THE EFFECTS OF BUILDING AND PLANNING

CODES AND REGULATIONS IN NAIROBI ON

TRANSPORTATION INFRASTRUCTURE

LECTURER: PROF. O.O.MBECHE

BY D.K.KIRIMA (F56/76654/2014)

INTRODUCTION

Infrastructure-basicphysicalandorganizationalstructures
andfacilities(e.g.buildings,roads, power supplies)neededfor
theoperationof asocietyorenterprise (Online Compact Oxford
English Dictionary)

Urban space has to serve a variety of human needs: housing,

working, social interaction, leisure and mobility of persons and
goods. Human beings also need nature within their living areas;
green spots for recreation and relaxation. To create or preserve a
liveable urban environment, the requirements of these functions
have to be balanced against each other. Land use planning
serves this process of balancing competing demands on limited
urban space and this is achieved through various planning
regulations

BACKGROUND
INFORMATION
The biggest city in Kenya & the capital city
Population: 800,000 in 1980(2014 Master Plan)
3.1M in 2009 (2009 Kenya Population and Housing
Census)
Area- 700km2 (2014 Master plan)

50% formal employment and GDP (2014 Master

Plan)
3

BACKGROUND
INFORMATION

First bylaws for building development controls

were introduces in 1926 by the Colonial
Government.
later replaced by the Nairobi City Council By-laws
(Building) in 1948 -included town planning and
zoning requirements.
Birth of the current Building Code, which is a
replica of the then British Building Regulations,
was adopted in 1968.
2009 Proposed Planning and Building
Regulations (Yet to be enacted by the parliament)

Figure 1:Location Map of Nairobi (Source: Nairobi Master Plan,2014)

5

BACKGROUND
INFORMATION
Since urbanization, Nairobi city county is expanding
outside the city boundary giving birth to Greater Nairobi
which is set at about 20 km from the City of Nairobi area.
This has resulted to urban sprawl.
The population increase has failed to match the transport
demand with the urban transport infrastructure
Traffic jam
Pollution
Urban sprawl
Unattractive NMT

PROBLEM STATEMENT
1. Rapid population increase
Year

Population
(1,000)

Average Annual
Growth Rate (%)

Remark

1906

11

1948

119

6.84

1st Master Plan (1898),

2nd Plan for Settler Capital (1927)
3rd Master plan(1948)

1963

342

7.29

Independence (1963), Capital of Kenya

1969

509

6.85

1st Census

1979

828

4.99

4th Master plan (1973), 2nd Census

1989

1,325

4.81

3rd Census

1999

2,143

4.93

4th Census

2009

3,138

3.89

5th Census, New Constitution (2010)

Table 1: Population History of Nairobi (Source: Nairobi Master Plan, 2014)

Result: Inadequate transport facilities.

Flats in Pipeline near Embakasi (Source: Baraka Mwau,2013)

8

2. Urban Sprawl

Urban sprawl is the spreading of a city or its

suburbs. It often involves the construction of
residential and commercial buildings in rural
areas or otherwise undeveloped land at the
outskirts of a city (Land use and Planning..
Publication by gtz)
Cause: High cost of living near the city centrecheaper housing available at the outcasts of
the city.
E.g. Kilimani- initially residential but currently
many offices being put up.

Urban sprawl results:

Increased travel distance

Need for passenger cars
More vehicles on the road- congetion
Increased pollution associated with traffic
Unsafe roads especially for NMT

The advantage of the compactness of the city is

lost and the city can only survive only if cheap
source of oil to run the motor vehicle can be
assured.(L.R. Kadiyali)

10

3.Rapid Increase of motor

vehicles
NATIONAL LICENSED VEHICLES GROWTH RATE

2,000,000
1,800,000
1,600,000
1,400,000
1,200,000
1,000,000

No. VEHICLE

800,000
600,000
400,000
200,000
0
2001

2002

2003

2004

2005

2006

2007

2008

2009

2010

2011

2012

2013

YEAR

Cars

Utilities, Panel Vans, Pick-ups etc

Lorries, Trucks and Heavy Vans

Buses and Mini-buses

Trailers

Motor and Auto cycles

Other Motor Vehicles*

Total

Figure 5: General growth trend for national licensed vehicles (KNBS,2013

11

Results:

Increased motorised traffic -delays

Congestion- Traffic jam, not safe for NMT
Inadequate parking
Pollution- noise, air, vibrations
Economical looses (public and private)

Traffic jam at Haille Salesie Avenue-Nairobi (Source: http://www.jambonewspot.com)

12

4. Inadequate (Lack of)Road Safety

Figure 7: Motorcyclist along a road in

Nairobi (Source: www.kiwa.org)

Figure 8: Disabled man using

Motorised Traffic roadway along
Jogoo Road (Source: Nairobi Wire)

13

RESEARCH QUESTIONS

Do the existing building and planning codes and

regulations in Nairobi accommodate transportation
infrastructure planning?
What are the effects of building and planning codes
and regulations on transportation infrastructure in
Nairobi
Are the existing building and planning codes and
regulations
effectively
addressing
the
transportation infrastructure in Nairobi?
What are the existing gaps in the current building
and planning codes and regulation in Nairobi that
need to be filled?
14

OBJECTIVES OF THE RESEARCH

To review the integration of transport infrastructure in

the existing building and planning code and regulation
in Nairobi.
To determine the effects of the building and planning
codes and regulations on transportation infrastructure
in Nairobi
To establish the gaps in the existing building and
planning codes and regulations in Nairobi in
addressing the transportation infrastructure in Nairobi
To propose ways to integrate the transportation
infrastructure with the building and planning codes
and regulations in Nairobi

15

LIMITATIONS OF THE RESEARCH

The researcher is biased towards vehicular

and non motorised transportation; (air, rail
and
other
modes
have
not
been
investigated)

Not all the existing building and planning

codes and regulations have been reviewed,
therefore some of the identified gaps could
have been addressed in other existing
codes, regulations or policies that were not
available to the researcher.
16

JUSTIFICATION OF THE
RESEARCH
Adding highway lanes to deal with traffic congestion is
like loosening your belt to cure obesity.
Lewis Mumford, The Roaring Traffics Boom
High population increase in Nairobi calls for improved
transportation infrastructure, both motorised and non
motorised.
Urban sprawl is becoming a common phenomenon in
Nairobi that has resulted to people travelling long
distances to their respective work places. Unchecked
urban sprawl has also greatly impacted on the primary
services such as water supply, transport systems and
other infrastructure. This calls for an integrated urban
planning approach.
17

BENEFICIARIES OF THE RESEARCH

The Nairobi County government through the
departments of planning and transport
infrastructure.
The Ministry of Land, Housing and Urban
Development
The Ministry of Transport and Infrastructure
The academic institutions.
Future researchers

18

LITERATURE REVIEWURBAN GROWTH PATTERNS

CONCENTRIC ZONE THEORY

SECTOR MODEL

MULTIPLE NUCLEI THEORY

19

CONCENTRIC ZONE THEORY

was among the early descriptions of urban form originated by

Earnest Burgess (Chicago University) in the 1920s.
The model depicts the use of urban land as a set of concentric
rings with each ring devoted to a different land use.
It was based on Burgesss observations of Chicago during the
early years of the 20th century. Major routes of transportation
emanated from the citys core, making the CBD the most
accessible location in the city. Burgess identified five rings of
land use that would form around the CBD. These rings were
originally defined as the:
central business district (CBD)
zone of transition (industries, sub-standard housing, slums,
new immigrants)
zone of independent workers (older houses, working class
homes)
zone of better residences (middle class, larger homes)
zone of commuters. (work in centres and live in suburbs)
20

CONCENTRIC ZONE THEORY

Figure 9: Burgess Concentric Zone Model (Source: Google images)

21

SECTOR MODEL

While recognizing the value of the concentric ring model, Homer Hoyt
observed some consistent patterns in many American cities. He observed,
for example, that it was common for low-income households to be found
in close proximity to railroad lines, and commercial establishments to be
found along business thoroughfares.
In 1939, Hoyt modified the concentric zone model to account for major
transportation routes. The city develops in a series of sectors based on
transportation networks rather than distance from the CBD-RR in Chicago.
Major cities evolved around the nexus of several important transport
facilities such as railroads, sea ports, and trolly lines that emanated from
the city's centre.
Recognizing that these routes represented lines of greater access, Hoyt
theorized that cities would tend to grow in wedge-shaped patterns, or
sectors, emanating from the CBD and centred on major transportation
routes. As a city grows activities expand outward in a wedge from the
centre. These sectors are:
1:CBD
2: Transportation and Industry
3:Low class residential
4: Middle class residential
5: High class residential
22

Figure 10: Sector and Nuclei Model (Source: http://hrsbstaff.ednet.ns.ca/)

23

MULTIPLE NUCLEI THEORY

By 1945, it was clear to Chauncy Harris and Edward

Ullman that many cities did not fit the traditional
concentric zone or sector model.
Cities of greater size were developing substantial
suburban areas and some suburbs, having reached
significant size, were functioning like smaller business
districts.
These smaller business districts acted as satellite
nodes, or nuclei, of activity around which land use
patterns formed. While Harris and Ullman still saw the
CBD as the major centre of commerce, they
suggested that specialized cells of activity would
develop according to specific requirements of certain
activities, different rent-paying abilities, and the
tendency for some kinds of economic activity to
cluster together.
24

LAND USE PLANNING AND TRASPORT PLANNING

Urban space has to serve a variety of human

needs: housing, working, social interaction, leisure
and mobility of persons and goods. Human beings
also need nature within their living areas; green
spots for recreation and relaxation.
To create or preserve a liveable urban environment,
the requirements of these functions have to be
balanced against each other.
Land use planning serves this process of balancing
competing demands on limited urban space and
this is achieved through various planning
regulations
25

LAND USE FOR TRANSPORT PURPOSES

Figure 12: Seattle, USA (Source, Google images)

26

INTERACTION BETWEEN LAND USE PATTERNS,

TRANSPORT AND THE ENVIRONMENT

Prof. Peterson states that the spatial

distribution of housing, working, shopping,
leisure and other activities determines
average trip distances in urban transport.
High population density as well as a mixture
of land uses for various social and economic
activities maintain low distances between
origins and destinations of urban trips.
Conversely, low density development and
large road areas increase trip lengths and
lead to a higher share of automobile trips.
27

INTERACTION BETWEEN LAND

USE PATTERNS, TRANSPORT
AND
THE
ENVIRONMENT

By influencing the spatial structure of locations in

the urban environment, land use planning can
contribute to a minimisation of kilometres driven
and support a high transit share.
Dense and mixed use development helps to keep
walking and cycling attractive. These are the
most environmentally friendly transport modes.
Given the high emissions per kilometre of motor
vehicles in developing countries, the amount of
traffic generated by unfavourable spatial
structures directly affects the quality of air.

28

INTERACTION BETWEEN LAND USE

PATTERNS, TRANSPORT AND THE
ENVIRONMENT
car
traffic
leading
to
deteriorated living conditions
leading to transformation of
rural areas into settlements
in which households are
dependent on the private car
for daily mobility.

Figure 11: The "Vicious cycle" of car traffic.

29

PROPERTY, BUILDING AND SITE,

STREET CHARACTERISTICS

Trip frequency, trip distances and modal choice

relationship to home, site and street characteristics
have been analysed in the Netherlands. (Land Use
Planning and Urban Transport by Prof. Dr.
Peterson ,gtz).
The type of home (flat, detached/semidetached,
terraced house, with or without garden) influences
personal mobility choice as well as street
characteristics (e.g. cycle route at front door, easy
or restricted parking, traffic calming).
However, stronger effects were attributed to
variations in neighbourhood characteristics.
30

PROPERTY, BUILDING AND SITE, STREET CHARACTERISTICS

The research further showed that the traditional road side

blocks of up to 6 floors have a number of advantages for
sustainable mobility.
Immediate access from house entrance to the pedestrian
walkways and close visual as well as acoustic contact between
inhabitants and the pedestrian areas which make walking
comfortable and safe.
Building fronts typically are narrow, often with the combination
of shops at ground level with flats on the upper floors. This type
of mixed use housing allows high accessibility to a large variety
of urban functions within short distances.
Access to bus and tram stops is easy too. It has been found
that the longer walking distances to bus and tram stops along
rows of houses are accepted where building fronts are varied.
Different styles and ground floor uses are to be preferred from
that point of view rather than large lengths and monotonous
faces of buildings. (Land Use Planning and Urban Transport by
Prof. Dr. Peterson ,gtz)
31

PROPERTY, BUILDING AND SITE LEVEL; STREET

CHARACTERISTICS

Space requirements for different transport modes vary

significantly, this is important for considering the kind of
mode to be supported by urban transport planning. In order
to provide mobility opportunities for a certain amount of
persons travelling, buses, pedestrians and cyclist make
better use of scarce urban space than automobiles.
Car ownership inevitably requires urban land consumption
even when the car is not moving, thus reducing the
opportunities for the land uses. Roadside parking occupies
scarce land resources needed for improved public space, bus
lanes, bicycle lanes and improved traffic flow.
Driving behaviour and speed is directly related to road
design. The faster a driver is going, the higher the risk of an
accident and the more severe the consequences. Limitation
of maximum traffic speed have been identifies as a suitable
and cost effective measure to reduce accident and fatality
rates.
32

EXISTING BUILDING CODES AND

PLANNING REGULATIONS IN NAIROBI

NAIROBI CITY DEVELOPMENT

ORDINANCES AND ZONES

THE BUILDING CODE (1968)

THE PHYSICAL PLANNING ACT(Cap 286)

33

NAIROBI CITY DEVELOPMENT ORDINANCES AND

ZONES

A new scheme based on the expanded Nairobi City

boundary was introduced in 1968. This zoning system tried
to regulate land use and minimum plot size. Subdivided the
city into 20 zones.
In 2004,zoning review was carried out and resulted in
subdividing the 20 zones into smaller zones and prescribed
ground coverage ratios(GC) and plot ratios (PR), and defined
minimum plot size for each zone.
E.g. This revision allowed developers in Zone 4 a maximum
of four floors for apartments (Westlands, Parklands,
Woodley, Kilimani and Kileleshwa)-(A guide Of Nairobi City
Development Ordinances And Zones)
However, the current development activities do not seem to
follow the revised regulation.

34

Figure 14: Artistic Impression of Kileleshwa Towers in Kileleshwa

(Source: www.villacarekenya.com)
35

THE BUILDING CODE

(1968)

The building code attempts to be comprehensive and gives

guidelines in building industry on application of bylaws
(plans, notices and fees), siting and space about buildings,
building materials, advertisements and general regulations
such as closing of streets, damage to streets, paving of
open spaces hoardings and scaffolding etc.

Siting and space about buildings regulations have a direct

impact on the urban infrastructure as they influence trip
frequency, trip distances and modal choice as earlier
discussed. The code has described the requirement of a
building line which may influence the width of the street or
road corridor and it has further given the guideline on the
siting of buildings and access of plots..

36

Figure 17: New office blocks along Waiyaki Way-Nairobi (Source: Nairobi wire)

37

THE PHYSICAL PLANNING ACT(Cap 286)

This is an Act of parliament to provide for
the preparation and implementation of
physical development plans and for
connected purposes.
It
provides the following regulations;
establishment and composition of physical
planning liaison committees, physical
development plans, control of development
and the miscellaneous (e.g. subdivision of
land, disposal of land, extension of lease,
etc)

38

THE PHYSICAL PLANNING ACT(Cap 286)

The

physical planning act has given the local authority the powers

i.

to prohibit or control the use and development of land and buildings in

the interests of proper and orderly development of its area.
ii. to control or prohibit the subdivision of land or existing plots into
smaller areas
iii. to consider and approve all development applications and grant all
development permissions
iv. to ensure the proper execution and implementation of approved
physical development plans
v. to formulate by-laws to regulate zoning in respect of use and density
of development;
vi. to reserve and maintain all the land planned for open spaces, parks,
urban forests and green belts in accordance with the approved
physical development plan.
(source: The Physical Planning Act (Cap.286)).
The

act states it is an offence for any persons to put a development

within an area without a development permission granted by the
given local authority.
39

URBAN TRANSPORT INFRASTRUCTURE IN THE NETHERLANDS THE HAGUE

CITY

The Netherlandsis avery densely populatedand a highlydeveloped

country, in whichtransportis a keyfactor of the economy.
Correspondingly it has a very dense and moderninfrastructure,
facilitating transport with road, rail, air and water networks. With a total
road network of 139,295km, including 2,758km of expressways, ("CIA
World Factbook | Field listing: Roadways":-www.cia.gov)
the Netherlands has one of the densestroad networksin the world; much
denser thanGermanyandFrance.
The Dutch also have a well developed railway network, that connects
most major towns and cities, as well as a comprehensive dedicated
cycling infrastructure, featuring some 35,000km of track physically
segregated from motorised traffic.(http://www.fietsberaad.nl).
TheMinistry of Infrastructure and the Environmentis theDutch Ministry
responsible
forTransport,Aviation,Housing,Public
works,Spatial
planning,Land management,Forestry,Waterand the Environment.
The Ministry was created in 2010 following the merger of the
formerMinistry
of
Transport,
Public
Works
and
Water
ManagementandMinistry of Housing, Spatial Planning and the
Environment. Major cities in Netherlands(e.g. Hague, Amsterdam) have
adopted sustainable transport planning.
40

URBAN TRANSPORT IN HAGUE

The Hague is the political and administrative centre of the

Netherlands although Amsterdam is officially the capital.
The Hague has a mix of architecture in the central area with
historical low rise buildings combining with high storey
modern office buildings with varied designs.
The Hague grew upwards following the demolition of poor
quality buildings in the historical centre during the 1930s. A
wave of decentralisation was experienced during the 1970s
when many businesses re-located to premises on the
outskirts of the city close to the motorway linking to
Rotterdam and Amsterdam. However, most of these
companies have now returned to premises in the city centre.
The Hague is improving the quality of the city by
addressing spatial development and traffic policy in
an increasing coherent manner. This results in a
choice for accessibility next to liveability, strong
public transport, better use of existing connections,
the construction of new roads and a tailor made
approach for different city districts.
41

Public Transport Plans in

Hague

The Local Transport Plan divides The Hague into

four separate areas for planning; The central zone,
south west zone, north east zone and the A4 zone
that is on the southern periphery of the city.
The policy approach is tailor-made for these
four different areas of the city. The current
governmental
policy
concerning
infrastructure
and
urban
development
dictate that urban development is located in
areas where the necessary infrastructure
(transport lines etc) is already in place.

42

The Central station (Main

Terminus)

Figure 18: 'Cities for people that you need space for people to hang out along the edges
of larger spaces. Den Haag did just that at the square in front of the Central Train Station.
(Source: http://urbancommuter.wordpress.com/

43

The Hague is connected to the national motorway network by an urban

motorway that penetrates the central area, segregated from the urban
road network by running along a lower level.
the impact of the motorway through the city has been reduced by
using the space above the road for office and housing development.
This enables the city to retain a high density of development and
reduces the community severance effects of a high speed road passing
through the city centre.
A ring road was strategically developed so that cars do not pass
through the city centre on cross city journeys. Drivers to the central
area are directed to car parks and are unable to make through
journeys. Cycle lanes and traffic calming zones have been installed to
ensure that the impact of road traffic in the centre is minimised.
In addition to the construction of the ring road, the Hague has
employed integrated set of measures including Intelligent Transport
Systems and dynamic information screens to improve traffic flow
into the busy tourist area of Sheveningen on the northern coast.
By providing up to date information directing drivers to the most
appropriate routes and parking areas (including Park and Ride), the city
has reduced the level of congestion on local access roads. The systems
also shows drivers the estimated travel times by various routes, to
influence traveller behaviour to make optimal use of the road network.
44

Buses

The present bus network is designed as a hub

and spoke network with several hubs in key
urban centres.

Figure 19: Hague Bus Network (Source:

http://www.transportbenchmarks.eu/)
45

Typically, The Hagues streets have a wide profile, with segregated

roadspace allocated to motor traffic, trams and bicycles, and lined by
3 storey housing built in the 1930s. Historically, houses in The
Netherlands do not have a basement due to the soft turf but
increasingly, underground parking areas are being introduced to
remove cars from ground level, thus increasing the potential for high
density housing.

There is a need to ensure that the designs of the high density housing
remain attractive and complement the local environment. However,
the demand for housing amongst local people is divided into people
who want to live in a city centre apartment and those who want to
live in a suburban house with a garden. There is a reluctance to
embrace the concept of high density living in suburban areas.

City planners aim to address these attitudes by ensuring that new

high density development is of a high quality thus appealing to
aspiring young people who can re-vitalise an area and create demand
for shopping, leisure facilities etc. Also, preferences for certain types
of housing are transitory; demand for different types of house
changes over time and can be influenced by planning policy.
46

Integrated urban planning

-HAGUE

Figure 20: Bicycle parking next to high rise buildings

(Source: http://www.transportbenchmarks.eu/)
47

The Hague tram network, cycle lanes, urban motorway,

integrated planning

Figure 21: Segregated motorway, cycle track and footpaths(Source:

http://www.transportbenchmarks.eu/)
48

Future Challenges

to find the best and most efficient relationship between new

urban development and the public transport network. To
achieve this, The Hague has put forward the following
measures
to increase the density of housing along public transport
corridors so that a greater proportion of the population lives
close to a tram stop/rail station.
To develop the public transport network- this is will be
achieved by increasing the level of revenue from passenger
fares to pay for the improvements. The best way of increasing
passenger levels on existing networks is to densify the urban
development near to the public transport lines, for example,
to generate enough revenue to construct an orbital tram line,
20,000 houses would need to be constructed along the route.
To make the existing tram network more attractive by
increasing the speed of journeys to the centre. Two options to
achieve this; to streamline the existing route or to increase
service frequencies (thus reducing the waiting time element
of the door to door journey).
49

RESEARCH METHODOLOGY

Data Sources
The different types and sources of data that were
required to support this study were identified.
The secondary data sources were as follows:

literature review of the existing work by academicians and

researchers on urban transport, land use and planning,
sustainable urban etc.
Other sources of secondary data included universities
library
Internet e.g. websites of various institutions such as WHO
website, Ministry of Housing and Urban Deployment, The
County Council of Nairobi
Government documents on planning regulations e.g., The
Physical Planning Act(Cap286), The Building Code (1968),
The Nairobi City Development Ordinances and Zones, The
Nairobi Master Plan 2014.

50

DISCUSSION:

The various building and planning codes and

regulations in use Nairobi have not given the transport
infrastructure the weight it requires during urban
planning. In Nairobi, in almost all cases, transport
infrastructure comes up after other developments. This
has always resulted to crisis that is affected Nairobi as
whole. In the Netherlands, the current governmental
policy
concerning
infrastructure
and
urban
development dictate that urban development is
located in areas where the necessary infrastructure
(transport lines etc) is already in place. This ensures
that transport is integrated in the urban planning from
the onset.

51

EXISTING GAPS IN THE CODES AND

REGULATIONS

Nairobi Ordinances and Zones

outdated and need thorough review considering the
current land use mix, the population growth increase
that is demanding for more facilities and strongly
focussing on sustainable urban development.
The Physical Planning Act (Cap 286)
The Current Act is not flexible enough and it is
unresponsive to address the dynamics of development
e.g. Various facilities in or near residential areas. There is
also no clear classification of land use e.g. limited use of
mixed development in residential areas.
The ACT does not promote undertaking of studies that
should inform planning policy formulation in the county.
If this was provided, measure to achieve sustainable or
green transport would have emerged.
52

EXISTING GAPS IN THE CODES AND

REGULATIONS

The Building code(1968)

This code aims at regulating the building industry in
Kenya but unfortunately non compliance by developers
is common.
The building code is prescriptive necessitating constant
policing of development implementation. It has also
failed to explicitly address the regulations on the siting
of
various
types
of
developments,
transport
infrastructure
requirement
and
any
mitigation
measures that may remedy the impacts on the traffic
such as congestion.
There lacks adequate institutional capacity leading to
weak enforcement of the code requirement.
53

The effects of building and planning codes

and regulations on transportation
infrastructure in Nairobi
1.

Inadequate and inefficient transport

network
Lack of efficient public transportation system
Increasing of Incoming vehicles to Nairobi
Passage of international transportation route
through urban centre
Rapid increase of private vehicles
Lack of Systematic Development of Road Network
(e.g missing links)

54

The effects of building and planning codes and

regulations on transportation infrastructure in Nairobi

2. Poor or lack of non-motorised traffic

(NMT) facilities

Figure 22: Pedestrian crossing used as motorcycle parking at Westlands near

Sarit Centre.(Source: Author, December 2014)

55

The effects of building and planning codes and regulations on transportation infrastructure in Nairobi

3. Chronic state of traffic congestion

Urban sprawl and uncontrolled urban
development
Inadequate access and parking

56

CONCLUSION and RECOMMENDATIONS

The research has identified existing gaps in the current

building and planning codes and regulation in use in
Nairobi and the following recommendations are made:
To formulate an integrated physical development plan to
harmonize all issues of development.
Review and enhance penalties on errand developers to increase
compliance.
Provide a framework that allows public-private partnership in
urban development infrastructure.
Review and adopt the recently revised building regulations 2012.
strict mechanisms that ensure developers take the responsibility
of compliance with approved plans
Address alternative of innovative approaches towards more
sustainable of green buildings;
multidisciplinary approach to break down the process from
planning, design, and construction practice;
Establish minimum green requirements for buildings, level of
compliance and complementing rating systems.
57

Adopt Smart growth!

Smart growth is a scientific land use practices

that create more accessible land use
patterns which reduce the amount of travel
needed to reach goods and services. Smart
growth is an alternative to urban sprawl.

Strategic planning. Establish a community vision

through public participation during the planning process.
Create more self-contained communities. Reduce
average trip distances, and encourage walking, cycling
and transit travel, by locating facilities in or adjacent to
residential areas.
Encourage quality, compact development. Allow and
encourage higher density development, particularly
around transit and commercial centres. Demand high
quality design to address problems associated with higher
density.
58

Adopt Smart growth!

Encourage infill development. Locate new development within or

adjacent to existing urban areas. Encourage redevelopment of older
facilities.
Reform tax and utility rates. Structure property taxes, development
fees and utility rates to reflect the lower public service costs of clustered,
infill development, and encourage businesses to locate in accessible
locations.
Concentrate activities. Encourage walking and transit by creating
nodes of high-density, mixed development linked by convenient transit
service.
Encourage
transit-oriented
development:
Encourage
dense
development within walking distance (0.4 to 0.8 km) of transit stops, and
provide high facilities in those areas.
Manage parking for efficiency. Encourage shared parking, and other
parking management strategies. Reserve the most convenient parking for
rideshare vehicles.
Avoid overly-restrictive zoning. Reduce excessive and inflexible
parking and road capacity requirements. Limit undesirable impacts (noise,
smells and traffic) rather than broad categories of activities. For example,
allow shops and services to locate in neighbourhoods provided they are
sized and managed to avoid annoying residents .

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Adopt Smart growth!

Create a network of interconnected streets. Keep streets as narrow

as possible, particularly in residential areas and commercial centres.
Site design and building orientation. Encourage buildings to be
oriented toward city streets, rather than set back behind large parking
lots. Avoid large parking areas or other unattractive land uses in
commercial areas.
Improve non-motorised travel conditions. Encourage walking and
cycling by improving walkways, street crossings, protection from fast
vehicular traffic, and providing street amenities (trees, awnings,
benches, pedestrian oriented lighting, etc.)
Preserve green space: Channel development into areas that are
already disturbed.
Encourage a mix of housing types and prices. Develop affordable
housing near employment, commercial and transit centres.

Implementation of smart growth requires policy and

institutional
reforms,
and
multi-jurisdictional
coordination.
60