We need planned cities to cater for pedestrians and motorists

Most people would agree that Nairobi is one of the most pedestrian-unfriendly cities in the world.

It is a city built for the motor vehicle, not for people who ride bicycles or walk.

Few of the new roads that have been built have pavements or bicycle paths alongside them.

Yet, pedestrians and cyclists comprise the majority of road users in the city.

If Nairobi were a place that catered to the needs of most of its residents, there would be more pavements, bicycle paths, public parks, and playing fields in the city.

The irony is that, despite having more roads in the city, traffic in Nairobi has reached nightmare proportions.

This contradiction was predicted some years ago by Enrique Penalosa, the former mayor of the Colombian capital, Bogota, when he gave a public lecture at the University of Nairobi.

Penalosa said that expansion of the road network in many cities had shown that instead of reducing vehicular traffic, it actually increased it.

This could explain why, despite the construction of several bypasses on Mombasa Road, Uhuru Highway remains the most congested artery in the city at all hours of the day. (It takes an average of two hours to get from the Jomo Kenyatta International Airport to the Westlands roundabout via Uhuru Highway — I know because I use this route regularly.)

The former mayor said that instead of making more room for cars, cities should make more room for pedestrians, cyclists, and rapid transit systems.

This would encourage residents to use alternative forms of transport, which would lessen traffic on the roads.

When he was mayor of Bogota between 1998 and 2001, Penalosa created a bus rapid transit system featuring bus-only lanes. (Wouldn’t it be great if Nairobi had matatu-only lanes? It would create order on the roads — that is, of course, if traffic police officers do not take bribes from matatu drivers who veer into the wrong lanes.)

DIVIDE
Penalosa will be remembered for building an extensive network of bicycle paths and pedestrian-only streets at a time when cities such as London and Paris had not even thought of them. (Now both London and Paris are emulating the Bogota example.)

The former mayor says that today’s cities need to be totally re-designed to cater for motorised transport.

In an interview with the online Citiscope magazine, he stated: “For 5,000 years we designed cities for people without cars. When cars appeared, we should have begun designing totally different cities. We did not. We just made bigger roads.”

Penalosa is also a great advocate of public parks and playing fields.

He notes that New York City created Central Park in 1860 when the city was much poorer than it is today, and that London, a heavily built-up city, has 1,500 public football fields that are open and free to all residents.

(In contrast, Nairobi county Senator Mike Sonko has suggested that Uhuru Park be turned into a matatu stage and land grabbers have attempted to steal playgrounds in Nairobi’s public schools.)

He also looks down on the new trend of shopping malls, which he says prevents city dwellers from walking in and enjoying their city.

Local neighbourhood shops disappear as the rich flock to enclosed malls.

City streets were once the great levellers where the rich interacted with the poor.

Not so any more. The shopping mall has created social apartheid between the urban rich and poor.

One of the pitfalls of devolution is that urban areas may suffer under a system where devolved funds are used to cater mostly for rural populations in the counties rather than the needs of urban dwellers.

GOOD QUESTION
While this is understandable, given the marginalisation of several regions under the previous centralised system, neglecting cities and towns may come to haunt us in the future.

Perhaps there is a need to create a national urban authority whose main aim would be to ensure that the country’s urban areas are managed, planned, and designed in a way that promotes equity, sustainability, and aesthetics.

Rescuing cities and towns would also mean rescuing the economy — urban-based economic activities generate more than half of Kenya’s GDP.

Which brings me to another question: why are the roads in Nairobi’s industrial area — the nerve centre of Kenya’s manufacturing and industrial activities — among the most dilapidated and pot-holed in the city?

BY: Rasnah Warah

Source: Nation:  http://www.nation.co.ke/oped/Opinion/We-need-planned-cities-to-cater-for-pedestrians-and-motorists/440808-3443224-iq975oz/index.html

 

Sh50,000 fine proposed for Nairobi residents who fail to use zebra crossing

 

Failing to observe traffic lights and zebra crossings will cost Nairobi residents a fine of up to Sh50, 000 if a proposed law at the county assembly is passed. The Bill titled Nairobi City County Public Nuisance Bill 2016 also places the same penalty on matatu touts soliciting for passengers on the streets.

The Bill seeks to tackle common nuisances, including noise and garbage dumping on the streets.

“Any person who, on any street fails to observe traffic lights or the zebra crossing or any other public directional signs, commits an offence,” the Bill sponsored by Viwandani MCA Samuel Nyangwara says.

 The Bill, if passed, would place a high premium on jumping lights by motorists who will risk being hauled to City Hall court. The proposed will also cover littering offences for banana skins and orange peels, among others.

 The proposal by-law also allows county officers to compel Nairobi residents to keep their premises free of “offensive and unwholesome matter.”  It, however, does not define what is considered unwholesome or offensive.

 The officer will serve a notice to the owner of the house or the person living in the premises to remove the material. Failure to comply will be considered an offence that could attract a fine of up to Sh50, 000.

“The objective of this Act is to provide for the control of public nuisances, including waste and disease-causing pests; and in order to ensure a clean and healthy environment,” the Bill reads.

Download the Bill below->http://nrbcountyassembly.go.ke/bills/PUBLIC%20NUISANCE%202016.pdf

Source: Business daily-> http://www.businessdailyafrica.com/Sh50-000-fine-proposed-for-Nairobi-residents-/539546-3410684-w4usdiz/index.html

 

 

 

 

Oversupply hurts rental income in city’s affluent areas

Rent in Nairobi’s affluent neighbourhoods dropped by about eight per cent on average in June compared to December last year, a periodic property report shows, citing increased supply amid slowdown in demand.

The residential rental prices were, however, flat compared to June last year, consultancy firm Knight Frank says in its Market Update report for the first half of the year.

“The decline was occasioned by increased supply, giving tenants choice and room to negotiate with landlords,” the report says. “The top-end market segment is dominated by expatriate tenants, who pay out of their accommodation allowances, or are housed under corporate arrangements.”

With demand for upmarket property slowing down, partly due to downsizing of operations by firms which were angling for a piece of the nascent oil industry, developers are moving into middle-income areas where the returns have been relatively stable.

Some of the major developments in the January to June period targeted at middle-income market included the 130-apartment complex by Bric Company in Spring Valley.

Agricultural and Industrial Holdings also broke ground for 560 two and three-bedroom complex at a cost of Sh3 billion.

Development of units for the low-income segment, the report says, has been left to the national and county governments.

Ministry of Housing’s Kenya Slum Upgrading Programme got approvals to develop residential flats in Kibra for Sh1.3 billion.

Source: The Star-> http://www.the-star.co.ke/news/2016/10/07/oversupply-hurts-rental-income-in-citys-affluent-areas_c1433598

 

Mombasa residents seek closure of casinos in estates, near schools

Mombasa residents and a lobby group want the county government to crackdown on unlicensed gambling stations and casinos in residential areas and near schools. This is after reports emerged that some Chinese businessmen are operating gambling stations in Jomvu, Kisauni and Changamwe sub counties.

The residents and the Commission for Human Rights and Justice raised the alarm over the establishments where, they claimed, schoolchildren spend long hours gambling.

“We want the joints shut down or we will take the law into our hands. Our youth are losing focus by engaging in gambling,” said Commission for Human Rights and Justice executive director Julius Ogogoh.

Some traders, including Chinese nationals, run illegal betting joints in most parts of the county. Two weeks ago, the police arrested three people in Ganahola, Mikindani, after they lost their cash during a gambling game and got into a brawl with the Chinese traders. However, Changamwe OCPD Stephen Chateka declined to confirm or deny the arrests when contacted.

According to the residents, cases of truancy have increased sharply due to schoolchildren opting to gamble at the various Chinese-owned outlets in the various estates in the county.

The issue reached the Mombasa County Assembly after Miritini ward representative Kibwana Swaleh pushed for legislation of a law to control the gambling businesses.

“We want licenses of the uncontrolled gambling within the villages by Chinese revoked, this matter is getting out of hand it is time we take the bull by the horn,” he said.

The Committee on Youth, Sports and Gender was given two weeks to investigate the matter.

During the recent public forum on Finance Bill 2016/2017 in Tononoka county officials were taken to task over the gambling businesses. County tourism official Simon Mbaru said the county government would decide what do with the gambling businesses.

“We don’t license them. They get licenses from the national government. However, as a county we will sit down and find a solution. Kajiado County government decided to shut down the businesses,” he said.

Source: Business daily- http://www.businessdailyafrica.com/Corporate-News/Mombasa-residents-seek-closure-of-casinos-in-estates/539550-3391470-xghcaw/index.html

Happiness is vital for sustainable, productive cities

What makes people happy is usually a topic that is as controversial as anyone’s opinion. While there are those who say cash is king, there are others who would never trade in their peace of mind for lofty material benefits. Anyway, while happiness is generally determined by one’s mental and emotional health, it is also influenced by some environmental factors.

Apparently, if you live in a large urban area like Nairobi or Mombasa, your happiness is bound to be influenced by the pace at which people walk, and the amount of open spaces in the vicinity.

Indeed, there is an emerging school of thought that says residents of well-planned cities are way happier and more productive than the inhabitants of cities with no meticulous planning.

According to Happy City, a Canadian organisation which makes the case for retrofitting cities for happiness, most urban infrastructure including streets, parks, shopping centres and housing estates can be designed to make people feel happier, behave better and be kinder.

Using evidence from psychology, neuroscience, public health and behavioural economics, Happy City observes that, for example, hospital patients who can see trees through their bedside windows heal faster than those who only see brick walls. The researchers also claim that commuters at rush hour suffer more anxiety than fighter pilots or riot police facing angry mobs, and that the friendliest front gardens are precisely 10.6 feet deep!

Let us take Nairobi County as a case study of for sustainable, purposeful city planning. For the last 20 years, the capital city has been expanding exponentially, but with no clear direction. Consequently, residents have now become accustomed to overcrowding, traffic snarl-ups, air and noise pollution, burst sewer pipes and crime.

Going by the arguments of Happy City, this explains reasons behind the ‘rudeness epidemic’ plaguing many Kenyans. You will agree with me that pathetic customer service has become a norm in many firms today, from small and me dium enterprises to blue chip bodies. Rudeness is also now rife in hospitality institutions like medical institutions and hotels where you expect nothing less than compassion and pampering, respectively.

Blame it on people’s state of mind at the time they get to work caused by waking up to dry water taps, power outages, burst sewer pipes and garbage in the estate, loud matatus, grid lock, street families et al. Basically, our cramped up cities have little fresh air; people want to get in and move out from the madness of it all as fast as possible.

The truth is that well organised towns with promenades, avenues, spacious walkways, wide spaces, parks, security and such social amenities have low crime and stress levels. Actually, that is the essence of gated communities, the current buzzword in real estate. It is also the reason why shopping malls are very popular. They are designed and built in a way that encourages loyalty from customers and businesses.

This is something that county governments, architects, developers and other institutions that have control over how cities grow need to adopt. There is no reason why the Eastlands part of Nairobi should not be restructured to give its residents more aesthetics where they live and work. Basically, happiness interventions include breaking up imposing superblocks, investing in quiet streets that are safe and friendly for pedestrians, and creating a village heart to which residents can walk and shop.

Why bother, you may ask. Well, according to Happier Cities, ‘happiness is good for the bottom line’. People who are socially connected are more resilient and more productive at work. Cities that encourage social interaction foster greater levels of creativity and trust, both of which correlate with growth of the GDP. Happiness and health is good for business.

By: Stephen ndegwa (Centre for Climate Change Awareness-www. centreforcca.org)

Report on State of Urban Safety Launched by Nairobi County, UN Habitat

Nairobi City County in Partnership with UN Habitat’s Safer Cities Program and The National Crime Research Centre (NCRC) have launched ‘The City’s Report on the State of Urban Security’ by Safetipin – India, which seeks to highlight the safety status of various parts of the city.

The Report is based on a Citywide Urban Safety Audit, which carried out between March last year and June 2016 by The County Government of Nairobi in collaboration with Safetipin, Uber and various youth groups across the city.

Safetipin is a mobile platform that is used to collect data to measure a city’s safety status. The resultant information is then used to collect strategies and actions that will make cities more inclusive and safe.

Speaking during the launch, Nairobi Governor Dr.  Evans Kidero said the Safetipin app provides a unique opportunity for collaboration and partnerships that will foster safer living in the city of Nairobi.

Dr.  Kidero noted that the Safetipin audit has indicated where people feel unsafe and why they feel that way and with the revelations, the County Government would be able plan and act to effect change through formulation of informed policies, decisions and investments that support the promise of a Safer Nairobi for its citizens.

He added: “This audit will allow all of us present here today as stakeholders including the national government to deliver measurable improvement in safety.”

The Citywide Urban Safety Audit collected data across the city between March 2015 and June 2016 by taxi hailing service Uber Kenya as part of their partnership with SafetiPin, local taxi drivers, and university students and local youth in various neighborhoods around the city.

“This platform will save lives, make urban dwelling enjoyable and improve the environment for business, said Dr.  Kalpana Viswanath, Co Founder, Safetipin India.

“The technology is a platform uses data to make cities more inclusive, safe and free from violence, particularly for women and girls.  It uses apps to collect information and engage with individuals and institutions to create solutions. It provides useful information about safety in cities,” Dr. Viswanath explained.

The safety audit covered both streets and public spaces and focused on specific parameters namely: lighting, openness, visibility, security (presence of police – public or private), walk paths, public transport, gender usage and the general feeling of participants.

Based on the above parameters, Safetipin, with support from Cities Alliance and UN-Habitat, collaborated with the Safer Nairobi Initiative and the NCRC to help the city assess the status of urban safety and security.

“This Safety Audit presents us with another step to generate data to help the County in developing strategies to build a safe city,” Dr. Kidero acknowledged.

The Governor announced that the County is planning to establish a modern Centre for Learning to build the capacity of the city’s workforce and empower them to better respond to the cross-cutting urban management and governance issues which are presented by rapid urbanization.

“We have already begun this process through the initiation of a Culture Change program as well as on-going training for the County’s Security team.” He said.

Apart from Nairobi, Safetipin methodology has been successfully applied in Delhi, Bogota (Colombia) and Jakarta (Indonesia).

The software developers of SafetiPin are based in New Delhi, India.

The findings of the report are expected to provide an opportunity for stakeholder engagement and to promote a multi-stakeholder approach to crime prevention.

Sources: nation->http://www.nation.co.ke/counties/nairobi/only-18-per-cent-of-Nairobi-safe/1954174-3372246-g8xklb/index.html, http://sokodirectory.com/2016/09/nairobi-county-un-habitat-launch-report-state-urban-safety/

 

School Transportation Safety Guidelines by The National Transport and Safety Authority (NTSA)

School bus safety and transportation play an important and long-term role in the lives of children from primary through high school.

The following guidelines are intended to provide a framework of school transportation comprehensive regulations that may be adopted by schools and colleges to enhance safe transportation for school/college students on our roads.

1.0 School Bus Safety Features

1.1. Lap/shoulder belt restraint system for use as directed.

1.2. All children must travel in child-restraint system when transported in all motor vehicles and school buses to ensure safest ride possible.

1.3. Requirement of mirrors to improve driver visibility in front and along both sides of school bus.

2.0 School Bus Driver Selection, Training and Performance

The responsibility of driver recruitment should involve both the Parents Teachers Association representation and school administration due to the important responsibility that is entrusted those persons. The selection and training should be rigorous and include retraining and regular re-evaluation to ascertain alertness, consistency and proficiency. To meet basic requirements, school bus drivers should:-

2.1 Maintain a valid commercial driver’s licence.

2.2 Be at least 21 years of age.

2.3 Provide proof of an annual health history, assessment and physical examinations, including vision and hearing assessments that document the absence of anomalies that may compromise driving and child supervision.

2.4 Successfully complete a written or oral test covering driver duties, bus operating procedures, traffic and school bus regulations, road emergency and crash related procedures, first aid, basic appreciation of the development stages and needs of pre-school and school age child supervision, responsibilities and transportation of passengers with special needs.

2.5 Maintain a satisfactory driving record as determined by the school management.

2.6 Successfully pass an assessment for a criminal record that is reviewed annually (including convictions of child abuse and incidents of arrests for driving under the influence or other drugs).

2.7 To demonstrate operational and driving skills, school bus drivers should:-

2.7.1 Pass a driving performance test and demonstrate safe loading and unloading procedures.

2.7.2 Demonstrate physical capability to successfully accomplish student evacuation test and

2.7.3 Demonstrate correct use of all occupant protection systems that may be available on the school bus including use of car safety seats, seat belts, occupant protection systems that are used by children with special medical or health needs.

3.0 School Bus Passenger Instruction

Passengers of all ages need to be taught safe driving and pedestrian behavior regardless of the frequency of school bus use. Instruction should include pedestrian practices going to and from the bus, safe behaviour while waiting for the bus, safe practices for boarding and disembarking the bus, behaviour in the bus including the use of child restraint systems and seat belts when present and emergency situation. Escort children crossing streets and roads to be considered.

4.0 School Bus Passenger Supervision

Adult supervision on school buses should focus on ensuring that passengers stay seated and use seat belts and occupant protection systems; ensuring that passengers keep their arms and head inside the windows; assisting in emergency circumstances and passengers with special needs and escorting children across roadways, pick up and drop off pupils only at designated stops.

5.0 Responsibility of School Bus Driver

A school bus driver should;

5.1 Be fully in charge of the bus and pupils, has the authority of a classroom teacher and is responsible for the health, safety and welfare of each passenger.

5.2 Operate the school bus in a safe and efficient manner at all times.

5.3 Conduct thorough pre-trip and post-trip checks on the vehicle to ensure that the vehicle and safety equipment is operational, that no child is left on board the bus and that the vehicle is clean and secure.

5.4 Maintain discipline among passengers.

5.5 Meet emergency situations effectively.

5.6 Communicate effectively with school staff, parents and students.

5.7 Dress appropriately.

6.0 Responsibility of School Bus Aide/Attendant

School bus attendant should;

6.1 Assist in loading and unloading of pupils.

6.2 Ensure that pupils and equipment are properly secured to ensure safe transport. Adjust, fasten, and release restraint devices for pupils as required. Continually monitor overall safety of pupils and equipment.

6.3 Ensure that all pupils remain seated at all times.

6.4 Assist the driver during unusual traffic conditions, act as a lookout when backing the bus.

6.5 Monitor and report pupil behavior according to established procedure.

6.6 Assist the driver in keeping the interior of the bus clean.

6.7 Assist the driver with the post-trip inspection to ensure no pupil is left on board the bus.

6.8 Assist pupils with disabilities and with personal needs associated with their disabilities.

6.9 Assist in bus evacuation drills.

7.0 Pupils Conduct on School Buses

Pupils on school buses should;

7.1 Obey the driver promptly and be courteous to the driver and fellow pupils. They are to conduct themselves while on the bus in such a way that they shall not distract the driver from driving tasks.

7.2 Be at their bus stop on time or as required for pickup.

7.3 Wait in a safe manner for the bus on the sidewalk or shoulder, not the roadway.

7.4 Keep a safe distance from the bus while it is in motion.

7.5 Enter the bus when directed to by the bus driver or aide without crowding or disturbing others and occupy their seats immediately.

7.6 Get on or off the bus only when it is stopped.

7.7 Remain seated and facing forward.

7.8 No student shall occupy a position in the driver area that may distract the driver’s attention or interfere with the driver’s vision.

7.9 Stay out of driver’s seat. Also, unnecessary conversation with the driver is prohibited while the bus is in motion.

7.10 Before crossing the road to board the bus, cross only upon an audible clearance signal from the driver/aide.

7.11 Observe classroom conduct when on the bus.

7.12 Do not open the bus windows without permission from the driver, extend any body part out of the windows or call out to passersby.

7.13 Do not smoke, use profanity, eat or drink on the bus.

7.14 Do not throw articles of any kind inside, around the bus or out of the bus windows.

7.15 Other forms of misconduct that shall not be tolerated on the bus and at bus stops are acts such as, but not limited to, bullying, indecent exposure, obscene gestures, spitting and other actions that may be addressed in the code of conduct.

8.0 Procedures for Operating Buses

8.1 No other person other than a pupil, teacher, school official, aide, driver in training or substitute driver shall be permitted to ride on a school bus while transporting pupils. Exceptions may be made for parents, guardians and relative caregivers involved in the Ministry of Education educational programmes that provide for transportation.

8.2 The driver shall maintain discipline on the bus, and shall report cases of disobedience or misconduct to the designated school officials. No pupils may be discharged from the bus for disciplinary reasons except at the home or school. The principal or designated school official shall be notified of such action immediately. Any change to the action taken by the driver or any further disciplinary action to be taken is the responsibility of the principal or designated school official.

8.3 Pupils shall have definite places to board and exit the bus. Pupils should not be allowed to leave the bus at any place other than the regular stop without written permission from their parents, guardians or relative caregiver and approval by the principal or designated school official. Schools may adopt a more restrictive policy.

8.4 Buses shall be brought to a full stop and properly positioned before pupils are allowed to board and exit the bus. Pupils are not permitted to ride outside or in any hazardous location in the bus.

8.5 Buses shall not stop near the crest of hills, on curves, or on upgrades or downgrades of severe inclination. When stopped for the purpose of receiving or discharging pupils, the bus shall always be stopped on the left side of the road and as far off the paved or main traveled portion of the highway as the condition of the shoulder permits.

8.6 No one but the driver shall occupy the driver’s seat.

8.7 The doors of the bus shall be kept closed and in the latched position while the bus is in motion.

8.8 When the bus is stopped on school grounds, pupils are aboard, and the motor is running, the transmission shall be in the neutral (clutch disengaged) and the parking brake set. While on school grounds, drivers shall not leave their seat while the motor is running or leave the key in the ignition switch.

8.9 Fuel tanks shall not be filled while the engine is running or while anyone is in the bus.

8.10 Band instruments, shop projects and other school projects shall not be permitted on the bus if they interfere with the driver or other passengers. The aisle, exits and driver’s vision shall not be blocked. A bus shall not be driven backwards on school grounds unless an adult is posted outside the bus to guard the rear of the bus. The driver and adult shall agree on signals to be used for backing.

8.11 Night driving is banned.

8.12 Use of mobile phone while driving is banned as it could distract the driver.

8.13 Any radios, videos or musical instruments that could distract the driver are prohibited.

9.0 Accident Reports Prepared by the School/College Management

The following information shall be included on all school bus accident reports:-

9.1 Description, preferably using diagrams, of the damage to each vehicle in addition to estimates of damage costs.

9.2 A description of all personal injuries.

9.3 A list of passengers and witnesses.

9.4 Name, address and telephone number of the driver.

9.5 If available, the school bus seating chart.

9.6 Insurance and drivers particulars of the vehicles involved in a crash.

9.7 Follow up information, such as the actual cost of repairs, should be added to the accident report wherever it is filed so that the record of the accident is completed. Other pertinent information relating to the accident that should be added later, if the information is readily available, includes:-

9.7.1 Disposition of any litigation.

9.7.2 Disposition of any summonses.

9.7.3 Net effects of all personal injuries sustained, including medical care given, physician’s fees, hospital expenses, etc.

9.7.4 Amount of property damage other than to vehicles involved.

9.7.5 Any corrective actions taken against the school bus driver, e.g., training, suspension, or dismissal.

9.7.6 A summation of the driver’s total accident record so that each completed report form contain a listing of the total number of accidents that the driver has had.

10.0 Contingency Plans

Each County shall have contingency plans for weather, accidents, bomb threats, hostages, civil emergencies, natural disasters, and facility failures (environmental and water, etc.).

These plans shall be developed in cooperation with all those whose services would be required in the event of various types of emergencies.

The Transportation Supervisor, school administrators, teachers, drivers, maintenance and service personnel, pupils, and others shall be instructed in the procedure to be followed in the event of the contingencies provided for in the plans.

11.0 School Bus Inspections

School buses shall be inspected by the Motor Vehicle Inspection Unit biannually. The first inspection period is in January or February and the second inspection period is in June, July or August.

Source: NTSA. For more information visit:

Click to access SCHOOL_TRANSPORTATION_SAFETY_GUIDELINES.pdf

Nairobi County Government orders all Clubs,Churches to be fitted with noise meters

The Nairobi County Government has announced a new strategy aimed at reducing excess noise from churches and clubs in the city.

The County has ordered all churches and clubs in the Capital to be fitted with “noise meters” so as to measure the noise they produce within the city.

County Environment Executive member, Engineer Peter Kimori, said the move will target clubs and churches next to residential areas.

“The churches in the city and residential places will have to buy their own noise dosimeters to detect on when they are making noise. We will be doing a crackdown,”said Engineer Kimori.

Kimori stated that those who fail to comply will be arrested.

He also confirmed that the county will buy 15 noise meters at the cost of Sh10 Million to be distributed to all sub-counties.

“These machines are very expensive because we have to prove to the courts that those arrested did exceed the noise levels,” Kimori said.

He was speaking at a round table meeting between representatives of Business Membership Organizations and the County Executive Committee Members.

THE NAIROBI CITY COUNTY COMMUNITY AND NEIGHBORHOOD ASSOCIATIONS ENGAGEMENT BILL,2015

The Nairobi City County Government has proposed to establish a legal framework for the engagement, promotion and facilitation of community and neighborhood associations through the enactment of the Nairobi City County Community and Neighborhood Associations Engagement law. The law is geared towards enhancing cooperation and support in the delivery of services.

The main objectives of the Act are to:

(i)  Enhance public participation in the decision making by the County Government especially with regard to service delivery and thus give effect to Article 10 of the constitution;

(ii) Recognize and facilitate community and neighborhood initiatives  in complementing County Government Services, including in security, waste management, water and sanitation;

(iii) Establish a recognition framework for the community and neighborhood associations;

(iv) Provide for the competencies and responsibilities of the neighborhood initiatives and associations;

(v) Strengthen capacities of associations to enforce regulations aimed at enhancing service provision.

The bill further states that the objectives for which a neighborhood association may be established shall include the co-operation of the residents in the following:

(a)  Protection, generally of the environment and investments and the promotion of the integrity of their environment and investm3ents;

(b)  Provision and maintenance of basic policing services and support to policing services in the maintenance of neighborhood security;

(c)  Maintenance of such common facilities in the neighborhood as may be necessary for the furtherance of special services or recreational purposes;

(d)  Sharing of information between  the residents and the County Government and its various institutions on matters  affecting the residents and their environment and investment;

(e)  Collaboration in the provision of services including establishment and maintenance of early childhood education centers, water, solid waste collection and disposal;

(f)   Mobilization of the membership for purposes of engagement in County Government initiatives and for the furtherance of matters of common interest;

(g) Promotion of recreational activities and facilities, including sports and art.

 

To be eligible to enter recognition agreement with the County Government, the bill states that the neighborhood association should be

(a)  registered as an association under the National Societies Act and should have demonstrated compliance  with the relevant national and County legistlation relating to registration, regulatory and other requirements;

(b)  comprises a minimum number of twenty members;

(c)   Has, as its objects, functions that complement and demonstrate the spirit of corporation between the members or between the association and the County Government  for the performance of the functions of the County Government;

(d)  Demonstrates that it is complying to its objectives and serving interests of its members’

(e)    Where  the membership of the associations is based on domicile in any locality or zone, demonstrates that it has in its membership at least fifty one per cent of the residents and property owners in the locality or zone in respect of which it is seeking recognition.

Over the years, the residents of Nairobi have organized themselves into neighborhood or residents associations for their common good to ensure garbage collection and generally to ensure the availability and maintenance of the value of their investments and property. The first ever such association was the Nairobi Resident’s Committee during the infant stages of the  city which was transformed to Nairobi Resident’s Association and later the Nairobi Town Committee during the colonial era.

However, despite these interventions by citizens directly in service and, sometimes, infrastructure provision,  the authorities have not recognized nor rewarded such initiatives even where that such residents have continued to pay the respective service charges  to the  government.

The bill seeks to ensure an arrangement for recognition of these initiatives; their regulation and their engagement with the county government on the issues that have to do with their objectives as residents associations. This will enable the County Government not only entrench the principle of participation of the people as required by Article 10 of the Constitution but will also enable the regulation of the activities of these associations so that there is an understanding of the expectations and incentives  that are intended for them.

It is under this  background of a  historical engagement  with the residents that Nairobi City County Government Governor, Evans  Kidero pointed out  the significant role the associations continue to play to ensure that residents receive prompt service from the County Government.

Recently, during a round table meeting with Business Membership Organizations  officials , the Governor said, “ The Nairobi City County Community and Neighborhood Associations Engagement Bill, 2015  will indeed create a level playing platform in which the resident’s  associations and the County Government will engage with the utmost purpose  of  enhancing service delivery to  our people.”

 

Revised national urban development policy to enhance urban planning in counties

Until now urban development in Kenya has largely been taking place without a comprehensive national urban policy framework. Past sector policies did not adequately address urbanization as an evolving system that could foster development and economic growth and one that would integrate urban and rural development in a mutually beneficial relationship.

The draft National Urban Development Policy(NUDP) seeks to create a framework for sustainable urban development in the country and addresses the following thematic areas: urban economy; urban finance; urban governance and management; national and county urban planning; land, environment and climate change; social infrastructure and services; physical infrastructure and services; urban housing; urban safety and disaster risk management; and marginalized and vulnerable groups.

NUDP is guided by the Constitution of Kenya 2010, clauses 184 and 176 (2) that provide for regulation of urban areas and cities, clause 200(2), which outlines the governance of the capital city, other cities and urban areas and Vision 2030, which calls for a nationwide urban planning and development campaign.

proposed changes in the revised policy

County headquarters will be upgraded to municipal status, according to the revised national urban development policy developed by the Ministry of Land, Housing and Urban Development, it seeks to create an additional municipality in every county, under guidelines for the classification of urban land uses and design.

Urban areas and cities were previously identified and classified without clear criteria, leading to skewed distribution of urban areas and cities and inequality in development. The document seeks to create metropolitan areas for effective cooperation and management, and develop a spatial framework for metropolitan planning.

It proposes mapping of informal settlements, harmonisation of policies, legislation and administrative frameworks for urban informal housing and establishment of inspectorate mechanisms in urban authorities to enforce informal housing laws. It also proposes severe penalties for invasion of public land.

The policy also seeks to promote compact residential neighbourhoods for optimal use of land and infrastructure and development of various types of housing including family and single person dwellings to address house shortage in urban areas. Apartment blocks exceeding four storeys will also be required to provide lifts, fire escape stairs, fire-fighting equipment and adequate parking space.

Land Cabinet Secretary Jacob Kaimenyi has acknowledged that the country is experiencing unprecedented urbanisation.

“It is having a profound impact on the way people live, work, socialise and do business. Rapid urban development is expected to increase the urbanisation level from the current 40 per cent to at least 50 per cent by 2030,” said Prof Kaimenyi.

He said urbanisation offers a chance to bring about a concentration and socio-economic benefits that can spur economic development and eradicate poverty. However, if it is not managed well, urbanisation may pose governance, infrastructure, housing, environmental and resource challenges that can hamper development.

The policy aims to strengthen urban governance and management, development planning, urban investment and the delivery of social and physical infrastructure in urban areas throughout the country.

The Draft National Urban Development Policy can be found on the link below:

NUDP_Booklet-opt-for-web.pdf

Sources: Ministry of Lands, Housing & Urban development, Civil Society Urban Development Platform