure below shows the traffic movement before and after the bypass was constructed in the
entire kikuyu from Gitaru junction to the gardens shopping centre where the main residential area
of kikuyu is located.
Figure 13: Traffic flow before the Bypass
Source: Author 2016
TRAFFIC FLOW
BEFORE BYPASS
The diagram illustrates the
traffic movement in kikuyu
town before the bypass was
constructed.
The terminus was accessed
from kikuyu road and the
entrances were both on kikuyu
road as demonstrated.
The lower and the upper side
of kikuyu had access through
the road near the terminus.
The terminus was centrally
placed could be accessed
people operating on the lower
part of the town and also the
upper part.
The terminus was not
adequate but it was bigger than
the current terminus but had
parking within the terminus.
BEFORE THE
BYPASS
N
N
Not to scale
56 | P a g e
Figure 14:Traffic Flow after the Bypass
TRAFFIC FLOW AFTER BYPASS
The traffic movement changed to
very long trips inside kikuyu for both
the pedestrians and motor vehicle
operators.
The legitimate way to access the bus
terminus from kikuyu road is up to
the bypass overpass then down
through post office road where the
terminus is to the right.
The access into kikuyu from the
bypass is direct and the junction
connects directly into the bypass
which creates a conflict and an
accident spot. This is because of the
different speeds of the vehicles on
the bypass and the motorist coming
from kikuyu.
The bus terminus and the bus park
are directly opposite each other. This
means that the PSV have to keep
moving in and out of the terminus to
the parking and others move out of
the parking to the boarding and
alighting slots in the terminus. The
movement creates traffic congestion
on post office road which is the main
access road from the highway and
from kikuyu road.
In addition to that the terminus
capacity is not enough, so congestion
from within the terminus overflows
on to post office road and passengers
start alighting on the carriage way.
AFTER THE
BYPASS
N
Not to scale
57 | P a g e
4.6.3Causes of traffic delays in kikuyu town
From the analysis of the different operators the mode that causes delays and traffic jams is the
private cars with a percentage of 35%. This can be attributed to the fact that the bypass has made
kikuyu town accessible even from the highway and also from the far felt effect of Mombasa road.
Then increased population has led to the increased number of PSV. The trend also show that lorries
cause traffic of about 20% in town this is because of the bypass. Kikuyu is developing as a highway
town so it serves as rest area for the lories coming from Mombasa road and also this other side of
the Nairobi-Naivasha highway.
Figure 15: Mode that lead to traffic congestion
Source: Author, Field survey, 2016.
4.6.4Journey times and speeds in kikuyu town
Majority of the trips taken by the vehicle operators take 2hrs. the vehicle operators claim this trips
take longer and they have reduced at the same time by 2 or 3 trips to some operators. Some of the
reasons they gave are:
Traffic delays caused by congestion around the town and in the terminus.
So many traffic calming measures like the bumps.
Increased PSV so one has to wait for long hours for their number.
58 | P a g e
Figure 16: Time taken for Trips
Source: Author 2016
4.6.5 Speeds using floating car
The data is analysis the speeds of vehicles at different points using the floating car method. One
was done on a weekday and another on a weekend. The data below was taken in the morning to
take the peak hours at 8:05 am om Wednesday. The map below shows the route followed by the
floating car.
Figure 17: Control points
Source: Adopted and modified from google images.
Time in
Hours.
Not to scale
59 | P a g e
The speeds test was done on the busiest roads in kikuyu and that is kikuyu road through the bypass
overpass into the post office road where the main terminus for kikuyu is all the way to the extreme
end of kikuyu where the garage is located and the residential area.
Figure 18: Floating Car data
WEEKDAY DATA
STATION NAME 8:05
DISTANCE
(M) Wed, January
06, 2016
gardens 0 0:00:00
Ondiri junction 323 0:01:15
railway overpass 337 0:02:09 first bump timber
place 387 0:03:03 second bump
carwash 320 0:04:01
start _overpass 310 0:05:09
end overpass 240 0:05:45
exit terminus 202 0:06:01
entrance terminus 136 0:06:09
bypass junction 100 0:06:23
equity bank 122 0:06:49
garage 198 0:07:20
residential area 123 0:07:50
TOTAL TRAVEL TIME 0:07:50 WEEKEND DATA
STATION NAME 11:00
DISTANCE
(M) Sat, January 09,
2016
gardens 0 0:00:00
Ondiri junction 323 0:01:01
railway overpass 337 0:01:34 first bump timber
place 387 0:02:11 second bump
carwash 320 0:02:36
start _overpass 310 0:04:11
end overpass 240 0:04:39
exit terminus 202 0:05:16
entrance terminus 136 0:06:06
bypass junction 100 0:06:38
equity bank 122 0:07:34
garage 198 0:07:48
residential area 123 0:08:16
TOTAL TRAVEL TIME 0:08:16
Source: Author 2016
60 | P a g e
Weekday Journey time
The table show the record of time and distance on which the data was collected in order to generate
the speed graph shown below.
Figure 19: Dagoretti kikuyu Time plot
Source: Author 2016
This data was collected on a weekday. The graph shows a fluctuation in speed near the first bump
and also at the entrance and exit of the bus terminus. This can be attributed to the fact that the two
locations have parking lots. The first one is the kikuyu self-ridges supermarket and several petrol
stations on the same drive way. The second location has the bus park and the main terminus
opposite the bus park. This can be the contribution to the reduced speeds at those points.
0.0
1.3
2.2
3.1
4.0
5.2
5.86.0 6.2
6.46.8
7.3
0.0
1.0
2.0
3.0
4.0
5.0
6.0
7.0
8.0
0 1 1 2 2 3 3
CU
M T
RA
VEL
TIM
E (m
ins)
DISTANCE (m)
Dagoretti to Kikuyu TRAVEL TIME PLOT
TO KIKUYU
GA
RD
ENS ON
DIR
EJU
CTI
ON
STA
RT
OF
OV
ERP
ASS
RA
ILW
AY
OV
ERP
ASS
FIR
STB
UM
P T
IMB
ER
PLA
CE
T5
SEC
ON
D B
UM
P C
AR
W
ASH
END
OF
OV
ERP
ASS
EXIT
OF
TER
MIN
US
ENTR
AN
CE
OF
OV
ERP
ASS
BYP
ASS
JUC
TIO
NEQ
IUTY
GA
RA
GE
61 | P a g e
Weekend Journey Time
Figure 20: Kikuyu Dagoretti
Source: Author 2016
On weekends the data is relatively different the speeds seem to reduce at the overpass and the
Selfridges supermarket. The only explanation for the delays near the supermarket on a weekend is
that people are doing shopping and there is a lot of parking and movement in and out of the parking
area. The delays at the overpass also can be explained by the fact that it is the interchange between
the post office road and kikuyu road creating high intersection volumes. There are vehicles coming
from the bypass into kikuyu others from the residential area through kikuyu road and others from
kikuyu going to kid famaco which is the middle class residential area in kikuyu town.
4.6.6 Traffic volumes of different roads
Traffic volumes of all the feeder roads from the bypass into kikuyu town. the data is adopted from
traffic counts that were done by ITEC Engineers around May 2015 as the bypass was been
constructed.
0.0
1.0
1.6
2.22.6
4.2
4.7
5.3
6.1
6.6
7.67.8
0.0
1.0
2.0
3.0
4.0
5.0
6.0
7.0
8.0
9.0
0 1 1 2 2 3 3
CU
M T
RA
VEL
TIM
E (m
ins)
DISTANCE (m)
Kikuyu to Dagoretti TRAVEL TIME PLOT
TO KIKUYU
GA
RD
ENS O
ND
IRE
JUC
TIO
N
STA
RT
OF
OV
ERP
ASS
RA
ILW
AY
OV
ERP
ASS FI
RST
BU
MP
TIM
BER
P
LAC
E
T5
SEC
ON
D B
UM
P C
AR
WA
SH
END
OF
OV
ERP
ASS
EXIT
OF
TER
MIN
US
ENTR
AN
CE
OF
OV
ERP
ASS
BYP
ASS
JUC
TIO
N EQIU
TY
GA
RA
GE
62 | P a g e
Figure 21:Traffic volumes on kikuyu road
Source: Adopted and modified from (ITEC Engineers 2015)
Figure 22: traffic volumes on kikuyu road
Source: Adopted and modified from (ITEC Engineers 2015)
0.00
50.00
100.00
150.00
200.00
250.00
300.00
350.00
400.00
450.00
7:00 AM 8:00 AM 9:00 AM 10:00AM
11:00AM
12:00PM
1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM
Veh
icle
Vo
lum
es
Traffic Volumes on Kikuyu road
Kikuyu- Dagoretti Dagoretti-Kikuyu
0
100
200
300
400
500
600
7:00 AM 8:00 AM 9:00 AM 10:00AM
11:00AM
12:00PM
1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM
Veh
icle
vo
lum
es
Post Office Road Volumes
Gitaru-Kikuyu Kikuyu-Gitaru
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Figure 23: traffic volumes on kikuyu junction
Source: Adopted and modified from (ITEC Engineers 2015)
Figure 24: Traffic volumes on Ondiri road
Source: Adopted and modified from (ITEC Engineers 2015)
0
100
200
300
400
500
600
7:00 AM 8:00 AM 9:00 AM 10:00AM
11:00AM
12:00PM
1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM
Veh
icle
vo
lum
es
Kikuyu Junction to Bypass
Bypass-Kikuyu Kikuyu- Bypass
0
50
100
150
200
250
300
350
400
7:00 AM 8:00 AM 9:00 AM 10:00AM
11:00AM
12:00PM
1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM
Veh
icle
Vo
lum
es
Ondire Road Volumes
ondire- kikuyu kikuyu- ondire
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All the four bar graphs show the traffic volumes on the roads feeding Kikuyu town. The analysis
shows that traffic volumes are high around mid-morning as from 9AM to 11AM and the other
peak is experienced as from 4PM to 5PM. At this two peaks traffic delays and congestion is
experienced in kikuyu town and it makes movement difficult in the town.
4.6.7 Modal split in Kikuyu town
The freight in kikuyu is contributed to by the southern bypass which carries traffic from Waiyaki
way into kikuyu and Mombasa road. The cars occupy the highest percentage of 70% of the split
on the southern bypass – kikuyu transport network. Then the PSV take the second place with the
minibuses having 16%. A point to note is that the motorbikes have really increased in numbers
and there is a projected increase in future from the 7 % that they take as at last year May.
Figure 25: Modal Split
Source: Adopted and modified from (ITEC Engineers 2015)
4.6.8 ADT in and out of kikuyu town
The graph shows the average daily traffic in and out of kikuyu. The southbound (SB) is a
combination of traffic from Waiyaki way, upcountry and Gitaru moving into kikuyu town while
the Northbound (NB) is the traffic from Dagoretti Gikambura, Karen and Mombasa road through
the southern bypass.
Two Wheeler
7%
Three Wheeler
0%
CARS70%
MINIBUSES16%
Buses1%
All Trucks6%
Modal Split along Southern Bypass-
Kikuyu
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Figure 26: Data Collection points
Source: Adopted and modified from google maps.
Figure 27:Total traffic in and out of Kikuyu town.
Source: Adopted and modified from (ITEC Engineers 2015)
S1 S2 S3 S4
NorthBound 2025 2865 2972 3576
SouthBound 2734 3341 3826 3816
2025
2865 2972
3576
2734
3341
3826 3816
0
500
1000
1500
2000
2500
3000
3500
4000
4500
Traf
fic
volu
mes
TOTAL TRAFFIC VOLUMES
NorthBound
SouthBound
Not to scale
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4.7Accidents before and after the bypass
The rate of number of accidents in vehicles has generally decreased as per the different users and
the police department since all the roads have been fitted with traffic calming measures like bumps
and speed limit signs. However, accidents more accidents have been registered involving
motorbikes on the bypass. This is because of the high speed vehicles which collide with the motor
bikes as they move in and out of the town into the bypass.
4.8Community perception on traffic safety
Majority of the respondent (80%) perceived the bypass to be safe since there is a foot bridge
located on the position of the previous bus terminus. At the same time around 20 percent complain
that the walking distance from the terminus to the south east side of the bypass is long so they
prefer not to use the foot bridge.
Plate: 12 Road safety
4.9 Impact on retail businesses
The impact the bypass on retail businesses in kikuyu can be analyzed depending on the nature of
business and the location of the business in kikuyu town. Before the bypass the main terminus was
around kikuyu road where most of the retail businesses were located. Those who had established
their businesses in permanent premises had difficult in moving to new premises in the new location
of the terminus. These affected those who had businesses of the lower part of the bypass. The
bypass separated completely the easy access of human population on this part of the bypass. Those
who had semi-permanent retail shops moved easily to the new terminus and secured position with
the authorities. The businesses on the upper part of the bypass however have grown rapidly. The
business with the highest earning are the boutiques, business around the new terminus especially
general shops and fruit vendors. 10% of the small operators earn less than 500 shillings a week.
This include the hawkers who operate against the local authority and some shoe shine service men.
More than 70% earn more than 5000 shillings a week. This includes those that have acquired
premises and established their business well.
Bollads for safety Guard rail in kikuyu town
Source: Field survey 2016 Source: Field survey 2016
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Plate: 13 Both sides of Kikuyu
Plate: 14 Market area
0
10
20
30
40
<500 5001-1000 1001-5000 above10000
Informal business weekly earnings
Confined Market place
Source: Field survey 2016
The lower side pf kikuyu The upper side of kikuyu
Source: Field Survey Source: Field Survey
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There is uncontrolled
development next the bypass
Residential developments next to
the bypass poses great risk.
Parking around the terminus is
not adequate so matatus end up
parking on the main road.
Traffic Congestion creaated on
the main road as PSV leave and
enter the terminus
Traffic congestion from inside
the terminus overflowing on to
the carrriage way. Causes
delays all the way on post
office road.
Passenger alighting on the
carriage way due to the
congestion inside the terminus.
Plate: 15 Problem map for kikuyu
PROBLEM MAP FOR KIKUYU
KIKUYU
TOWN
TOW
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4.10 Emerging issues
The post office road has the highest population of the public vehicle operators,
pedestrians and private vehicle operators and at the same time the main terminus is
location, this makes the area congested naturally due to the various activities on the
carriageway.
There is population pressure growing on the kikuyu environs creating a very high
demand for transport facilities, which have limited capacity even with the projected
population.
The lack of centrality of the main terminus creates a big gap on the development of the
lower side of kikuyu town.
Atmospheric pollution: The transport sector is a major user of non-renewable fossil fuels
and the highest source of greenhouse gas emissions. Other emissions include lead, carbon
monoxide and other oxides, which are all detrimental to health and therefore quality of
life.
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CHAPTER FIVE
PLANNING IMPLICATION
5.1 overview
The purpose of the chapter is study traffic conditions in kikuyu town and investigate the changes
that have occurred after the bypass came into kikuyu and the planning consequences of the events
with a view to propose the appropriate measures to the problems.
5.2 The major problems identified.
The most prevalent issues as inferred from the finding:
Lack of an integrated national and local transport policy.
The southern bypass forms part of the regional transport developments strategies. The main aim
is to ease traffic congestion in the CBD Nairobi from the traffic coming from Mombasa road and
Nakuru. Following the literature review of the background of the area and the previous plans, the
southern bypass was not well planned for as it approaches kikuyu town. The absence of plan to
control the effect of the bypass on kikuyu Town has caused the splitting of the town into parts
and also land use patterns that are not favorable to the movement of people and goods. There is
therefore no well-planned both human and vehicular traffic coordination between the lower and
the upper kikuyu town. The 1973 plan of kikuyu town did not provide for the southern bypass
therefore no particular attention was paid to ensure there would be an effective integration of the
local transport network and the bypass. Therefore, the trip distances in the town have increased
and traffic movement patterns have become undesirable as people try to access the lower part of
the kikuyu town.
High urbanization rate
The rate of urbanization in kikuyu town has gone high. As a result, there has been a high growth
and expansion of the town. Kikuyu town is largely under residential use and in the recent past the
population has been increasing because of the increased human activities and the accessibility
that the southern bypass provides. The commercial activities are moving toward Nairobi Nakuru
highway. The high population has created a high demand for public transport and this has in turn
increased the traffic volumes for both the private and the public vehicle operators. The existing
transport facilities are not adequate to serve the projected population in the near future and at the
same time it already evident that traffic delays are been experienced in the town due to the
capacity of the transport facilities like the terminus and the access roads.
Insufficient terminus facility for boarding and alighting.
The current terminus capacity is not enough to accommodate the all the transport routes Matatus
and minibuses and buses. Therefore, the boarding and alighting bays are always congested and
the as Matatus from all the routes use one alighting channel in the terminus which is not enough.
Matatus end use queueing to get into the terminus. This causes traffic to stretch all the way to
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post office road which is the same service road that provides accessibility into kikuyu town. This
affects the through traffic on the post office road creating traffic delays on the road.
Separation of the parking and the bus terminus.
The split up of the current bus terminus and the bus park has resulted to a serious conflict on post
office road as Matatus and minibus move from the terminus into the parking and back when
there turn comes for picking passengers. This creates a flow problem on post office road and the
traffic stretches as far as kikuyu road in some instances. This division is not functional and with
time it has become worse with a lot of inconvenience to other road users.
Inefficient flow patterns for vehicle and pedestrians
The southern bypass has caused change o the movement patterns in kikuyu town for both the
pedestrians and vehicle operators. The traffic movement pattern changed from a centered to one
sided when the terminus was shifted to post office road. Since the terminus is located at the edge
of the town the general trips in kikuyu town must start and end at that edge of the town. The lack
of centrality has increased the distance of the trips made in kikuyu town. In this case the flow of
vehicular traffic changed since matatu operators have to drive to the overpass and come back to
the terminus through post office road. The pedestrians also have to walk from the terminus to the
different destinations in kikuyu town from one side of the town.
Accessibility hardship of different activities and services.
The bypass divided the town into two parts and the link between the upper and the lower kikuyu
within the town is the foot bridge which is at the previous location of the old terminus. The
accessibility of the lower kikuyu was tampered with because the new terminus is far. The
walking distance for both the pedestrians and the vehicle operators has increased. On average
speed of a person 1 m/s it would take them 20 mins to get to the lower kikuyu through the
footbridge. For vehicle operator they would have to drive and exit kikuyu town through post
office road and the n back through kikuyu road to access the lower part of kikuyu.
Insufficient parking space for private and public operators.
The parking facility for the Matatus and the taxi is inadequate. In most cases some of the
operator’s park on the road side of the post office road and others on the available space in the
terminus side which in most cases end up causing conflict as the big buses are unable to exit the
terminus because of the limited exit space to maneuver or turn space for the vehicles. This
causes congestion and on-street parking around the terminus.
Fluctuations and hiking of fare rate between off peeks and peak hours.
This issue is a component of the increased public transport demand and the supply in kikuyu
town. Some of the passengers interviewed complained of the fare fluctuations during off-peak
and the hikes during peak hours. This logically was because the operators are many and they
have to make money during peak hours to compensate for the undercharge that was there during
off peak hours. The supply of public transport at this time is very high with the aim of making
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more money. This in turn causes congestion in kikuyu town and thus causing a lot of delays.
This is simply explained by the fact that many of the operator want to work when its peak hours
since the rates are higher so as a result causes oversupply and in turn traffic congestion.
Limited road capacity
The capacity of post office road is inadequate because of the traffic delays caused by the shared
lanes of the Matatus which are accessing the kikuyu terminus and at the same time serves the
vehicle moving into kikuyu town. On the opposite side of the terminus is the bus parking lot.
This is another conflict point which causes congestion as vehicles get into the parking lot and
out. The capacity of post office road is not enough to accommodate the through traffic and the
traffic getting into the terminus and the parking lot. The road also lacks shoulders to
accommodate other road users and at the same time there is no provision for pedestrian and
cyclists and other NMT modes.
Encroachment of the road reserve by informal business activities.
This is in regard to the different zoning regulations that have been put in place to guard the land
uses in the town. There is a lot of pressure on the road reserves and the road reserves have slowly
been encroached by traders and other business operators. The newly designated bypass road
reserve has already been encroached and people are trading and have already constructed semi-
permanent structure like car washes and small vending shops. This has contributed to the
ineffective traffic flow in the town and around the bus terminus.
Lack of safety measures to the roads and southern bypass.
There is a lot of crossing by pedestrians on the bypass especially near the terminus. This poses a
great risk of accidents as vehicles on the bypass are at high speed. These user behaviors are
contributed by the long distance to the foot bridge. There is no provision of zebra crossing in the
town to reduce the risk of such accidents.
Poor transport management services.
The authorities responsible for managing transport activities are not well designated in kikuyu
town. There is no clear responsibility on who is in charge in managing the traffic movements and
handling the unacceptable road behaviors by some of the vehicle operators. The traffic police are
rarely on site to control the boarding and alighting points in the terminus. There are no well-
established structures in the sub county to manage the transport services in the town as well as
planning for the same services. This includes serious fines on the traffic offenders or anyone who
contributes to traffic on post office road due to ignorance.
5.3 Causes and effect of the problem issues
A Cause-and-Effect Diagram is a tool that helps identify, sort, and display possible causes of a
specific problem or quality characteristic.
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Figure 28: Cause Effect
Source: Author 2016
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5.4 The planning implication of the problem issues.
Table 3: Planning Implication
Emerging issues Planning Implication
Encroachment of reserves by
informal business activities.
Planning should spearhead the built environment thus the existing
policies on land use and zoning should be enforced to ensure there is
there is no encroachment of the different reserves by informal
settlements.
Encroachment of agricultural
land
As well-known Kiambu county is a hub for agricultural production. In
order to ensure sustainability and food security planning need to
control the encroachment of such zones.
This translates to planning for all land uses to ensure sustainable
agricultural production.
This calls for integration of land use to ensure accessibility and
minimize encroachment of land uses such agriculture which are
essential for food security.
Rapid population growth
Urbanization is taking a new turn in kikuyu town with the improved
transport system and the bypass which has made the town open to
other areas.
Planning for all land uses must take into account the development
demands initiated by the rates of urbanization.
Constant analysis of urbanization trends is necessary so that
development plans are amended in a way adequate enough to ensure
supply of facilities/infrastructure that meets the pertinent demands.
Road safety and security issues This issue had come I with the distance people have to walk in order
to access the lower part of the town i.e. on the other side of the bypass.
Poor management and regulatory
mechanism of public transport
Oversupply of the PSV – planning policies should be put in place to
ensure the public transport and the services there all are well managed.
This includes provision of facilities that enable the system to operate
efficiently.
Encroachment of road reserve by
informal businesses.
When the building exceeds the building lines due to the pressure then
provision for transportation land.
Poor Integration of Local
transport plan into National plans
The national transport planning policies have missed out in the
integration of the national trunk system with the local transport plans.
This has to conflicts on the transport facilities in the local area and
also provision of the same facilities to match the standards and the
new capacity.
Source: Author 2016
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5.5 Proposed alternatives Development scenarios
The alternative approaches in the improvement of the traffic situation in kikuyu town include:
Alternative 1: Expansion of the current bus park and terminus.
In this scenario, the terminus will be expanded to cover more space on the upper part of the
terminus where the kikuyu country resort is located. This space is not fully exploited as a
recreation area since the terminus was moved close to it. It has become open to the public so
people prefer other places. The expansion will help create more space for the parking of buses,
Matatus and taxis which create delay as they move across the road from the parking into the
terminus. This would include changing the exit and the entrance of the terminus so that the flow
is not direct to the feeder roads. This will reduce the conflict created as buses and Matatus move
in and out of the terminus.
Advantages
The extension would be more flexible since is just next to the current terminus.
There will be reduced cross movement on post office road by the public transport
vehicles thus reducing traffic conflict.
The operation of the terminus will be contained in the same location reducing stretching
of the traffic onto post office road.
Disadvantages
Acquisition of land will be required to create more space for the expansion of the
terminus.
The surrounding of the terminus is highly developed with big structures which makes it
even harder to acquire such developments.
The resort form part of the most important recreational grounds for the town this creates a
strain of changing the recreational use to transportation land use.
Displacement of the residents, for the expansion will physically and psychologically
disorient their daily activities.
It will lead to obliteration of natural environmental elements (soils and vegetation) to
accommodate the new activities of the terminus.
It will take longer in resettling the displaced and demolition of the buildings before the
beginning of restoration process.
Alternative 2: Establishing an additional bus park and terminus on kikuyu road.
The development of an additional bus terminus on kikuyu road which forms part of the lower
kikuyu is a scenario that can open up the development potential of the whole town in principle.
The bus terminus will integrate the all the essential of a terminus providing all the facilities
required in a terminus. This will include waiting areas, booking offices, restaurants, filling station
and boarding and alighting spaces. The terminus will serve the population that accesses kikuyu
from kikuyu road and reduce unnecessary movement of public transport vehicles in the town.
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Advantages
Creates a basis for economic growth of the lower kikuyu as more population will be
operating on kikuyu road.
It is possible to establish an integrated bus terminus that combines the bus terminus and
the parking areas with and other important terminus facilities.
Reduce the unnecessary movement of public transport vehicle to the incapacitated post
office road.
The terminus creates accommodation for different terminus facilities that are essential for
the operation of a terminus.
The terminus will reduce traffic congestion on post office road which serves as the main
access road into kikuyu from the highway and from kikuyu road.
The terminus will serve all the uses and vehicle operators on the lower part of kikuyu which
forms the biggest part of the residential establishment in the town.
It creates an open up for economic development of the lower part of the town which had
been segregated by the split created by the southern bypass.
Connectivity will be established between the two terminuses to create an integrated system
that can be able to serve both sides of kikuyu town.
Disadvantages
At the moment the current location of the terminus violates the rule of centrality of a
terminus. Building from the theory that kikuyu town is expanding toward the Nairobi
Naivasha highway the proposed site on the lower side will be the ideal position for the
town in future.
There will some displacement of the semi structure on the development site to create space
for the development of the terminus. On one side the land is privately owned this would
need to be acquired for public use.
The terminus will be next to the railway reserve which can pose great danger of
encroachment on the reserve.
Alternative 3. Construction of a ring road to ease the traffic within kikuyu
A ring road would help kikuyu in two ways. The first one is that it would allow the traffic in the
town to be there on purpose thus reducing the vehicle traffic in the town. Secondly it would create
a situation where the town is at the centre thus all activities are done within the ring then exits
Advantages
It will reduce traffic in the main roads as it reduces junctions on the different access roads.
Enhance safety on the roads because of the reduced junctions.
Environmental sustainability is fostered as vehicles do not delay on traffic producing less
toxin to the environment.
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Disadvantage
Ring road lead to development outside the urban core thus encroachment of the
agricultural land.
Requires very high capital investment for such an infrastructure.
Displacement of the residents since the development requires a lot of land.
It requires a lot of private sector acceptance for such a development to be functional in a
town like kikuyu.
The preferred alternative scenario: Establishing an additional bus park and terminus on
kikuyu road.
Following the discussion above and the different alternatives evaluated, establishment of another
bus terminus on the lower side of kikuyu would be the most suitable option for the area. This will
be the best option since it would be offering kikuyu a balance development on both side and at the
same time reduce traffic congestion of post office road. The terminus would serve the population
that does their activities on the lower side well since they would not have to walk back through the
overpass to access the lower side of kikuyu.
It is also advisable to accompany the alternative with policy interventions to ensure that the laws
of traffic are not violated. For instance, the option of establishing a new terminus on the lower side
would have to involve different interventions to ensure there is set and organized rule on the
different users of the terminus. The location is based on the principles of an effective transport
system which are safety, reliability, effectiveness, efficiency, affordability, integration, improved
levels of accessibility and mobility, better quality of life, support for economic and social uplift,
economic and environmental sustainability.
5.6 Planning policy Recommendations.
The characteristics of well-functioning transport system in an urban setting:
Designed and organized for efficient, convenient, and expeditious movement of goods and
people with a high degree of user access.
Extensive and ubiquitous i.e. having a vast amount of physical infrastructure and assets,
Can adequately accommodate traffic on the peak hours.
Well-coordinated land use patterns that allow accessibility and integration of other land
uses.
High levels of safety and security.
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5.7 Recommendation on the issues.
In order to achieve the features stated above with the view of a good transport system, the following
are recommended:
Short term recommendations.
This included the immediate measures that could be taken to address traffic issues in kikuyu
town.
1. Recovery of the encroached road reserves in order to restore the land that is used for
transportation and ensure there is adequate space for movement in the town.
2. Establishing a clear and coordinated institutional structure. Establishing a good public
transport management system like traffic lights and zebra crossings to control the road
user behaviors manifesting among the different users of the transport system.
3. The authorities should provide for the safe use of the streets and the southern bypass
especially near the bus terminus by having a zebra crossing or traffic calming measures
on the bypass.
4. Restoring order among the different traders and street vendors especially around the
terminus so that they don’t use the space existing road shoulders where the pedestrians
and other Non-motorized mode use.
5. Promote private public participation on every development so that the decision made are
favorable and do not marginalize some of the member of the society.
6. Encouraging land use and transportation planning will involve encouraging planning that
will ensure that transport facilities provided have the capacity to carry the traffic in the
town.
7. Stakeholder participation at all levels of decision making which string emphasis on the
public private and community participation in the planning.
Long term recommendations
1. Establishing a new bus park and terminus in the lower kikuyu town section.
Establishing a new terminus on the lower side of kikuyu is a scenario that will reduce
unnecessary movement of all modes of transport to upper side of kikuyu. This create a scenario
where public transport operating on the lower side will not have to stretch traffic to the upper
side through kikuyu road and post office road. This will also create a base for development of
the lower side of the town since some population will have shifted to the lower part thus
providing a customer base for the businesses that had been established on the lower side. This
organization would create a system that ensure that one side of the town is not dead and remains
economically vibrant. The main issues that will be solves by this recommendation is increasing
the capacity of the terminus facilities in kikuyu town and at the same time reduce unnecessary
vehicular movement in the town.
2. Expansion of the current bus park and terminus
In this scenario, the terminus will be expanded to cover more space on the upper part of the
terminus where the kikuyu country resort is located. This space is not fully exploited as a
recreation area since the terminus was moved close to it. It has become open to the public so
people prefer other places. The expansion will help create more space for the parking of buses,
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Matatus and taxis which create delay as they move across the road from the parking into the
terminus.
This would include changing the exit and the entrance of the terminus so that the flow is not
direct to the feeder roads. This will reduce the conflict created as buses and Matatus move in and
out of the terminus.
3. Construction of a ring road to ease the traffic within kikuyu town.
A ring road would help kikuyu in two ways. The first one is that it would allow the traffic in the
town to be there on purpose thus reducing the vehicle traffic in the town. Secondly it would
create a situation where the town is at the center thus all activities are done within the ring then
exits.
4. Making post office road a dual carriage way
This creates more space for the vehicles that are moving in and out of the terminus and at the
same time allow the through traffic to keep flowing without causing traffic delays on the same
lane. On the opposite side the bus park is served as well giving the vehicles on the parking lot
space to maneuver easily as they get into the parking without causing delays on the oncoming
traffic.
5. Re-establishing the Railway as an alternative mode of transport
This scenario would create a situation where many users have options on the mode of transport
depending on their destination in town. This will reduce the over dependence on one mode of
transport for the residents of kikuyu and its environs. In this case the only mode of transport would
not be the buses and Matatus in the town. Upgrading the bus terminus in this case would be
installing a good passenger boarding areas in the railway terminus facility. This will reduce traffic
as the all the Matatus on the road transport would be unnecessary for those getting into the Nairobi
CBD. Establishing the railway terminus would also create a basis for having a diverse the transport
system in the town considering the rate of urbanization the town is experiencing.
5.8 The short and medium term Action programmes for the recommendations
Table 4: short term and long term recommendations
Action programmes Short term Long term
Recovery of the encroached road reserves
Establishing a clear and coordinated institutional structure.
Provision of safe streets use measures
Restoring order on the business activities locations
Public private participation to be advocated in development
New bus terminus on kikuyu road
Expansion of the current terminus
Making post office a dual carriage way
Re-establishing of the railway mode of transport
Source: Author 2016
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CHAPTER SIX
SUMMARY AND CONCLUSION
6.1 Overview
This was in response to the three objective of this study i.e. ‘to propose general and land use
planning oriented solutions to the traffic flow problems and the effects of the southern bypass
included a summarized version of the study findings and the proposals that were found appropriate
to respond to the identified problems. It also gives final conclusions and suggestions for research.
6.2 Emerging planning issues
from the findings certain critical issues emerge. Some of the issues include:
1. The bypass was not well planned for especially because it killed part of the kikuyu town
and left it without provision for good accessibility and movement for both the vehicular
and pedestrians use.
2. Public private partnership in planning- to address the transport problem in kikuyu town
committed efforts on both sides need to be established in order to bring order as far as the
movement pattern in the town are concerned.
3. Environmental concerns: the bypass will have negative effect on both the pollution by the
exhaust gasses to the kikuyu environment and at the same time noise since kikuyu is
majorly a residential area.
4. The wayleaves for the transport system have been encroaches to a point where the
shoulders have left no space for the road users and pedestrian use. This has created a lot of
disorder especially on peak hours around the terminus.
6.3 Benefits of the research
The main reason for the research was to try and conceptualize the adverse effects that national
roads have on the small towns and communities if not well planned to integrate the various aspects
that affect transportation systems of land use, accessibility, safety and urbanization trends. It thus
gave a basis of analyzing the occurrence of certain issues in such towns and communities and
understanding the nature and the forces behind them.
While the literature reviewed for this study makes it clear that bypass impacts at a regional scale
are positive to various extends since there is improved accessibility, safety, reduced traffic,
reduced air and noise pollution and new developments crop up along the highway bypasses. At the
same time this creates a point where the developments start generating their own traffic which
requires planning in order to ensure safe and flexible movements in the system.
Therefore, having understood that carefully laid down strategies should be put in place to ensure
such phenomenon are well planned for through integration of the needs of the small communities
and the needs of the region. This ensure there is harmony in the development process and some
aspects do not benefit while others suffer from the same developments. This creates a win-win
situation for all the stakeholders affected by the developments.
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6.4 Response to the Study objectives
Objective 1: To establish the changes that have occurred in Kikuyu town following the
construction of the southern Bypass road.
The main changes that have occurred in kikuyu town are as follows:
The shifting of the bus terminus to the upper part of kikuyu.
Traffic flow patterns and movements in kikuyu.
The land use patterns in the town.
Consolidation of the open air market.
Objective 2: To examine the traffic flow problems and conditions in Kikuyu Town.
Most of the traffic jams in kikuyu town are experienced on weekdays and on some hours of
weekends. Congestion happens around mid-day from 9-11 AM and in the evening from 4-5 PM
on weekdays and on weekends based on the respondents traffic congestion happens at noon.
It was also noted congestion is mainly at the main terminus and the overpass where there is a traffic
intersection and two virtual round about.
Objective 3: To propose integrated traffic flow and land use strategies to mitigate the negative
effects.
The recommendations were as follows:
Expansion of the current bus park and terminus
Establishing an additional bus park and terminus in the lower kikuyu.
Construction of a ring road to ease the traffic within kikuyu
Upgrading of the Railway as alternative mode of transport
6.5 Development scenarios
Establishing an additional bus park and terminus in the lower kikuyu.
Expansion of the current bus park and terminus
Construction of a ring road to ease the traffic within kikuyu
Upgrading of the Railway as alternative mode of transport
6.6 Conclusion
In conclusion the study does not necessarily contradict the conventional wisdom and knowledge
about bypasses but does provide a more solid basis for the assumptions that are commonly made.
The impacts differ according to community features, including size, location, and industry base.
While identifying important factors, the literature is inconclusive about the expected overall impact
of bypass construction, particular for very small communities.
The studies reviewed in this project suggest that, for the most part, bypasses seem to have favorable
impact on rural communities and small urban areas. Interviews and surveys of residents and
82 | P a g e
businesses indicate that bypasses increase development potential along the fringe areas served by
the new route, and at the same time relieve congestion, safety hazards, and other undesirable
conditions in the central areas from which traffic is diverted from but creates another new issue on
the newer route that is constructed.
Finally, this study has pointed out clearly the mismatch between the national and the regional
planning policies for the transport development activities. The national policies have not
completely integrated the local situations that arise in the development of the transport system.
Therefore, policies should offer the best solutions and concrete on the developments related to
transport and the impacts that they pose to small towns.
6.6 Areas for Further Research
In light of this study and the various attempts to explain the impacts of the southern bypass on
local traffic flow in kikuyu, I would propose further research on kikuyu growth and development
as a Highway-Bypass town. this would involve the consideration of development of rest areas and
more parking areas for trucks and other facilities that would be essential for a highway town.
Moreover, the Kenyan polies makers should ensure that good research has been done to show the
wholesome impact of a highway construction to the entire stretch of the metropolitan area not only
the CBD where it relieves traffic.
83 | P a g e
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87 | P a g e
APPENDICES
UNIVERSITY OF NAIROBI
SCHOOOL OF THE BUILT ENVIRONMENT
DEPARTMENT OF URBAN AND REGIONAL PLANNING
A RESEARCH ON THE EFFECTS OF THE SOUTHERN BYPASS ON THE LOCAL TRAFFIC FLOW IN
KIKUYU TOWN
BUSINESS OWNERS QUESTIONNAIRE
Information given is confidential, will be treated with ultimate confidentiality and used for
the purpose of academic research only.
Name of Respondent (Optional)………………………………………………………………
Name of Interviewer………………………… Place of interview…………………………...
Time of interview……………………………. Date…………………………………………
2. Age…………………………………… sex a. Male b. Female
3. Business type: a. Trade b. manufacturing c. Services d. Others
4. Educational level a. primary b. secondary c. Tertiary d. Others
5. Where do you live?
6. Why did you decide to set up the business in the current location?
7. How long has the business been in the current location?
8. Does the business person own the land in which they are operating? A. Yes B No
9. If yes how did they acquire the land?
a. purchased b. inheritance c. Allocation d. others
10. what ownership documents does the business owner have?
a. title b. leasehold c. temporary occupation license d. allotment letter
11. Do you have a business permit? A. yes B. No
12. If YES how much do you pay for the permit?
13. If yes, how much did you pay for the permit (Ksh)
14. How much do you earn before and after the bypass was constructed?
a. per month b. per week c. per day
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15. In your opinion how has the bypass affected the traffic flow conditions in the town?
16. Where do you purchase your goods from?
a. kikuyu town b. within Nairobi c. others
17. Have there been plans prepared for a market place?
18. If given a choice, would you change your business location?
19. If yes, which place would you like it to be relocated to?
20. Which market facilities would you prefer?
UNIVERSITY OF NAIROBI
SCHOOOL OF THE BUILT ENVIRONMENT
DEPARTMENT OF URBAN AND REGIONAL PLANNING
A RESEARCH ON THE EFFECTS OF THE SOUTHERN BYPASS ON THE LOCAL TRAFFIC FLOW IN
KIKUYU TOWN
PEDESTRIANS QUESTIONAIRE
Information given is confidential, will be treated with ultimate confidentiality and used for
the purpose of academic research only.
Name of Respondent (Optional)………………………………………………………………
Name of Interviewer………………………… Place of interview…………………………..
Time of interview……………………………. Date…………………………………………
1. Where do you live?
a. Kikuyu b. outside kikuyu
2. What category is your household monthly income (Ksh) fall under?
< 5000 (1) 5000-10,000 (2) 10,000-20,000 (3) 20,000-30,000 (4) Above 30,000 (5)
3. Which mode of transport do you use frequently?
Private vehicle 1 Matatus 4
Foot 2 Motorbikes 5
Mini-Bus 3 Others(specify) 6
If you use private vehicle where do you park?
4. How can you rate the following parameters of the different modes of travel in kikuyu
town?
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Parameters Rates: Excellent (1) Moderate (2) Inadequate (3) Poor (4)
Motorcycle Bicycle Busses Mini-buses Matatus
Safety
Comfort
Speed
Reliability
Cost
5. How has the bypass affected the different modes of transport in kikuyu town?
6. How has the bypass affected the traffic flow conditions of kikuyu town?
7. What are some of the changes that have taken place in kikuyu town as a result of the
bypass?
8. In your opinion what are the interventions that can be taken to ensure that the traffic
congestion is reduced?
UNIVERSITY OF NAIROBI
SCHOOOL OF THE BUILT ENVIRONMENT
DEPARTMENT OF URBAN AND REGIONAL PLANNING
A RESEARCH ON THE EFFECTS OF THE SOUTHERN BYPASS ON THE LOCAL TRAFFIC FLOW IN
KIKUYU TOWN
VEHICLE OPERATORS
Information given is confidential, will be treated with ultimate confidentiality and used for
the purpose of academic research only.
Name of Respondent (Optional)………………………………………………………………
Name of Interviewer………………………… Place of interview…………………………..
Time of interview……………………………. Date…………………………………………
Category of interviewee: Vehicle Operator Passenger
1. What is the origin and the destination of your trips?
2. How long does one trip take?
3. In a day how many trips do you take?
4. Have the trips reduced or increased since the bypass constructed?
5. What are the traffic flow conditions on different times?
Morning Noon Evening Night
90 | P a g e
Week days
weekends
6. Which mode causes the most traffic congestion?
Mode index Reason
Private cars
Matatus
Minibuses
Motorbikes
Lorries
Hand carts
7. How does delays affect your operation?
8. What are some of the interventions on the quest to solve the problem you know of?
If they are there what are the short comings of the interventions?
9. In your opinion how can the traffic congestion problem be solved?
UNIVERSITY OF NAIROBI
SCHOOOL OF THE BUILT ENVIRONMENT
DEPARTMENT OF URBAN AND REGIONAL PLANNING
A RESEARCH ON THE EFFECTS OF THE SOUTHERN BYPASS ON THE LOCAL TRAFFIC FLOW IN
KIKUYU TOWN
Information given is confidential, will be treated with ultimate confidentiality and used for
the purpose of academic research only.
KIKUYU TOWN ENGENEERING OFFICE
1. What are the road network designs in kikuyu town?
2. How are the flow patterns articulated to reduce congestion in kikuyu town?
3. What is the modal split along the roads?
4. How has the bypass affected the traffic flow pattern in kikuyu town?
5. Is the bypass design consistent with the local plans of kikuyu?
6. Was there a report on the bypass before its construction on the impacts of it I kikuyu
town?
7. What are the strengths and the shortcomings of the bypass in kikuyu town?
8. What strategies are there to ensure the lower part of the town is not economically dead
since it can only be accessed via a foot bridge?
9. What are some of the changes that have had negative implication on the traffic flow
condition of kikuyu town?
91 | P a g e
10. In your opinion what design/planning interventions can solve the negative impacts of
the bypass?
UNIVERSITY OF NAIROBI
SCHOOOL OF THE BUILT ENVIRONMENT
DEPARTMENT OF URBAN AND REGIONAL PLANNING
A RESEARCH ON THE EFFECTS OF THE SOUTHERN BYPASS ON THE LOCAL TRAFFIC FLOW IN
KIKUYU TOWN
Information given is confidential, will be treated with ultimate confidentiality and used for
the purpose of academic research only
MATATU OWNERS ASSOCIATIONS/ SACCOS
1. What are the causes of delays on peak hours?
2. How has the bypass affected the operation and the schedule of the Matatus and
minibuses?
3. How has the bypass affected the business returns?
4. In your opinion what are the best strategies to solve the problem of the capacity and the
traffic delays around the bus terminus?
UNIVERSITY OF NAIROBI
SCHOOOL OF THE BUILT ENVIRONMENT
DEPARTMENT OF URBAN AND REGIONAL PLANNING
A RESEARCH ON THE EFFECTS OF THE SOUTHERN BYPASS ON THE LOCAL TRAFFIC FLOW IN
KIKUYU TOWN
Information given is confidential, will be treated with ultimate confidentiality and used for
the purpose of academic research only.
TRAFFIC POLICE DEPARMENT
1. What is the average traffic volumes of the vehicles in the terminus and the ones passing
through?
2. How has the bypass affected the traffic volumes?
3. What are some of the mismanagement causes of traffic congestion in kikuyu town?
92 | P a g e
4. What are the behavioral causes of traffic congestion in kikuyu town?
5. Suggestions on possible regulatory remedies to traffic congestion and matatu parking
space around the terminus?
OBSERVATION CHECKLIST
Roadside features
Pedestrian flow survey
Different road user behaviors
The flow conditions on post office road and kikuyu road
Junction conflicts
Transport facilities
Element of sustainable urban transport.
Road reserve adherence by the developments.
TRAFFIC DATA ADOPTED FROM ITEC ENGENEERING CONSULTANCY
FROM:Ondire
TO: Kikuyu 24/3/2015
Hour
Two Wheeler Three Wheeler CARS MINIBUSES Buses All Trucks TOTAL
6:30 AM 0
6:45 AM 0
7:00 AM 0 0
7:15 AM 7 0 10 0 0 0 17
7:30 AM 11 0 32 0 0 0 43
7:45 AM 4 0 20 0 0 2 26
8:00 AM 3 0 35 0 0 1 39
8:15 AM 15 0 32 0 0 0 47
8:30 AM 22 0 25 2 0 1 50
8:45 AM 15 0 30 3 0 4 52
9:00 AM 3 0 14 0 0 1 18
9:15 AM 6 0 28 1 0 2 37
9:30 AM 4 0 34 1 0 2 41
9:45 AM 5 0 29 1 0 1 36
10:00 AM 5 0 35 2 0 18 60
10:15 AM 0 0 25 2 0 3 30
10:30 AM 9 0 43 3 0 7 62
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10:45 AM 4 0 18 3 0 7 32
11:00 AM 1 1 44 2 0 7 55
11:15 AM 3 0 23 1 0 3 30
11:30 AM 13 0 42 3 0 0 58
11:45 AM 12 0 30 15 0 16 73
12:00 PM 14 0 45 1 0 5 65
12:15 PM 5 1 32 1 0 3 42
12:30 PM 7 2 37 3 0 6 55
12:45 PM 5 2 24 0 0 6 37
1:00 PM 6 0 33 8 3 10 60
1:15 PM 6 0 37 0 1 0 44
1:30 PM 7 0 43 7 2 2 61
1:45 PM 7 0 40 1 0 4 52
2:00 PM 13 0 28 4 0 3 48
2:15 PM 7 0 40 0 2 1 50
2:30 PM 4 0 37 3 0 5 49
2:45 PM 8 0 40 7 0 5 60
3:00 PM 5 0 32 3 0 4 44
3:15 PM 8 0 39 4 0 6 57
3:30 PM 12 0 45 5 0 4 66
3:45 PM 9 0 30 4 0 2 45
4:00 PM 8 2 47 4 0 3 64
4:15 PM 4 0 25 4 0 3 36
4:30 PM 6 0 45 2 0 3 56
4:45 PM 6 0 40 5 0 4 55
5:00 PM 7 1 26 3 2 1 40
5:15 PM 3 0 29 5 0 4 41
5:30 PM 9 0 32 5 0 5 51
5:45 PM 8 0 25 5 0 3 41
6:00 PM 9 0 30 6 1 10 56
6:15 PM 0
TOTAL
325 9 1430 129 11 177 2081
FROM: Waiyaki highway TO: Kikuyu -Bypass 23/4/2015
Hour Two Wheeler Three Wheeler CARS MINIBUSES Buses All Trucks TOTAL
6:30 AM 0
6:45 AM 0
7:00 AM 0
7:15 AM 0
7:30 AM 0
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7:45 AM 0
8:00 AM 2 0 60 17 3 2 84
8:15 AM 5 0 47 13 3 2 70
8:30 AM 4 0 65 16 1 8 94
8:45 AM 6 0 46 15 0 3 70
9:00 AM 9 0 49 19 0 4 81
9:15 AM 3 0 48 16 1 5 73
9:30 AM 4 1 62 14 0 4 85
9:45 AM 2 0 45 15 1 4 67
10:00 AM 6 0 40 17 1 4 68
10:15 AM 6 0 49 24 1 2 82
10:30 AM 4 0 35 24 0 9 72
10:45 AM 5 0 61 21 1 2 90
11:00 AM 7 0 38 20 1 4 70
11:15 AM 4 0 41 19 0 5 69
11:30 AM 2 0 53 22 1 7 85
11:45 AM 4 0 45 15 0 7 71
12:00 PM 6 0 52 15 1 2 76
12:15 PM 5 0 57 17 0 6 85
12:30 PM 4 1 61 17 3 2 88
12:45 PM 2 1 41 17 1 7 69
1:00 PM 9 0 42 16 1 9 77
1:15 PM 3 0 40 21 1 3 68
1:30 PM 5 0 56 18 1 4 84
1:45 PM 1 0 35 9 1 4 50
2:00 PM 3 0 46 20 1 5 75
2:15 PM 5 0 44 22 1 4 76
2:30 PM 4 0 54 18 2 7 85
2:45 PM 5 0 51 29 1 9 95
3:00 PM 4 0 48 17 1 8 78
3:15 PM 3 0 66 16 0 4 89
3:30 PM 6 0 45 16 0 8 75
3:45 PM 2 0 58 20 1 6 87
4:00 PM 4 2 46 21 0 3 76
4:15 PM 0 0 9 2 0 1 12
4:30 PM 3 0 70 23 0 7 103
4:45 PM 4 0 90 16 3 1 114
5:00 PM 6 1 99 25 0 4 135
5:15 PM 2 0 100 33 0 11 146
5:30 PM 10 0 100 24 0 7 141
5:45 PM 3 0 100 17 0 6 126
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6:00 PM 6 0 100 25 0 12 143
6:15 PM 3 0 100 8 0 3 114
TOTAL 181 6 2394 769 33 215 3598
FROM: Kikuyu TO:Dagoretti 23/4/2015
Hour Two Wheeler Three Wheeler CARS MINIBUSES Buses All Trucks TOTAL
6:30 AM 0 0 3 0 0 0 3
6:45 AM 0 0 0 0 0 0 0
7:00 AM 0 0 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0
7:30 AM 5 0 60 37 0 5 107
7:45 AM 6 0 55 28 0 5 94
8:00 AM 11 0 56 23 0 3 93
8:15 AM 13 0 73 25 0 1 112
8:30 AM 10 0 48 22 1 1 82
8:45 AM 7 0 51 23 0 3 84
9:00 AM 6 0 72 22 1 1 102
9:15 AM 7 0 51 37 1 3 99
9:30 AM 10 0 42 36 0 2 90
9:45 AM 12 0 48 18 0 2 80
10:00 AM 10 0 40 25 0 3 78
10:15 AM 8 1 37 27 1 5 79
10:30 AM 7 0 42 23 1 4 77
10:45 AM 4 0 39 23 0 7 73
11:00 AM 4 1 42 23 1 1 72
11:15 AM 6 0 48 30 0 3 87
11:30 AM 6 0 60 22 0 2 90
11:45 AM 9 0 86 57 2 12 166
12:00 PM 11 0 31 29 0 1 72
12:15 PM 6 0 47 21 1 2 77
12:30 PM 16 0 42 17 0 6 81
12:45 PM 8 0 45 28 1 7 89
1:00 PM 2 0 57 41 0 14 114
1:15 PM 5 0 64 40 5 6 120
1:30 PM 8 0 37 21 0 0 66
1:45 PM 8 0 46 26 0 4 84
2:00 PM 7 0 43 25 0 7 82
2:15 PM 15 0 51 21 0 4 91
2:30 PM 8 0 47 23 0 1 79
2:45 PM 5 0 42 24 0 5 76
3:00 PM 1 0 35 31 1 3 71
3:15 PM 3 0 38 16 0 3 60
3:30 PM 16 0 46 27 0 5 94
3:45 PM 8 0 65 25 0 3 101
96 | P a g e
4:00 PM 10 0 60 53 0 3 126
4:15 PM 1 0 50 35 2 6 94
4:30 PM 4 0 46 41 1 9 101
4:45 PM 10 0 50 25 0 6 91
5:00 PM 8 1 66 35 1 4 115
5:15 PM 8 0 61 31 0 2 102
5:30 PM 11 0 72 36 1 3 123
5:45 PM 1 0 40 10 0 1 52
6:00 PM 13 0 57 57 0 11 138
6:15 PM 20 0 67 67 0 2 156
TOTAL 354 3 2258 1306 21 181 4123
FROM:Dagoretti TO:Kikuyu
Hour Two Wheeler Three Wheeler CARS MINIBUSES Buses All Trucks TOTAL
6:30 AM 0 0
6:45 AM 0 0
7:00 AM 0 0
7:15 AM 0 0
7:30 AM 2 5 23 9 0 1 40
7:45 AM 4 0 55 38 0 8 105
8:00 AM 22 0 67 25 0 2 116
8:15 AM 12 0 43 24 1 5 85
8:30 AM 17 2 58 28 0 5 110
8:45 AM 6 0 44 33 0 2 85
9:00 AM 7 0 50 15 0 1 73
9:15 AM 12 0 43 21 0 0 76
9:30 AM 5 0 53 20 0 2 80
9:45 AM 11 0 40 17 0 1 69
10:00 AM 11 0 78 32 0 10 131
10:15 AM 5 0 75 25 0 3 108
10:30 AM 5 0 47 25 1 5 83
10:45 AM 6 0 27 11 0 3 47
11:00 AM 3 0 37 18 0 8 66
11:15 AM 2 0 32 11 1 2 48
11:30 AM 3 1 37 13 0 4 58
11:45 AM 2 0 31 10 0 6 49
12:00 PM 8 0 36 6 0 5 55
12:15 PM 5 0 27 17 0 3 52
12:30 PM 5 0 33 8 0 3 49
12:45 PM 5 0 29 8 3 2 47
1:00 PM 3 0 57 10 2 1 73
1:15 PM 2 0 25 11 1 5 44
1:30 PM 5 0 40 5 0 3 53
1:45 PM 8 0 45 11 1 1 66
2:00 PM 2 0 41 17 0 4 64
2:15 PM 4 0 43 22 0 1 70
2:30 PM 2 0 45 25 0 5 77
97 | P a g e
2:45 PM 3 0 37 18 0 6 64
3:00 PM 2 0 35 16 1 3 57
3:15 PM 2 0 50 20 0 1 73
3:30 PM 3 0 34 12 0 3 52
3:45 PM 2 0 41 13 0 7 63
4:00 PM 2 0 40 25 1 7 75
4:15 PM 1 0 27 17 0 4 49
4:30 PM 3 0 40 26 0 4 73
4:45 PM 3 0 42 15 0 1 61
5:00 PM 3 0 37 13 1 3 57
5:15 PM 2 0 52 20 0 4 78
5:30 PM 2 0 55 16 2 5 80
5:45 PM 1 0 75 32 1 2 111
6:00 PM 2 0 25 10 0 1 38
6:15 PM 1 0 30 20 0 5 56
TOTAL 216 8 1881 788 16 157 3066
FROM: Gitaru TO: Kikuyu town 23/4/2015
Hour Two Wheeler Three Wheeler
CARS MINIBUSES Buses All Trucks TOTAL
6:30 AM 0 0 0 0 1 0 1
6:45 AM 2 0 10 1 1 1 15
7:00 AM 9 0 19 6 0 5 39
7:15 AM 12 0 30 2 0 2 46
7:30 AM 11 0 40 5 0 6 62
7:45 AM 7 0 41 7 0 5 60
8:00 AM 10 0 78 2 0 5 95
8:15 AM 8 0 50 4 0 5 67
8:30 AM 18 0 76 5 0 2 101
8:45 AM 16 0 90 8 0 7 121
9:00 AM 10 0 47 2 0 1 60
9:15 AM 9 0 73 4 0 8 94
9:30 AM 16 0 64 16 0 0 96
9:45 AM 10 0 55 5 0 1 71
10:00 AM
18 0 70 4 0 5 97
10:15 AM
20 0 76 5 1 8 110
10:30 AM
15 0 88 6 0 5 114
10:45 AM
22 0 70 7 1 1 101
11:00 AM
12 0 73 13 0 7 105
11:15 AM
8 0 41 16 0 3 68
11:30 AM
18 0 54 3 0 8 83
11:45 AM
24 0 64 3 0 10 101
12:00 PM
29 0 58 10 1 8 106
12:15 PM
35 0 64 5 0 4 108
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12:30 PM
10 0 43 7 0 6 66
12:45 PM
25 1 51 10 0 5 92
1:00 PM 38 2 68 4 0 9 121
1:15 PM 39 0 38 4 2 4 87
1:30 PM 3 0 19 3 1 2 28
1:45 PM 41 1 50 8 0 4 104
2:00 PM 30 3 53 7 1 8 102
2:15 PM 35 0 65 3 0 6 109
2:30 PM 38 0 62 2 0 7 109
2:45 PM 32 0 53 4 0 0 89
3:00 PM 28 0 66 12 0 15 121
3:15 PM 29 0 30 2 1 5 67
3:30 PM 18 0 60 1 0 0 79
3:45 PM 33 2 50 0 2 4 91
4:00 PM 10 0 63 2 0 3 78
4:15 PM 9 0 45 0 1 2 57
4:30 PM 37 1 75 0 0 6 119
4:45 PM 36 1 80 2 0 6 125
5:00 PM 4 0 41 4 0 5 54
5:15 PM 4 0 50 2 0 5 61
5:30 PM 20 0 56 2 0 2 80
5:45 PM 25 0 37 6 0 4 72
6:00 PM 18 0 40 0 0 0 58
6:15 PM 28 0 43 0 0 0 71
TOTAL 929 11 2569 224 13 215 3961
FROM: Kikuyu TO:Gitaru stage
Hour Two Wheeler Three Wheeler
CARS MINIBUSES Buses All Trucks TOTAL
6:30 AM 0
6:45 AM 0
7:00 AM 0
7:15 AM 0
7:30 AM 0
7:45 AM 0
8:00 AM 0
8:15 AM 0
8:30 AM 6 0 81 34 0 5 126
8:45 AM 2 0 76 32 0 4 114
9:00 AM 3 0 85 19 0 4 111
9:15 AM 15 0 100 51 0 8 174
9:30 AM 6 0 66 24 2 3 101
9:45 AM 7 0 64 28 0 0 99
10:00 AM
6 0 89 21 0 11 127
10:15 AM
2 0 100 30 0 6 138
10:30 AM
10 0 100 34 1 7 152
99 | P a g e
10:45 AM
4 0 61 20 0 8 93
11:00 AM
6 0 71 23 0 8 108
11:15 AM
7 0 31 18 0 2 58
11:30 AM
0 1 45 25 0 5 76
11:45 AM
9 0 47 13 0 9 78
12:00 PM
9 0 50 20 1 1 81
12:15 PM
5 0 45 19 0 5 74
12:30 PM
5 0 37 15 0 4 61
12:45 PM
7 0 48 20 0 2 77
1:00 PM 2 0 41 27 2 3 75
1:15 PM 1 0 44 29 0 3 77
1:30 PM 6 0 50 27 0 11 94
1:45 PM 7 0 44 14 0 6 71
2:00 PM 4 0 48 21 0 4 77
2:15 PM 3 0 51 20 1 5 80
2:30 PM 1 0 44 17 0 6 68
2:45 PM 3 1 34 24 0 6 68
3:00 PM 5 0 42 16 0 9 72
3:15 PM 1 0 27 25 0 7 60
3:30 PM 2 0 56 24 0 4 86
3:45 PM 4 1 46 23 0 8 82
4:00 PM 4 0 32 9 1 4 50
4:15 PM 2 0 51 19 1 4 77
4:30 PM 3 0 100 21 0 7 131
4:45 PM 10 0 54 15 0 9 88
5:00 PM 3 1 46 24 1 4 79
5:15 PM 6 0 52 27 1 6 92
5:30 PM 7 0 100 70 1 6 184
5:45 PM 11 0 68 30 0 8 117
6:00 PM 9 0 35 1 0 2 47
6:15 PM 0
TOTAL 203 4 2261 929 12 214 3623
Trip Generation and Parking
Requirements
D
M
C
l
a
s
s
Average Trip Generation Rates (vph) DM Parking
Land Use Units
A.M. Peak
Hour
L.T. Peak
Hour
P.M. Peak
Hour Requirements
I
n
O
u
t
2
-
W
I
n
O
u
t
2
-
W
I
n
O
u
t
2
-
W
G
ui
del By-Law
100 | P a g e
a
y
a
y
a
y
ine
s
APPENDIX A -
Commercial
Group (100
series)
Regional
Shopping
Centre
1
0
1
100 m²
GLA 0 0 0
0
.
4
8
0
.
5
2
3.
5
1
0
.
5
2
0
.
4
8
3.
6
0
3.1
6 2.15/100 m² GFA (1/500 sq. ft. GFA)
Other Shopping
Centre
1
0
2
100 m²
GLA
0
.
5
6
0
.
4
4
5.
2
5
0
.
4
8
0
.
5
2
7.
7
2
0
.
5
2
0
.
4
8
9.
0
1
3.0
9 2.15/100 m² GFA (1/500 sq. ft. GFA)
General Retail
1
0
3
100 m²
GFA
0
.
6
2
0
.
3
8
1.
0
5
0
.
4
7
0
.
5
3
3.
4
3
0
.
5
2
0
.
4
8
6.
6
5
2.1
5 1.43/100 m² GFA (1/750 sq. ft. GFA)
Supermarket
1
0
4
100 m²
GFA
0
.
5
8
0
.
4
2
3.
8
9
0
.
4
9
0
.
5
1
7.
8
8
0
.
5
2
0
.
4
8
7.
5
8
2.2
2 1.43/100 m² GFA (1/750 sq. ft. GFA)
Supermarket
1
0
4
No. of
Employees
0
.
5
8
0
.
4
2
1.
8
0
0
.
4
9
0
.
5
1
3.
6
4
0
.
5
2
0
.
4
8
3.
5
0
1.0
3 N/A
Gas Station
with Amenities
1
0
5
No. of
Fueling
Positions
0
.
5
1
0
.
4
9
1
1.
6
5
0
.
4
9
0
.
5
1
1
1.
1
8
0
.
5
2
0
.
4
8
1
2.
5
0
1.2
7
2/Fuelling Station + 2.15/100 m² GFA of Building
(1/500 sq. ft. GFA of Building)
Gas Station
with Amenities
1
0
5
PH Volume
on
Adjacent
Street (one
way)
0
.
5
1
0
.
4
9
0.
1
1
0
.
4
9
0
.
5
1
0.
1
1
0
.
5
2
0
.
4
8
0.
1
2
0.0
0 N/A
Department
Store
1
0
6
100 m²
GFA
0
.
7
1
0
.
2
9
0.
5
9
0
.
4
9
0
.
5
1
3.
3
0
0
.
5
0
0
.
5
0
3.
5
3
1.7
5 2.15/100 m² GFA (1/500 sq. ft. GFA)
Department
Store
1
0
6
No. of
Employees
0
.
7
1
0
.
2
9
0.
3
5
0
.
4
9
0
.
5
1
1.
7
7
0
.
5
0
0
.
5
0
1.
8
9
0.9
4 N/A
New Car
Dealership
1
0
7
100 m²
GFA
0
.
6
6
0
.
3
4
0.
8
9
0
.
4
5
0
.
5
5
0.
9
8
0
.
4
3
0
.
5
7
1.
1
7
2.2
6 2.15/100 m² GFA (1/500 sq. ft. GFA)
New Car
Dealership
1
0
7
No. of
Employees
0
.
6
6
0
.
3
4
0.
7
3
0
.
4
5
0
.
5
5
0.
8
0
0
.
4
3
0
.
5
7
0.
9
6
1.8
5 N/A
Restaurant
1
0
8
100 m²
GFA
0
.
0
0
0
.
0
0
0.
0
0
0
.
5
4
0
.
4
6
5.
0
6
0
.
5
6
0
.
4
4
5.
9
3
10.
29 2.15/100 m² GFA (1/500 sq. ft. GFA)
Restaurant
1
0
8
No. of
Employees
0
.
0
0
0
.
0
0
0.
0
0
0
.
5
4
0
.
4
6
1.
0
9
0
.
5
6
0
.
4
4
1.
2
7
2.2
1 N/A
Restaurant
1
0
8
No. of
Seats
0
.
0
0
0
.
0
0
0.
0
0
0
.
5
4
0
.
4
6
0.
2
3
0
.
5
6
0
.
4
4
0.
2
7
0.4
6 1/5 Seats (0.2/Seat)
Fast Food
Restaurant
1
0
9
100 m²
GFA
0
.
0
0
0
.
0
0
0.
0
0
0
.
5
1
0
.
4
9
1
3.
0
6
0
.
5
2
0
.
4
8
1
2.
6
5
7.0
8
2.15/100 m² GFA (1/500 sq. ft. GFA), or 1/5 seats -
whichever is more.
101 | P a g e
Fast Food
Restaurant
1
0
9
No. of
Seats
0
.
0
0
0
.
0
0
0.
0
0
0
.
5
1
0
.
4
9
0.
4
1
0
.
5
2
0
.
4
8
0.
3
9
0.2
2 0.20/Seat
Fast Food
Restaurant
1
0
9
PH Volume
on
Adjacent
Street (one
way)
0
.
0
0
0
.
0
0
0.
0
0
0
.
5
1
0
.
4
9
0.
0
3
0
.
5
2
0
.
4
8
0.
0
3
0.0
0 N/A
Furniture Store
1
1
0
100 m²
GFA
0
.
8
1
0
.
1
9
0.
3
5
0
.
3
9
0
.
6
1
0.
7
8
0
.
5
2
0
.
4
8
0.
8
4
0.5
8 1.43/100 m² GFA (1/750 sq. ft. GFA)
Furniture Store
1
1
0
No. of
Employees
0
.
8
1
0
.
1
9
0.
5
8
0
.
3
9
0
.
6
1
1.
5
1
0
.
5
2
0
.
4
8
1.
6
4
1.1
3 N/A
Electronics
Store
1
1
1
100 m²
GFA
0
.
0
0
0
.
0
0
0.
0
0
0
.
4
9
0
.
5
1
2.
6
4
0
.
4
8
0
.
5
2
2.
9
6
1.7
3 1.43/100 m² GFA (1/750 sq. ft. GFA)
Electronics
Store
1
1
1
No. of
Employees
0
.
0
0
0
.
0
0
0.
0
0
0
.
4
9
0
.
5
1
1.
0
7
0
.
4
8
0
.
5
2
1.
1
9
0.7
0 N/A
APPENDIX B -
Office Group
(200 series)
Office Building
(inner CBD)
2
0
1
100 m²
GFA
0
.
7
0
0
.
3
0
3.
5
0
0
.
4
3
0
.
5
7
2.
6
7
0
.
4
5
0
.
5
5
3.
2
9
2.4
3 2.15/100 m² GFA (1/500 sq. ft. GFA)
Office Building
(inner CBD)
2
0
1
No. of
Employees
0
.
7
3
0
.
2
7
1.
0
0
0
.
4
2
0
.
5
8
0.
4
2
0
.
3
2
0
.
6
8
0.
5
1
0.6
0 N/A
Office Building
(outer CBD)
2
0
2
100 m²
GFA
0
.
6
9
0
.
3
1
2.
6
9
0
.
3
3
0
.
6
7
2.
3
0
0
.
3
2
0
.
6
8
1.
5
5
1.8
8 2.15/100 m² GFA (1/500 sq. ft. GFA)
Office Building
(outer CBD)
2
0
2
No. of
Employees
0
.
6
9
0
.
3
1
0.
4
8
0
.
3
3
0
.
6
7
0.
4
6
0
.
2
8
0
.
7
2
0.
2
8
0.3
4 N/A
Office Building
(non CBD)
2
0
3
100 m²
GFA
0
.
7
3
0
.
2
7
1.
9
4
0
.
3
1
0
.
6
9
1.
9
7
0
.
2
9
0
.
7
1
1.
5
8
2.2
3 2.15/100 m² GFA (1/500 sq. ft. GFA)
Office Building
(non CBD)
2
0
3
No. of
Employees
0
.
7
6
0
.
2
4
0.
5
4
0
.
2
9
0
.
7
1
0.
5
0
0
.
2
8
0
.
7
2
0.
5
5
0.5
3 N/A
Bank Branch
Office (outer &
nonCBD)
2
0
4
100 m²
GFA
0
.
5
1
0
.
4
9
1
5.
7
4
0
.
4
6
0
.
5
4
1
8.
8
2
0
.
5
1
0
.
4
9
1
1.
3
7
4.1
2 2.15/100 m² GFA (1/500 sq. ft. GFA)
Bank Branch
Office (outer &
nonCBD)
2
0
4
No. of
Employees
0
.
5
1
0
.
4
9
5.
8
1
0
.
4
6
0
.
5
4
6.
9
5
0
.
5
1
0
.
4
9
4.
2
0
1.5
2 N/A
APPENDIX C -
Institutional
Group (300
series)
Government
Kindergarten
3
0
1
No. of
Students
0
.
5
4
0
.
4
6
0.
4
4
0
.
4
0
0
.
6
0
0.
0
5 0 0 0
0.0
6
1/Classroom; 1/500 sq. ft. administrative space; 1
Bus/3 classrooms.
102 | P a g e
Government
Primary &
Intermediate
School (male)
3
0
2
No. of
Students
0
.
5
3
0
.
4
7
0.
4
3
0
.
4
4
0
.
5
6
0.
2
0 0 0 0
0.0
7
1/Classroom; 1/500 sq. ft. administrative space; 1
Bus/3 classrooms.
Government
Primary &
Intermediate
School (female)
3
0
3
No. of
Students
0
.
5
5
0
.
4
5
0.
4
3
0
.
4
4
0
.
5
6
0.
3
0 0 0 0
0.0
6
1/Classroom; 1/500 sq. ft. administrative space; 1
Bus/3 classrooms.
Government
Secondary
School (male)
3
0
4
No. of
Students
0
.
5
8
0
.
4
2
0.
5
2
0
.
3
7
0
.
6
3
0.
2
3 0 0 0
0.1
3
1/Classroom; 1/500 sq. ft. administrative space; 1
Bus/3 classrooms.
Government
Secondary
School (female)
3
0
5
No. of
Students
0
.
5
3
0
.
4
7
0.
7
9
0
.
4
7
0
.
5
3
0.
7
1 0 0 0
0.1
2
1/Classroom; 1/500 sq. ft. administrative space; 1
Bus/3 classrooms.
Private School
(all levels)
3
0
6
No. of
Students
0
.
5
3
0
.
4
7
0.
6
2
0
.
4
7
0
.
5
3
0.
3
1 0 0 0
0.1
2
1/Classroom; 1/500 sq. ft. administrative space; 1
Bus/3 classrooms.
Private
Kindergarten &
Primary School
3
0
7
No. of
Students
0
.
5
3
0
.
4
7
0.
4
2
0
.
6
3
0
.
3
7
0.
2
2 0 0 0
0.1
0
1/Classroom; 1/500 sq. ft. administrative space; 1
Bus/3 classrooms.
Institute of
Higher
Education
3
0
8
No. of
Students
0
.
6
6
0
.
3
4
0.
3
7
0
.
4
2
0
.
5
8
0.
2
6
0
.
3
6
0
.
6
4
0.
1
5
0.2
2 N/A
Institute of
Higher
Education
3
0
8
No. of
Employees
0
.
6
6
0
.
3
4
2.
6
4
0
.
4
2
0
.
5
8
1.
8
8
0
.
3
6
0
.
6
4
0.
8
7
1.5
5 N/A
Hospital
3
0
9 No. of Beds
0
.
5
9
0
.
4
1
2.
2
1
0
.
4
5
0
.
5
5
1.
9
9
0
.
5
2
0
.
4
8
1.
3
9
1.4
9
1/Bed, plus Medical Clininc bylaws, if clinic is
attached.
Hospital
3
0
9
No. of
Employees
0
.
5
9
0
.
4
1
0.
6
2
0
.
4
5
0
.
5
5
0.
5
6
0
.
5
2
0
.
4
8
0.
3
9
0.4
2 N/A
Government
Medical Clinic
3
1
0
100 m²
GFA
0
.
5
7
0
.
4
3
8.
0
2
0
.
4
4
0
.
5
6
4.
4
5
0
.
4
9
0
.
5
1
6.
1
4
3.1
8 2.15/100 m² GFA (1/500 sq. ft. GFA)
Government
Medical Clinic
3
1
0
No. of
Employees
0
.
5
7
0
.
4
3
1.
6
2
0
.
4
4
0
.
5
6
0.
9
0
0
.
4
9
0
.
5
1
1.
2
4
0.6
4 N/A
Private Medical
Clinic
3
1
1
100 m²
GFA
0
.
7
1
0
.
2
9
3.
9
7
0
.
4
4
0
.
5
6
6.
2
9
0
.
5
2
0
.
4
8
5.
8
7
3.0
0 2.15/100 m² GFA (1/500 sq. ft. GFA)
Private Medical
Clinic
3
1
1
No. of
Employees
0
.
7
1
0
.
2
9
0.
7
4
0
.
4
4
0
.
5
6
1.
3
3
0
.
5
2
0
.
4
8
1.
2
5
0.6
4 2.15/100 m² GFA (1/500 sq. ft. GFA)
Local
Government
Administration
Building (outer
CBD)
3
1
2
No. of
Employees
0
.
5
8
0
.
4
2
0.
6
5
0
.
4
5
0
.
5
5
0.
7
9 0 0 0
0.7
0 2.15/100 m² GFA (1/500 sq. ft. GFA)
Local
Government
Administration
Building (non
CBD)
3
1
3
No. of
Employees
0
.
6
6
0
.
3
4
1.
9
3
0
.
3
3
0
.
6
7
2.
0
9 0 0 0
1.3
9 2.15/100 m² GFA (1/500 sq. ft. GFA)
Federal
Government
Administration
3
1
4
No. of
Employees
0
.
6
2
0
.
3
8
1.
1
9
0
.
3
2
0
.
6
8
0.
9
2 0 0 0
1.0
5 2.15/100 m² GFA (1/500 sq. ft. GFA)
103 | P a g e
Building (non
CBD)
Semi-
Government
Aministration
Building
3
1
5
100 m²
GFA
0
.
8
1
0
.
1
9
1.
3
7
0
.
5
2
0
.
4
8
0.
9
9 0 0 0
1.9
7 2.15/100 m² GFA (1/500 sq. ft. GFA)
Semi-
Government
Aministration
Building
3
1
5
No. of
Employees
0
.
8
1
0
.
1
9
0.
5
6
0
.
5
2
0
.
4
8
0.
4
1 0 0 0
0.8
2 N/A
Etisalat Branch
3
1
6
100 m²
GFA
0
.
5
5
0
.
4
5
3
1.
1
9
0
.
4
7
0
.
5
3
4
1.
4
1
0
.
5
3
0
.
4
7
2
7.
4
0
11.
64 2.15/100 m² GFA (1/500 sq. ft. GFA)
Etisalat Branch
3
1
6
No. of
Employees
0
.
5
5
0
.
4
5
5.
3
6
0
.
4
7
0
.
5
3
7.
1
2
0
.
5
3
0
.
4
7
4.
7
1
2.0
0 N/A
Jumma Mosque
3
1
7
100 m²
GFA
0
.
4
9
0
.
5
1
0.
1
3
0
.
5
4
0
.
4
6
1.
3
5
0
.
5
3
0
.
4
7
2.
6
8
6.2
6 1/5 persons worshipping
Post Office
Branch (outer &
non-CBD)
3
1
8
100 m²
GFA
0
.
5
1
0
.
4
9
4
8.
2
5
0
.
4
8
0
.
5
2
5
4.
9
2
0
.
4
9
0
.
5
1
3
8.
7
3
6.1
8 2.15/100 m² GFA (1/500 sq. ft. GFA)
Post Office
Branch (outer &
non-CBD)
3
1
8
No. of Post
Office
Boxes
0
.
5
1
0
.
4
9
5.
8
4
0
.
4
8
0
.
5
2
6.
6
5
0
.
4
9
0
.
5
1
4.
6
9
0.7
5 N/A
Library
3
1
9
100 m²
GFA
0
.
7
2
0
.
2
8
1.
2
2
0
.
4
0
0
.
6
0
1.
6
9
0
.
3
8
0
.
6
2
3.
6
5
2.1
0
5.38/100 m² GFA (1/200 sq. ft. GFA), or 1/4 seats,
whichever is more.
Library
3
1
9
No. of
Employees
0
.
7
2
0
.
2
8
1.
3
2
0
.
4
0
0
.
6
0
1.
8
2
0
.
3
8
0
.
6
2
3.
9
5
2.2
6 N/A
APPENDIX D -
Lodging Group
(400 series)
Luxury Hotel
(non CDB)
4
0
1
No. of
Rooms
0
.
5
8
0
.
4
2
0.
5
3
0
.
5
5
0
.
4
5
0.
7
9
0
.
5
6
0
.
4
4
0.
9
1
1.0
6
1/5 rooms; 1/ 500 sq.ft. retail; 1/500 sq. ft. of
restaurant; 1/200 sq. ft. of meeting halls; 1/500 sq.
ft. of offices; and at least 1 space for the disabled
or equal to 1/75 of total # spaces.
Luxury Hotel
(non CDB)
4
0
1
No. of
Occupied
Rooms
0
.
5
8
0
.
4
2
0.
6
9
0
.
5
5
0
.
4
5
1.
0
3
0
.
5
6
0
.
4
4
1.
1
9
1.4
3 N/A
Luxury Hotel
(total CBD)
4
0
2
No. of
Rooms
0
.
5
6
0
.
4
4
0.
3
5
0
.
5
2
0
.
4
8
0.
4
8
0
.
5
2
0
.
4
8
0.
5
5
0.6
3
1/5 rooms; 1/retail store; 1/500 sq. ft. of restaurant;
1/200 sq. ft. of meeting halls; 1/500 sq. ft. of
offices; and at least 1 space for the disabled or
equal to 1/75 of total # spaces.
Luxury Hotel
(total CDB)
4
0
2
No. of
Occupied
Rooms
0
.
5
6
0
.
4
4
0.
5
5
0
.
5
2
0
.
4
8
0.
7
4
0
.
5
2
0
.
4
8
0.
8
5
1.3
3 N/A
Resort Hotel
4
0
3
No. of
Rooms
0
.
6
3
0
.
3
7
0.
3
7
0
.
5
1
0
.
4
9
0.
4
7
0
.
4
9
0
.
5
1
0.
5
8
0.8
0
1/5 rooms; 1/retail store; 1/500 sq. ft. of restaurant;
1/200 sq. ft. of meeting halls; 1/500 sq. ft. of
offices; and at least 1 space for the disabled or
equal to 1/75 of total # spaces.
Resort Hotel
4
0
3
No. of
Occupied
Rooms
0
.
6
3
0
.
3
7
0.
5
2
0
.
5
1
0
.
4
9
0.
6
7
0
.
4
9
0
.
5
1
0.
8
3
1.0
3 N/A
Other Hotel
4
0
4
No. of
Rooms
0
.
5
5
0
.
4
5
0.
2
8
0
.
5
2
0
.
4
8
0.
4
6
0
.
5
3
0
.
4
7
0.
5
6
0.3
2
1/5 rooms; 1/retail store; 1/500 sq. ft. of restaurant;
1/200 sq. ft. of meeting halls; 1/500 sq. ft. of
offices; and at least 1 space for the disabled or
equal to 1/75 of total # spaces.
104 | P a g e
Other Hotel
4
0
4
No. of
Occupied
Rooms
0
.
5
5
0
.
4
5
0.
4
2
0
.
5
2
0
.
4
8
0.
6
9
0
.
5
3
0
.
4
7
0.
8
3
0.4
6 N/A
APPENDIX E -
Recreational
Group (500
series)
Movie Theatre
5
0
1
No. of
Seats
0
.
0
0
0
.
0
0
0.
0
0
0
.
5
5
0
.
4
5
0.
0
5
0
.
5
8
0
.
4
2
0.
0
8
0.1
6
0.33/Seat (1/3 Seats) or 2.15/100 m² GFA (1/500
sq. ft. GFA)
Sports and
Recreation Club
5
0
2
1000 m²
GTA
0
.
7
7
0
.
2
3
0.
0
3
0
.
5
5
0
.
4
5
0.
0
4
0
.
5
4
0
.
4
6
0.
0
9
0.1
0 N/A
Sports and
Recreation Club
5
0
2
100 m²
GFA
0
.
8
0
0
.
2
0
0.
6
8
0
.
5
6
0
.
4
4
0.
7
1
0
.
5
9
0
.
4
1
1.
6
4
2.1
8 N/A
Sports and
Recreation Club
5
0
2
No. of
Employees
0
.
7
7
0
.
2
3
0.
2
7
0
.
5
5
0
.
4
5
0.
3
4
0
.
5
4
0
.
4
6
0.
6
8
0.8
1 N/A
APPENDIX F -
Industrial
Group (600
series)
Light Industry
(non CBD)
6
0
1
100 m²
Total Area
0
.
6
4
0
.
3
6
0.
1
7
0
.
5
0
0
.
5
0
0.
1
2
0
.
4
4
0
.
5
6
0.
1
6
0.1
4
2.15/100 m² GFA (1/500 sq. ft. GFA) of Office
Bldg + Loading Berths
Light Industry
(non CBD)
6
0
1
No. of
Employees
0
.
6
7
0
.
3
3
0.
1
6
0
.
5
1
0
.
4
9
0.
1
2
0
.
4
3
0
.
5
7
0.
1
5
0.1
3 N/A
Medium
Industry (non
CBD)
6
0
2
100 m²
Total Area
0
.
6
1
0
.
3
9
0.
1
3
0
.
3
8
0
.
6
2
0.
0
8
0
.
4
0
0
.
6
0
0.
1
0
0.0
9
2.15/100 m² GFA (1/500 sq. ft. GFA) of Office
Bldg + Loading Berths
Medium
Industry (non
CBD)
6
0
2
No. of
Employees
0
.
6
1
0
.
3
9
0.
2
2
0
.
3
8
0
.
6
2
0.
1
4
0
.
4
0
0
.
6
0
0.
1
7
0.1
5 N/A
Heavy Industry
(non CBD)
6
0
3
100 m²
Total Area
0
.
8
0
0
.
2
0
0.
0
9
0
.
4
6
0
.
5
4
0.
0
5
0
.
2
9
0
.
7
1
0.
0
3
0.0
9 2.15/100 m² GFA (1/500 sq. ft. GFA) of Total Area
Heavy Industry
(non CBD)
6
0
3
No. of
Employees
0
.
8
0
0
.
2
0
0.
1
9
0
.
4
6
0
.
5
4
0.
1
0
0
.
2
9
0
.
7
1
0.
0
7
0.0
0 N/A
APPENDIX G -
Residential
Group (700
series)
Apartment
Building (inner
CBD) - 1 or 2
levels
7
0
1
No. of
Dwelling
Units
0
.
1
7
0
.
8
3
0.
3
4
0
.
7
9
0
.
2
1
0.
1
3
0
.
6
3
0
.
3
7
0.
2
9
0.5
8
1/Studio, 1/Apartment <1,600 sq. ft. GFA,
2/Apartment >1,600 sq. ft. GFA
Apartment
Building (outer
CBD) - 1 or 2
levels
7
0
2
No. of
Dwelling
Units
0
.
0
9
0
.
9
1
0.
7
3
0
.
7
8
0
.
2
2
0.
3
0
0
.
6
5
0
.
3
5
0.
4
4
0.9
3
1/Studio, 1/Apartment <1,600 sq. ft. GFA,
2/Apartment >1,600 sq. ft. GFA
Apartment
Building (non
CBD) - 1 or 2
levels
7
0
3
No. of
Dwelling
Units
0
.
1
2
0
.
8
8
0.
6
7
0
.
5
7
0
.
4
3
0.
2
6
0
.
5
6
0
.
4
4
0.
3
3
1.0
9
1/Studio, 1/Apartment <1,600 sq. ft. GFA,
2/Apartment >1,600 sq. ft. GFA
105 | P a g e
Apartment
Building (inner
CBD) - 3 or
more levels
7
0
4
No. of
Dwelling
Units
0
.
1
9
0
.
8
1
0.
4
8
0
.
7
4
0
.
2
6
0.
2
7
0
.
7
7
0
.
2
3
0.
2
2
0.6
9
1/Studio, 1/Apartment <1,600 sq. ft. GFA,
2/Apartment >1,600 sq. ft. GFA
Apartment
Building (outer
CBD) - 3 or
more levels
7
0
5
No. of
Dwelling
Units
0
.
1
2
0
.
8
8
0.
8
2
0
.
7
7
0
.
2
3
0.
3
9
0
.
6
6
0
.
3
4
0.
4
5
1.1
0
1/Studio, 1/Apartment <1,600 sq. ft. GFA,
2/Apartment >1,600 sq. ft. GFA
Apartment
Building (non
CBD) - 3 or
more levels
7
0
6
No. of
Dwelling
Units
0
.
0
8
0
.
9
2
0.
6
1
0
.
8
0
0
.
2
0
0.
3
2
0
.
6
2
0
.
3
8
0.
4
1
1.1
3
1/Studio, 1/Apartment <1,600 sq. ft. GFA,
2/Apartment >1,600 sq. ft. GFA
Residential
Room (inner
CBD)
7
0
7
No. of
Dwelling
Units
0
.
3
6
0
.
6
4
0.
3
9
0
.
5
0
0
.
5
0
0.
3
3
0
.
3
3
0
.
6
7
0.
1
7
0.5
3
1/5 Residential Unit or 2.15/100 m² GFA (1/500
sq. ft. GFA)
Residential
Room (outer
CBD)
7
0
8
No. of
Dwelling
Units
0
.
0
0
1
.
0
0
0.
2
4
0
.
5
0
0
.
5
0
0.
1
0
0
.
3
3
0
.
6
7
0.
0
7
0.5
4
1/5 Residential Unit or 2.15/100 m² GFA (1/500
sq. ft. GFA)
Residential
Room (non
CBD)
7
0
9
No. of
Dwelling
Units
0
.
5
0
0
.
5
0
0.
1
6
0
.
5
0
0
.
5
0
0.
0
5
0
.
5
0
0
.
5
0
0.
0
5
0.8
9
1/5 Residential Unit or 2.15/100 m² GFA (1/500
sq. ft. GFA)
Villa (inner
CBD)
7
1
0
No. of
Dwelling
Units
0
.
1
1
0
.
8
9
0.
7
8
0
.
6
7
0
.
3
3
0.
6
0
0
.
6
0
0
.
4
0
1.
0
0
0.2
0 1/Residential Unit
Villa (outer
CBD)
7
1
1
No. of
Dwelling
Units
0
.
1
1
0
.
8
9
0.
7
8
0
.
5
0
0
.
5
0
0.
1
1
0
.
6
7
0
.
3
3
0.
0
8
2.1
7 1/Residential Unit
Villa (non
CBD)
7
1
2
No. of
Dwelling
Units
0
.
0
7
0
.
9
3
1.
0
7
0
.
7
6
0
.
2
4
0.
3
1
0
.
6
8
0
.
3
2
0.
3
3
2.1
8 1/Residential Unit
Arabic House
(inner CBD)
7
1
3
No. of
Dwelling
Units
0
.
2
1
0
.
7
9
0.
9
0
0
.
6
9
0
.
3
1
0.
3
1
0
.
6
5
0
.
3
5
0.
3
3
0.6
3 1/Residential Unit
Arabic House
(outer CBD)
7
1
4
No. of
Dwelling
Units
0
.
1
6
0
.
8
4
0.
9
0
0
.
6
8
0
.
3
2
0.
3
6
0
.
6
9
0
.
3
1
0.
3
4
1.3
9 1/Residential Unit
Arabic House
(non CBD)
7
1
5
No. of
Dwelling
Units
0
.
0
8
0
.
9
2
0.
9
3
0
.
7
5
0
.
2
5
0.
2
8
0
.
5
8
0
.
4
2
0.
3
0
1.6
4 1/Residential Unit
Labour
Accommodatio
n
7
1
6
100 m²
Total Area
0
.
0
6
0
.
9
4
0.
1
1
0
.
4
4
0
.
5
6
0.
0
5
0
.
7
8
0
.
2
2
0.
1
4
0.2
5 N/A
Labour
Accommodatio
n
7
1
6
No. of
Labourers
0
.
2
8
0
.
7
2
0.
0
2
0
.
4
8
0
.
5
2
0.
0
1
0
.
7
7
0
.
2
3
0.
0
2
0.0
3 1 Bus Parking/50 Labourers
Furnished
Apartment
7
1
7
No. of
Dwelling
Units
0
.
3
7
0
.
6
3
0.
2
2
0
.
5
3
0
.
4
7
0.
2
7
0
.
5
2
0
.
4
8
0.
3
6
0.2
7
1/Studio, 1/Apartment <1,600 sq. ft. GFA,
2/Apartment >1,600 sq. ft. GFA
Furnished
Apartment
7
1
7
No. of
Occupied
Apartments
0
.
3
7
0
.
6
3
0.
3
9
0
.
5
3
0
.
4
7
0.
4
8
0
.
5
2
0
.
4
8
0.
6
5
0.4
8 N/A
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