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ABIRIA

INTERVIEW >>> UP CLOSE AND PERSONAL WITH MATATU CULTURE >> PAGE 26 & 27

NaMATA HERALDS A NEW DAWN FOR PERENNIAL TRAFFIC MENACE IN 5 COUNTIES >>>PAGE 28

NEW SMART DRIVING LICENCES TO PROMPT RESPONSIBLE DRIVING >>>PAGE 18

TIME IS RIPE TO ‘CLEANSE’ BODABODA SECTOR >>>PAGE 8

SGR SET TO SPUR ECONOMIC DEVELOPMENT

EDITORIALSTANDARD GAUGE RAILWAY IS A BEACON OF HOPE

Hello Readers,

PUBLISHER:Abiria Magazine,View Park Towers Utalii Lane, 10th Floor P. O. Box 41001 - 00100. NAIROBI.Email: [email protected]

EDITOR IN CHIEF: Edwins Mukabanah

EDITOR: Ezekiel M. Mwabili

SUB - EDITORS:Abdi DikaEvans Mutuma

STAFF WRITERS:Ben ImbahalahJoseph Wangalwa

DESIGN PRODUCTION:Ezekiel MwabiliAbdi DikaEvans Mutuma

CONTRIBUTING PHOTOGRAPHERS: Paul Mwangi, Ken Njenga & Sez Simon

EDITORIAL BOARD:Antony OdongoPhyllis Barasa

To advertise call: 0729799286/0733125494

ABIRIA MAGAZINE ISSUE NO. 417,

April 2017

@AbiriaMagazine

www. abiriamagazine.com

Abiria Magazine

Welcome to our April – July 2017 issue of Abiria magazine.

In our cover story this quarter, we highlight the opportunities presented by the Standard Gauge Railway that will be commissioned on June 1, this year.

Once commissioned it will open windows of success to decongest the port of Mombasa, promote growth of local industries, offer direct jobs, facilitate training and skills development and ultimately result in increased economic activities mainly along the corridor projects.

Ultimately, its construction and subsequent commissioning will foster sustainable development patterns for the counties through which it traverses. Land use has majorly been impacted with the project’s implementation serving to attract new real estate developments.

Also in this issue, we dwell on the bodaboda industry and enumerate its bad and good side and what law enforcement agencies and riders need to do differently to engender a safe bodaboda nation.

Not to mention the subtle opportunities and the high return on investment (ROI) promised by transit advertising which corporates need to take advantage of.

We also delve into the readiness of Nairobi County of installing a bus rapid transit system (BRT) and what gaps there are. Experts have said that such a system if well implemented could be part and parcel of decongesting the city.

This issue is filled to the brim with the gist of information on transport you’ve always wanted to know.

Happy reading experience!

Edwins Mukabanah, Editor in Chief

ABIRIA MAGAZINE | April - July 20174

contents


TIME IS RIPE TO ‘CLEANSE’ BODABO-DA SECTOR

MTONGWE FERRY SERVICES RESUMPTION TO BOLSTER ECONOMY

NaMATA HERALDS A NEW DAWN FOR PERENNIAL TRAFFIC MENACE IN 5 COUNTIES

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MAIN STORY

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10HOW TRANSIT MEDIA OFFERS CORPORATES SUBTLE OPPORTUNITY TO INCREASE BRAND VISIBILITY

NEW SMART DRIVING LICENCES TO PROMPT RESPONSIBLE DRIVING

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he Standard Gauge Railway (SGR) project when commissioned on June 1, this year, will unlock new pathways for skills acquisition which will in turn bolster economic development.

“We’re upbeat the SGR will add lustre to the transport and logistics sector by improving mobility and accessibility, reducing congestion at the port and eliminate inefficiencies in movement of both people and freight,” Atanas Maina, the Managing Director of Kenya Railways told a local newspaper.

The government identified two corridors for the development of a modern, high capacity SGR transport system for both freight and passengers.

The railway line starts at the Port city of Mombasa on the shores of the Indian Ocean and runs along the Northern corridor through Nairobi, Kisumu to Malaba. The first phase of the SGR line traverses Kwale, Taita

Taveta, Makueni, Machakos and Kajiado from Mombasa and culminates in Nairobi.

The second phase will traverse Naivasha, Narok, Bomet, Nyamira, Kisumu, Yala, Mumias to Malaba.

To give the project a shot in the arm, Kenya Railways has already sent 60 youth abroad to train as railway engineers in a move expected to bridge the skills gap in the implementation of the project.

An additional 2000 trainees will be trained locally to specialize in skills required to seize advantage of the entire SGR value chain. The SGR development for Kenya and the region will include upgrading and modernization of the training institutes in Nairobi and Tororo to provide local manpower for the construction and operation of the railways. The Railway Training Institute (RTI), the 61-year-old institution, has been identified as the Centre of Excellence for the Capacity

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TRANSPORT & LOGISTICS | exploring promising prospects of SGR in kenya

By Abdi Dika, [email protected]

During operation stage of the SGR line, there will be two types of passenger trains. The Intercity (Express) train which will run between Mombasa and Nairobi stopping only at Mtito Andei and the County train which will stop at each of the seven intermediate stations (Mariakani, Miasenyi, Voi, Mtito Andei, Kibwezi, Emali and Athi River) between Nairobi and Mombasa.

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The architectural designs of some of the SGR stations are futuristic and are made to resemble a lighthouse.

Building in the Railway Sector for Kenya and the region.

The institute is now flexing muscles as it embarks on implementation of a curriculum driven master plan to modernize facilities in line with its strategic plan. It is currently working with the strategic partners in developing Rail Curriculum; Training of Trainers; and developing human capacity for managing Kenya’s new and existing rail network.

Each passenger train will have a capacity of 1,096 passengers with the freight having a carrying capacity of 22 million tonnes per annum. The passenger locomotive clocked 134km/h during the test run, enormous speed.

The first SGR train snaked its way from Nairobi to Mombasa in 6 hours.

An inaugural test run for the SGR from Nairobi to Mombasa was carried out successfully using a passenger train. The passenger train left Nairobi at 9.30am and arrived at the Mombasa marshaling yard at around 4.00pm.

SGR Project Coordinator Johnson Matu hailed the initial test runs when he spoke at the Port of Mombasa.

“The idea of these test runs is to determine the train’s performance ability on the new SGR track,” Engineer Matu told journalists.

The maiden test drive trip from Nairobi to Mombasa covered a total of 472km with the first stop being at Mtito Andei for two hours and five minutes. A specialized compartment fitted with a computerized system, which is able to see condition of track and relay it to the computer system was among the compartments hauled by the locomotive on the maiden drive.

The passenger locomotive engine was cruising at a speed of 120km/h from Nairobi to Mtito Andei.

The Kenya Railways MD said that CRBC, TAEC and KR are undertaking completion acceptance tests.

“This is a formal and critical process where the parties go through the critical process of testing whether the final product delivered, that is,

both the infrastructure and equipment, meet the standards expected by the client,” he said.

Maina pointed out that the test runs are for checking whether the locomotives, wagons and coaches will run on the track without hitches, adding that tests are also being done on the entire signaling systems to examine capacity to recognize moving trains.

The MD observed that the speeds, reception and the dispatch from the stations, passenger comfort among others were also being checked. “We are pleased to state that the network and the equipment is responding awesomely well to the various tests, which will continue till May,” he noted.

The railway is being designed for environmental compatibility particularly within the National Parks where fencing will be provided along with underpasses for wild animals thereby ensuring minimal animal displacement.

We are pleased to state that the network

and the equipment is responding

awesomely well to the various tests

- Atanas Maina, Managing Director of

Kenya Railways


TRANSPORT & SAFETY | bodaboda menace

TIME IS RIPE TO ‘CLEANSE’ BODABODA SECTORBy Evans Mutuma & Abdi [email protected], [email protected]

Motorcycles popularly known as ‘bodabodas’ are among the fastest growing sectors in the transport industry and need regulations and enforcement to effectively cleanse it as was done with the matatu industry. This is the only way to give the sector a clean bill of health.

The sector has provided job opportunities to many Kenyans especially the youth and thus the National Transport and Safety Authority (NTSA) and traffic police should work in tandem to streamline and bring sanity to this sector as quickly as possible before it is too late.

Most Nairobians prefer bodabodas during traffic because of flexibility to maneuver around traffic as it is terrible being in a stationary line of cars with some block up ahead. Motorcycle can usually wend its way forward, which is why traffic police in many cities have returned to using motorcycles, to enforce the laws.

NTSA Regulations 2015 for Motorcycles, which came into force on January 1 2016, were established to tame and reduce bodaboda accidents but the Authority is yet to regulate and enforce these laws.

Allan Nderitu, a bodaboda rider from Nairobi County told Abiria Magazine that corruption has been a key hindrance to the enforcement of the Motorcycle Regulations as the traffic police only concentrate on other vehicles on the road since they are deemed to generously give them a lion’s share of bribe compared to bodabodas.

He adds that, even though he has been riding in Nairobi for over 4 years now, he has never been flagged down by a traffic police to ascertain the validity of his documents.

“We are required by the law to have PSV insurance, a valid driving license and a minimum third-party insurance, but the laxity in the traffic police has made some of us not to acquire these documents since they know we can dodge especially when we don’t have the documents,” revealed Nderitu.

While NTSA, the Police and County Government ought to have set and enforced stringent regulations governing bodaboda operators, it now seems all efforts to secure a safe bodaboda nation have been left at the behest of the bodaboda riders themselves and to some extent the general public.

Majority of bodaboda riders countrywide have been seen to follow no rule at all and are slowly turning into the new face and wave of impunity, bloodshed and notorious crime, which, if left unchecked is more likely to send the sector into jeopardy. Nevertheless a few riders have conformed to the NTSA regulations and have all the required documents and safety gears.

Many view bodaboda riders as an inconvenience in areas where they operate. There is no trust between the passengers and the cyclists since the pillion passengers are always in fear of the rider causing an accident since most of the riders are excessively reckless, arrogant, ride fast and in some cases ride against traffic and on

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CONTINUED FROM PAGE 8pavements thus endangering lives of innocent pedestrians.

Unclear or no regulations at all governing the bodaboda sector has engendered bodaboda riders who operate with impunity moving around with expired or without Insurance Covers while others have none at all. In some cases the riders do not have valid licenses to operate motorcycles.

The entry of Bodaboda Safety Association opened doors for the government to have a proper link with the riders countrywide in a more structured way.

“Having stringent bodaboda regulations can go a long way in curbing the increased road accidents only when well adhered to but many riders don’t have even a slight idea of what they are. The regulations are only talked about in media forums but many Kenyan riders are poor. They can’t access the newspapers and TVs. This leaves them in the dark not knowing what to do,” Kevin Mubadi, the President of the Bodaboda Safety Association, told Abiria Magazine in an interview.

“The truth is the new rules are not working because there is no enough training for the riders to understand

them. There is need for serious road safety campaigns to train the bodaboda operators on road safety,” he noted.

The objective of the Bodaboda Safety Association is to work closely with the government agencies that are responsible on road safety issues to train the riders and make sure the

riders go through driving schools to obtain this vital information.

Majority of the driving schools in Kenya offer motorcycle training courses but emphasis should be put on safety training as is stipulated in Chapter Two of the recently launched NTSA Curriculum for the training and testing of drivers and instructors.

The adverse impact of bodabodas to people’s lives and the transport sector at large has not gone unnoticed. In the recent past the media has been awash with information showing how bodaboda operators are involved in serious crimes including murder and robbery with violence.

There is need for NTSA to organize regular stakeholder forums with the riders and their cohorts to streamline their operations and ensure they abide by the law. Organizations of such stature must rise up and create awareness on what is happening in that industry through the mass media, road campaigns, peer groups, motorcycle rider associations, setting up training facilities and forums and creating special lanes for bodaboda riders and cyclists.

There is need for serious road safety campaigns to train the bodaboda operators on road safety-Kevin Mubadi

Bodaboda operators at a past sensitization forum organized by the Bodaboda Association of Kenya. Photo by Bodaboda Association of Kenya


ransit media is a form of out-of-home advertising that involves displaying advertisements (ads) in or on modes of public transportation such as outside the side of a bus, taxi, trucks, trains and aeroplanes or even in public transportation areas such as in bus stands and on seat covers inside buses.

It provides an avenue and opportunity for corporates to maximize on their resources and in turn get high return on investment (ROI).

“Transit advertising is cheaper than a billboard, it offers activation inside the buses and since the

buses move everywhere within the city, you get high brand visibility,” Clive Fairhall, the MD of Clive Media, a Transit advertising brand, told Abiria Magazine.

Currently, transit advertising is quickly moving beyond the traditional print advertisement as new technology has allowed advertisers to explore with different mediums like LCD Screens mounted on buses, LED panels inside bus stations and near train or bus platforms.

Due to the mobility of buses, transit advertising also guarantees your

brand visibility, a varied audience in terms of age, occupation, gender and income hence more benefits to the advertiser.

In fact, a recent analysis by BrandScience (a British media research firm) that involved analysing over 600 case studies to gauge the impact of out of home on sales results and found out that out-of-home advertising has a high return on investment (ROI).

Similarly, it was also observed that out of home advertising had a particular sales effect for telecommunications, media and retail and

NEWS FEATURE | exploring transit media advertising

HOW TRANSIT MEDIA OFFERS CORPORATES SUBTLE OPPORTUNITY TO INCREASE BRAND VISIBILITY By Evans Mutuma, [email protected]

Whereas its ‘vigour and tenacity’ has been widely underrated, out of home advertising gives companies a new way to rethink their marketing strategy hence increasing the visibility of their products and services on a daily basis. For example, your audience may not necessarily be able to ignore your ads as they would when reading a magazine since they can just flip past an advert in that magazine. Many times, it may be hard for a person to ignore an advert they are sitting across from on a train or bus, simply because it is in their direct line of view.

TModern train stations feature out-of-home

advertisements which have been seen to have a high return on investments (ROI).

CONTINUED ON PAGE 11


travel advertisers. If production costs are taken into account, out of home advertising’s ROI would be even better compared to costly media, such as TV.

But transit advertising business has been faced with hiccups in the recent past as the MD of Clive Media observes: “Some of the challenges include lack of union in the Kenyan market, undercutting by competitors with most clients seeing transit advertising as an inferior way of advertising their brand.”

In Kenya, buses are the most common modes of transit advertising. In bus advertising, buses and their related infrastructure is a medium commonly used by advertisers to reach the public with their message. Usually, this takes the form of promoting commercial brands, but can also be used for public campaign messages.

“The time it takes to brand a bus varies. It depends with the number of buses but less than 5 buses takes approximately 3 nights,” Fairhall

pointed out.The result of this type of advertising

is essentially a mobile billboard and thus reach a larger audience and geographical regions unlike the use of billboards where by a billboard is seen by people only on that route where the billboard has been erected. But in transit advertising, one ad placed on either the sides or rear of the bus can be seen by thousands of people in different locations in a day as compared to a stagnant billboard.

Speaking to Abiria Magazine, Phyllis Barasa, the Sales and Services Manager at Kenya Bus Service Management Ltd., one of the leading transit advertising platforms in Kenya, says that transit advertising is one of the best ways for brand visibility since advertising on a transit bus is like advertising on a moving billboard that travels 14 hours a day thus reaching a huge audience.

“Transit advertising on buses makes a brand to be seen at eye-level

with the size and colour resolution of a billboard and the market penetration of a moving bus allows transit bus ads to have a larger audience reach and visibility,” said Barasa.

She also added that transit advertising is cheaper as compared to other forms of advertising like TV, Radio and newspapers since it allows your message to be delivered to a greater number of people and has a longer lifespan since the ads are usually paid per month thus guaranteeing the brand owner a full month of advertising space for as many months as the advert owner wants.

The more recently and the more often consumers see your brand message, the more likely they are to purchase. As the customer approaches a point of purchase, the last message into the mind of a customer, matters heavily. While brands accumulate preference and some loyalty, factors that build “intent to buy” are fleeting. Frequency is the best reminder.

Transit advertisements with strong call to actions and strong creative design motivate your target audience to act. Consumers look to online sources for reviews and brand research after seeing large format ads.

Transit ads can increase online traffic. This type of brand awareness helps consumer gain more familiarity with your brand and move closer to a point of purchase or use of the service being advertised.

“The future is all about innovating and creating new ways of advertising in the general advertising world,” noted Fairhall.

Transit advertising on buses makes a brand to be seen at eye-level with the size and colour resolution of a billboard and the market penetration of a moving bus allows transit bus ads to have a larger audience reach and visibility - Phyllis Barasa, Sales & Service Manager Kenya Bus Service Management Ltd.

Side panels branding on buses is the most commonly preferred site in Kenya. Advertisers say this is more visible and captivating form of advertising.


he advent of smartphone technology has seen majority of users being deeply immersed in their own personal world unaware of the happenings in their immediate environment. The result of this seemingly addiction has been felt almost everywhere. The commuting world has not been spared either.

Majority of commuters know too well that using gadgets especially those expensive mobile phones and tablets while aboard mass transit vehicles can easily provoke the wrath of robbers who might be sitting in our midst or roaming stealthily in the streets waiting for the opportune moment to pounce on unsuspecting passengers.

Similarly, those who value their sleep more than their personal effects have continued to be an easy target for such ‘predators’.

Using gadgets openly is tantamount to a hooting motorist who wants to attract the attention of a pedestrian on a busy road. Next time you display those expensive gadgets unnecessarily

OPINION | pricking the conscience of robbers

PERILOUS COMMUTING HABIT THAT HAS REFUSED TO DIEBy Abiria Magazine contributor, [email protected]

just know you transform yourself into an unsuspecting commuter, who now becomes the ‘darling’ of the robbers who have been waiting for the time to ripen.

Human psyche is complicated. You might not be able, at face value, to tell robbers from other passengers apart. They could be your next or immediate seatmate in that bus in which you’re travelling. That’s why you need to be alert at all times till you reach your destination.

As a rule of thumb, whenever you enter the bus, you must expeditiously adhere to the ‘silent rule’ which states that: “Do the right thing at the right place” lest you become an easy prey and end up losing your belongings and be quick to blame bus crews for not alerting you. While sometimes you can’t help it, you shouldn’t be sleeping while travelling nor exposing mobile phone or tablet to the people around you, it is recommended that you only use it when necessary.

While we are all vulnerable, research, worldwide, has been conclusive: majority of women mostly depend on public transport

for their mobility needs; and are therefore – not surprisingly – the ones easily and mostly targeted by a gang of robbers who are aboard buses or lurking on the streets.

I have lived long enough to know that when you seat next to an open window of any vehicle while using your phone, chances of losing that phone are almost 100 percent.

That’s why when seated on the window side, beware when making calls as you could be displaying your phone to thousands of ‘hungry marauding wolves’ called thieves who walk around patiently waiting for the opportune moment to laugh all the way to the bank. Ensure you hold your phone on the correct side and watch out for funny movements from your seatmate with your eyes on your belongings.

Watch out for funny rapid eye movements from some passengers who seem unsettled and extremely disturbed. Robbers travelling in a group tend to use such non-verbal cues to alert each other to strike once an opportunity presents itself.

Such a group might either wear caps, carry huge bags and jackets to distract passengers more especially during alighting times. Be extremely cautious when alighting and during the time you’re in the bus; it might make a whole difference.

But bus companies, the police and bus crews alone can’t manage to weed out such criminal elements in mass transit vehicles. Commuters must also be roped in to assist in reporting any suspicious characters immediately. Cases where bus crews are said to collude with robbers or robbers colluding with the police or even some commuters colluding with robbers must be dealt with expeditiously and firm action taken against those that are culpable.

This will make commuting a lot safer, secure, friendlier and rewarding.

TOwing to their pervasive nature, majority of commuters tend to be easily distracted by smartphones while on mass transit vehicles a factor which attracts the attention of would-be robbers.


ABIRIA MAGAZINE | April - July 2017 11

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IS NAIROBI READY TO INSTALL BRT SYSTEM?NEWS FEATURE | transit-oriented development


ities must expand Bus Rapid Transit (BRT) systems to serve existing communities. Cities’ designs, however futuristic, must feature affordable housing and a mix of jobs and services. This is the basic idea of inclusive transit-oriented development (TOD), a measure of a city’s sustainable future.

On a broader scale, inclusive TOD encompasses pedestrian-friendly neighborhoods, a mix of land uses, and high quality rapid transit connections to other parts of the city.

Although strides have been made, they aren’t enough. Nairobi is not yet anywhere closer to fulfilling all the conditions required to operate an inclusive TOD city and much less being ready to install BRT systems. Nairobi is still car-congested with the little space for pedestrians dwindling day by day as structures come up.

One consideration that continues to dash Nairobi’s hopes of becoming a TOD city is the aspect of putting transit first as opposed to “putting pedestrians first” the way it is happening in Santiago and Chile. This year, Santiago

won Sustainable Transport Award for major improvements in pedestrian space, cycling, and public transport. Santiago redesigned several streets in the city center to limit car traffic and improve pedestrian, cyclist, and public transport access. The high quality and transformative scale of these projects, and the fact that they were accompanied by policy changes, education programs, and a huge increase in cycling mode share made Santiago the clear winner.

Another principle of TOD is having quality, unobstructed pedestrian footpaths which provide mobility for all. Furniture, landscaping elements and active building edges transform walkways into vibrant public spaces.

To attain a TOD city status, street design should ensure safety for cyclists by reducing carriageway speeds or creating separate cycle tracks. A complete network, adequate shading elements, smooth surfaces, and secure cycle parking are essential.

On the other hand, a diverse mix of residential and non-residential land

uses reduces the need to travel and ensures activation of public spaces at all hours.

Redevelopment of existing urban fabric helps ensure that residents can live close to jobs, schools, services and other destinations, resulting in reduced travel times and emissions.

Therefore, for BRT to be effective in Nairobi, Nairobians will have to leave their cars at home and jump onto BRT buses since in such a setup, public transport will be frequent, fast and of reliably high capacity (rapid transit) which will reduce dependence on personal motor vehicles as Mohamed Mezghani, the Deputy Secretary General of UITP (International Association of Public Transport) points out “Investing in Public Transport is good for the city, citizens and the business community”.

Public Transport in Nairobi is neither scheduled nor have consistent fares. But, BRT experts have observed that a well-designed BRT system can bring fares down and could be part of the plans to decongest the city.

C


A City Shuttle transit bus pulling in at the Ambassadeur stage in Nairobi. The road infrastructure in the city still does not give buses priority but plans are ongoing to erect dedicated lanes on major roads.


Meanwhile, Ian Barett from Integrated Transport Planning Ltd, in his presentation during a recent BRT forum in Nairobi, said that urban mass transit in Nairobi metropolitan area is being developed on a mode-by-mode and corridor-by-corridor basis. He stated while it has been agreed that BRT is the principal mode, there has been no common vision as to how the network will operate or what it might achieve.

“In order to develop a common vision, it is imperative that BRT proposal be subjected to a number of public interest tests,” Barett told the attendants at the forum hosted by the Institute for Transportation and Development Policy (ITDP).

His presentation begged the question of among other things whether the scheme would facilitate non-motorized transport such as walking and cycling.

On her part, Naomi Mwaura who is the ITDP Communications Associate maintained that the only solution is Public Transport, not just for those with lower incomes but for everybody. Majority, especially women, heavily depend on Public Transport for their mobility needs, various studies have concluded.

Colin Ridding, a BRT Consultant who has been working closely with Nairobi Area Metropolitan Transport Authority (NaMATA), however says even as we think about mass transit, new road projects being built along BRT routes must allow enough road width.

“BRT performs effectively when kept separate from general traffic. You see we have to give buses priority so we can ensure transport is rapid, frequent and of high speed,” he told a forum gathered in Nairobi.

However, he says, the main challenges foreseeable are other matatu stakeholders not fully involved in the recent developments, dealing with driver behavior and laxity in police enforcement.

He stated, going forward, he will ensure all stakeholders including matatu and driver trade unions are involved in the ongoing deliberations on Nairobi BRT. Ridding pointed out that the recent Nairobi BRT forum underscored such a commitment.

Reasons abound that call into question the readiness of installing BRT system in Nairobi. Majority of city residents leave many kilometers away from rapid transit lines thus the metric score of People Near Transit for Nairobi is still very low. There are still many low-income commuters who travel many kilometers before reaching their nearest busway. BRT readiness and effectiveness is also measured using the degree of accessibility to rapid transit.

The Nairobi BRT forum, which brought together transport enthusiasts from various organizations, mentioned in passing that plans were underway to erect dedicated lanes for BRT buses on major roads.

The BRT system, which will dominate the first phase of the project set to be on top gear this year, will have 5 interconnected lines named after Kenya’s Big Five animals; Ndovu (elephant), Simba (lion), Chui (leopard), Kifaru (rhino) and Nyati (buffalo). They will be used by buses to ferry commuters to all city suburbs.

Using Ndovu line, a commuter will travel from Kangemi to Imara Daima area using one ticket. The line, to be built along Waiyaki Way and Mombasa Road, will have other drop off and pick-up stations at ABC Place, Westlands, University Way, Kenyatta Avenue, Haile Selassie Avenue, Makaburini, Nyayo Stadium and at near General Motors. It connects with other lines at some of the stations.

Simba Line will serve commuters from the Bomas Interchange near the Bomas of Kenya to Ruiru town via the city. It will run along Langata Road and Thika superhighway. On Chui Line, commuters will have the luxury of riding one bus from Njiru area in Embakasi to Jamhuri Showground.

Investing in Public Transport is good for the city, citizens and the business community- Mohamed MezghaniDeputy Secretary General of UITP

The line, running along Ngong Road, Juja Road and Komarock Road, will have major stops at Dandora, Kariobangi and near Gikomba market. Phase II of the MRTS will see the line extended to Ruai and Kawangware.

The highly populated Eastlands zone of Nairobi will be served by Kifaru Line, which will run from Mama Lucy Hospital to T-Mall via the CBD. The line mainly runs along Jogoo Road, with major stops at Donholm, City Stadium, Bee Centre and Nairobi Hospital and Moi Avenue.

Nyati, the shortest of the five lines, will link Balozi Estate near GSU headquarters to Imara Daima via Outering Road. Phase II of the project will see the line extended to Jomo Kenyatta International Airport (JKIA).

As part of Phase I, which is set to be rolled out between 2018 and 2030, commuter rail services will also be introduced linking Embakasi to Ruiru town as well as Jamhuri Showground. It will use the existing rail network, with a scheduled extension to JKIA in Phase II.

The World Resources Institute (WRI) says more than 160 cities around the globe have implemented 4,200 kilometers of bus rapid transit or high quality bus corridors which carry nearly 30 million daily passengers trips. Since 2002, 115 cities have implemented BRT. Bogotá’s TransMilenio has a daily ridership of 1.6 million passengers, arguably among the highest capacity BRTs.

It is estimated that there are over 19,000 matatu drivers in Nairobi alone. But, the BRT forum did not dwell on the fears regarding drivers losing their jobs when BRT system is installed. However, experts have said that BRT in most jurisdictions brings with it improved driver training, reduced travel time and improved quality of life for residents.

The future of BRT, which have speeds equivalent to a Light Rail Transit (LRT) system, continues to look bright with more and more cities constructing thousands of kilometers of new or expanded BRT corridors.

To that effect, Governments all over the world have set aside billions with a view to investing in mass rapid transit systems, where the future of transport is curved along.



MTONGWE FERRY SERVICES RESUMPTION TO BOLSTER ECONOMY

TRANSPORT MODES | mtongwe ferry services


tongwe residents are a happy lot as ferry services are set to resume.

The residents have been without the services since 2012 following Government’s decommissioning of two old ferries considered unseaworthy. The ferry services were also halted owing to dilapidated infrastructure.

Kenya Ferry Services (KFS) Managing Director Bakari Gowa said the revival of Mtongwe channel services was informed by the need to decongest Likoni, which was under severe pressure. He said this recent development will bolster the economy of the South Coast region.

“We believe this latest event will impact positively on the lives of Mtongwe residents,” Gowa observed.

According to media reports, Mtongwe residents had complained that lack of ferry services had led to the drop in the value of their land and rental

houses.Catherine Musili, a Fulbright

Scholar and Master of Urban and Environmental Planning at Arizona State University says that ferry services work well when integrated with matatus.

“I think Ferry services in general provide a cheap option for residents of the coastal towns. The Likoni ferry is unmatched. The matatus and the ferry complement each other that’s why I think the Mtongwe ferry will reduce matatu traffic but not significantly, though. All in all, I think it’s a good thing.”

KFS currently ferries over 300,000 pedestrians and more than 6,000 vehicles daily across the channel. There were initial plans to introduce cable cars across the Likoni channel as a way of easing transportation. The cable cars will have a carrying capacity 11,000 passengers per hour in both directions.

Meanwhile, the firm projects the passenger number to hit

500,000 in the next three years if the current trend continues. Ferries are a great way to get around the famous Likoni channel with its many historical attractions and also to explore a glimpse of the Indian Ocean. There are five operating ferries: MV Nyayo, MV Harambee and MV Kilindini, MV Likoni and MV Kwale.

The Government has invested over Kshs 40 billion in infrastructure projects to accelerate development in the Coast region; President Uhuru Kenyatta said when he launched the resumption of Mtongwe ferry services.

In his keynote address, the Head of State observed that his administration has also set aside Kshs 2.2 billion to buy two new ferries to boost services in the region.

President Kenyatta announced that the new ferries – which will arrive in the country between June and July this year – are part of government’s

MPresident Uhuru Kenyatta and his Deputy William Ruto when they launched the resumption of Mtongwe Ferry Services in Mombasa on 13th March, 2017.

KFS Carrying Capacity Transport Network

MV Nyayo: 60 Vehicles | 1200 Passengers

MV Harambee: 40 Vehicles | 1440 Passengers

MV Kilindini: 40 Vehicles | 1440 Passengers

MV Likoni: 60 Vehicles | 1500 Passengers

MV Kwale: 60 Vehicles | 1500 Passengers




initiatives to ease the movement of goods and people to the South Coast.

“Movement of people, goods and services has been a major hurdle to the development of the South Coast but we have embarked on a journey that will address that challenge,” the President said when he addressed Mtongwe residents who turned out in large numbers to witness the resumption of the ferry services across the channel.

The President said over 30,000 people will be using the now improved Mtongwe ferry services daily, saying plans are also underway to construct a ramp that will enable vehicles to cross the channel using the ferry.

The President pointed out that the Government is also constructing the Dongo-Kundu road among other road projects to open up the South Coast for more trade, investment and accelerated development.

KFS Chairman Ramadhan Kajembe said the resumption of the Mtongwe ferry services will reduce congestion at Likoni Ferry as well as ensure residents do not pay double fare for the same journey.

Ferry services at Likoni Mombasa started in 1937. The ferries have remained the one and only link to the south coast. The operations are situated on the gateway to the port of Mombasa. The link is important not only to the local users but to those heading to Tanzania and beyond.

The earlier operations were done using

pontoons driven by motor boats. It was not until 1957 that the era of modern ferries surfaced.

The ferries at Likoni were initially run by Kenya Bus Services Ltd, on a franchise arrangement with the Municipal Council of Mombasa. The bus company also operated a network of buses around town and in Nairobi.

The company continued operating for about 32 years until 1989 when it decided to pull out. It is then that the Government of Kenya decided to take over the operations of the ferries.

The Government therefore bought all

the ferry crafts including Pwani, Mvita, St. Michael, Pombo and Mtongwe 1 at a price of Ksh 10.5m. The staff was similarly retained at their existing terms and conditions of service.

The government then asked Kenya Ports Authority to run the services on its behalf. Kenya Ports Authority on their part changed one of its subsidiary company’s Bunty Estates Ltd to Kenya Ferry Services Ltd and commenced operations on 1st November 1989.

In 1990 the government bought four new ferries namely MV’s Nyayo, Harambee, Kilindini and Mtongwe 2 at a cost of Kshs 376 million to supplement the existing fleet. Through financial assistance by way of advances from Kenya Ports Authority and the Exchequer, the company was able to sustain its operations during its infancy.

In 1994 more than 257 people were killed following the ill-fated Mtongwe ferry tragedy in one of Kenya’s worst maritime catastrophes.

In 1998 the government formalized the ownership of the company through a National Assembly Sessional Paper No.3 of the same year, by transforming the contributions of both the government and Kenya Ports Authority into equity. Share capital was thus increased from Kshs 2 million to Kshs 500 million. The company is now owned 80% by the government and 20% by Kenya Ports Authority.

KFS currently ferries over

300,000 pedestrians

and more than 6,000 vehicles

daily across the channel

The President laying the foundation plaque for the resumption of Mtongwe Ferry Services.


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TRANSPORT & TECHNOLOGY | digital driving licences

NEW SMART DRIVING LICENCES TO PROMPT RESPONSIBLE DRIVINGBy Abdi Dika, [email protected]

he National Transport and Safety Authority (NTSA) will procure 6.5 million smart driving licences that will now contain a detailed driver’s profile including traffic breaches, a move that will now prompt responsible driving that may reduce road carnage.

Perturbed by the over 3,000 people who die due to road accidents in Kenya every year, NTSA also launched Curriculum for training and testing of drivers and instructors in the month of May last year in a bid to reduce the ever-rising number of accidents.

“For this reason we are taking the issue of road safety very seriously. This is especially so because over 80% of these accidents result from human error. This calls for provision of sufficient education and skills to enable our drivers use and

follow rules and regulation governing roads safety to minimize road accidents”, states an excerpt from the Curriculum.

Meanwhile, the procurement of the digital licences follows a KSh 2.1 billion deal inked between NTSA and the National Bank of Kenya for their supply.

“This effectively means that in the coming days Kenyan drivers will have digital licences that will now replace our paperwork documents,” Francis Meja, the NTSA Director-General said.

According to media reports, NTSA issued 91,336 driving licences in 2015 up from 88,666 issued in 2014.

As a security measure, the smart driving licences will be embedded with a secured computer chip containing holder’s information that can only be read by special electronic gadgets exclusively

owned and managed by NTSA officials.

At the same time, Meja said NTSA was in close talks with Insurance Companies in a bid to fast-track the adoption of the second generation driving licences once introduced.

To that effect, insurance companies are now expected to develop a new premium pricing model that will rely on the smart driving licences to reward good drivers with low premiums while at the same time raising those of bad drivers.

“We will have a centralized database for profiling driver behavior where repeat offenders will lose points hence having their licences temporarily suspended or at worst confiscated,” the Director-General noted.

The penalty point or demerit point is a practice in many jurisdictions. It

The smart driving licences will be launched in May this year and will come with preloaded points and every time a driver commits a crime they are deducted and once exhausted the driver’s licence

may be withdrawn or confiscated altogether

The penalty point or demerit point is a practice in many jurisdictions. It refers to a system in which a driver’s licensing authority, police officer or other organization issues cumulative demerits, or points to drivers on conviction for road traffic offences.



TRANSPORT & TECHNOLOGY | intelligent transport systems

refers to a system in which a driver’s licensing authority, police officer or other organization issues cumulative demerits, or points to drivers on conviction for road traffic offences.

Moses Juma is an Executive Driver who has been driving for over 30 years and holds a clean driver’s licence. Juma says the penalty points system augurs well for the future of driving in Kenya. “This now means only those drivers who are disciplined are allowed to operate hence reduced road carnage and ultimately better remuneration for such drivers.”

The idea of such a system is to identify, deter and penalize repeat offenders of traffic laws, while streamlining the legal system.

Australia (New South Wales, Victoria, South Australia, North Territory, Queensland), Europe (Bulgaria, Denmark) and United Kingdom (England and Wales) are some of the jurisdictions which use a point system.

In such jurisdictions, the police or licensing authorities (as specified by law) maintain, for each driver, a driving score—

typically an integer number specified in points. Traffic offences, such as speeding or disobeying traffic signals, are each assigned a certain number of points, and when a driver is determined to be guilty of a particular offence (by whatever means appropriate in the region’s legal system), the corresponding number of points are added to the driver’s total. When the driver’s total exceeds a certain threshold, the driver may face additional penalties, be required to attend safety classes or driver training, be subject to re-examination, or lose his/her driving privileges.

The threshold(s) to determine additional penalties may vary based on the driver’s experience level, prior driving record, age, educational level attained, and other factors. In particular, it is common to set a lower threshold for young, inexperienced motorists.

Similarly, major traffic offences such as hit and run or drunk driving may or may not be handled within the point system. Such offenses often carry a mandatory suspension of driving privileges, and may incur penalties such as imprisonment.

In Kenya, you might be able to part with a few cash for offences such as driving under the influence of alcohol or driving at greatly excessive speeds. If you were in Australia, your licence would be revoked forthwith.

As a matter of fact, in most states of Australia, drivers holding full unrestricted licence are disqualified from driving after accumulating 12 or more demerit points within a three-year period, except in New South Wales, where drivers are allowed 13 points in a three-year period.

A point system is an integral part of the yet-to-be launched smart driving licence in Kenya which, if implemented and upheld, will be effective in taming rogue drivers who take advantage of legal loopholes to wreak havoc leading to high number of injuries and fatalities witnessed every year.

Technology does not stop there. The UK’s Driver and Vehicle Licensing Agency recently announced that it is working on a smartphone prototype of its driving licence which will be operational in 2018.



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TRAFFIC & TECHNOLOGY | transport communication platform

NAIROBI’S FIRST GEO-CODED ACCIDENT DATASET UNVEILEDBy Abdi Dika, [email protected]

a3Route, Kenya’s leading transport communication platform, has unveiled Nairobi’s first geo-coded accident dataset in a project which was carried out in 6 months from May – October 2015. Ma3Route had 500,000 + users at the time of the project.

The project was undertaken by 4 entities comprising Ma3Route team: Anne Manza, Laban Okune and Stephan Eboko led by Elizabeth Resor (Data & Research Lead at Ma3Route); University of Nairobi’s School of Computing & Informatics team: Peter Waiganjo and Dan Orwa, including Chris Orwa from iHub Research and Sarah Williams

from MIT Civic Data Design Lab.During the period under review,

the team studied 7,817 accident reports. There were 3,941 unique accidents that were reported, 1,900 verified accidents and 1,324 geo-coded verified accidents.

The data analysis involved linking individual reports, identifying road and landmark, reverse geo-coding and categorizing road users.

Despite the high concentration of Ma3Route users in Nairobi, the pilot also collected data far beyond the capital city. Nairobi, Kiambu and Machakos Counties had the highest cases of accident reported with

950, 111 and 56 cases having been reported respectively.

Nandi, Migori, Homabay, Busia and Bomet Counties had almost zero cases of accidents reported.

“Out of the 950 cases of accidents reported in Nairobi, we managed to map out 13 accident blackspots which are Cabanas, GM, Panari, Bellevue, T-Mall, Haile Selassie, Museum Hill, Kangemi, Waruku, Safaricom, Githurai, Pangani and Donholm,” Elizabeth Resor, the Data and Research Lead at Ma3Route said.

The team also studied the road user most responsible for accidents. It was found out that although private cars are the type of vehicle most often in an accident when taking into account the number of people affected by a single accident, PSV is the most affected because they carry more people.

“For example, on June 18, at 6.38pm (period under review), there were 109 reports of two buses on a certain spot that had collided causing the death of two people and injuring scores of people,” Resor noted.

The study also found out that 42.5% of accidents involving pedestrians happened within 500m of a pedestrian bridge.

“This shows a clear gap on CONTINUED ON PAGE 23



SOME ACCIDENTS BLACKPORTS IN NAIROBI AS IDENTIFIED BY RESEARCHERS: • Mukuru• Kangemi• Githurai• pangani• Donholm• Museum Hill• Haile Selassie• T-Mall• Bellevue• Panari• GM• Cabanas

the efficacy of footbridge in reducing pedestrian casualties or injuries without considering behavior change communication,” the Lead researcher pointed out.

She was speaking at a recent Nairobi BRT forum hosted by Institute for Transportation Development Policy (ITDP).

Majority of people find it time consuming climbing over a footbridge, hence end up being knocked down by fast-moving vehicles on the motorway as they run helter skelter past oncoming cars to cross to the other side of the road.

Trucks stood out at number 3 as the user most responsible for accidents after private cars and PSVs (the leading).

“To deal with the enormous traffic menace and to make people realize the benefits of daily commuting, we need to divert trucks out of the city using the bypasses,” added Resor.

The researchers observed that in terms of time of accidents, peak hours for

traffic are surprisingly also peak hours for accidents. Friday and Saturday have on average had the most accidents.

The National Transport and Safety Authority (NTSA) has in the past attributed the high number of casualty during the weekend to the high number of people travelling.

“From the data we collected, we found out most rush hour accidents tend to occur between 6-9am and 4-9pm,” said the Lead researcher.

The team also suggested other topics of interests for crowdsourcing which included Traffic, Weather & Road Conditions, Public Safety Concerns and Police Corruption.

As they call for collaboration with other like-minded individuals and organizations, the Researchers noted that a mix of rich and diverse datasets will create a much more complete picture of a challenge such as road safety.

This dataset shows the 13 accident blackspots mapped out by the researchers


GLOBAL VOICES | best mobility practices

KEY LESSONS FROM 10 CITIES ON HOW TO TRANSFORM MOBILITY 2017By TheCityFix writers, thecityfix.com

arly this year, at Washington D.C.’s Transforming Transportation, representatives from ten global cities gathered to share how they are fighting the unacceptable level of traffic deaths in their cities. While they may differ in many ways, the cities share a common goal: to make their streets safer for all people.

Each of the ten cities are part of the Bloomberg Philanthropies Initiative for Global Road Safety: Bangkok (Thailand), Ho Chi Minh City (Vietnam), Shanghai (China), Accra (Ghana), Addis Ababa (Ethiopia), Bandung (Indonesia), Bogotá (Colombia),

Mumbai (India), São Paulo and Fortaleza (both in Brazil). As part of the program, partners from World Resources Institute (WRI), Vital Strategies, National Association of City Transportation Officials (NACTO) and the World Bank are supporting these cities to heighten safety through improved street design and mobility.

Among the shared lessons and projects, five main themes resonated throughout Transforming Transportation. Here’s a look at key lessons learned from the ten cities:

E

Many urban streets have been designed to cater to cars moving at high speeds. The result is a lack of safe spaces for walking and bicycling, with high levels of traffic deaths and air pollution from vehicle emissions. Therefore, all ten cities are trying to shift their design strategies from “vehicle-oriented” to “people-oriented.” This type of approach is based on the philosophy that cities have a responsibility to provide a high quality of life for their residents. At the core of this approach is providing safe spaces for everyone to travel, whether they are driving, cycling, walking or taking public transport.

Each city has been conducting road safety audits and implementing design improvements for streets and intersections. Lowering speed limits to 40km/h (25 mph), along with adopting safer street design like narrower vehicle lanes, can have an immediate impact on safety. Furthermore, reducing speeds can also ease congestion by reducing bottlenecks. In São Paulo, the speed limits have been reduced from 70 to 50 km/h (43 to 31 mph) for over 300 km (186 miles) of major roads. Furthermore, the city has piloted low-speed zones of 30km/h (18.6 mph) in select high-risk areas. As a result, traffic deaths in the city have dropped by 21 percent. Fortaleza has also made necessary policy changes to incorporate low-speed zones within the city.

Although strides have been made to improve pedestrian walkways, in some places such as on Naivasha Road in Kawangware, Kangemi on Waiyaki Way and in Gikomba (all in Nairobi, Kenya) for example, hawkers have encroached the streets resulting in reduced space for pedestrians and cyclists.

In addition, open trenches dug by service providers on walkways endanger the lives of pedestrians whenever they are left open especially at night or on streets with poor lighting.

Almost all city trips involve some amount of walking, so safe pedestrian infrastructure should form the basis of all urban street networks. To address this, Mumbai has turned its attention to a lack of safe sidewalks and the need for safer access to public transport. The city selected 9.5 km (5.9 miles) of street to pilot the sidewalk safety interventions. This includes building a 1.8 meter (6 foot)-wide sidewalk as well as space for bus stops, taxi and rickshaw stands and street vendors.

Accra has been adding sidewalks to streets that were previously without them.

Through the intervention of the initiative, we see vehicles moved off footpaths, and people are now able to walk safely. In Bangkok, a busy pedestrian market area now prioritizes safer walking by removing one lane of vehicle traffic to increase pedestrian space in the peak evening hours. Furthermore, temporary barriers are used to further protect pedestrians. Beyond sidewalks, there are many proven measures to improve pedestrian safety. “We are not reinventing the wheel… it’s about extending the curb, raising pedestrian crossings, improving the intersections and basically giving more space to people,” explained Hannah Machado, Coordinator of Road Design and Transportation for São Paulo.

1 2Cities need to shift from “vehicle-oriented” to “people-oriented”

Pedestrian infrastructure is the foundation of a safe road system


Providing safe routes for cyclists increases transport options and contributes to increased road safety through its traffic calming impact. Shanghai has plans underway to build 2000 km (1240 miles) of non-motorized transport infrastructure in the form of bike lanes and pedestrian corridors. Additionally, Bandung has started a bikeshare program, as has Fortaleza. These bikeshare programs are anticipated to increase the number of people using non-motorized transport, as similar programs have in many other cities. Shanghai and Fortaleza are both planning to scale up their bike lanes to form interconnected bike networks throughout the city. São Paulo, which already has a bikeshare program, increased its cycling network to 400 km (250 miles) of bike lanes, resulting in a 66 percent increase in bicyclists and a 34 percent reduction in deaths.

Cities are identifying modes of transport that can move people safely and efficiently. Bogotá, for example, has the Transmilenio Bus Rapid Transit (BRT), which carries 2.2 million passengers per day over 113 km (70.2 miles) of exclusive bus lanes. São Paulo and Shanghai are expanding their inventory of dedicated curbside bus lanes, which will improve the efficiency of their bus services. Ho Chi Minh City, known for moving people by motorcycle, is building metros and BRTs to offer safe methods for people to get around. Mumbai is planning to redesign a major bus terminal to improve pedestrian safety and access. Furthermore, Accra just launched a formal 21 km (13 mile) bus service to provide safer, more comfortable public transport.

The Nairobi government plans to set up a state-of-the-art Mass Rapid Transit (MRT) system by 2030.

The proposed plan has also revived the bid to kick matatus out of the CBD, proposing to terminate their services outside the city centre where passengers will transfer to larger city buses.

The rail and road system hyped as the long-sought solution to Nairobi’s public transport mayhem, aims to ease urban mobility and make commuting a less stressful experience for the over 2.6 million people currently entering or leaving the city daily. The number is projected to grow to 5 million by 2030.

The last key theme revolved around how urban mobility interacts with both the public at large and people working within government. First, by improving intersections, calming traffic and allowing pedestrians to experience a safe road environment, all ten cities are beginning to change their road safety cultures. For example, Bogotá implemented 93 traffic calming interventions in 2016. “Through public space recovery, we are trying to show people how they can interact differently with public space and change the way they feel about it,” said Claudia Diaz Acosta, Advisor to the Bogotá Office of Mobility. Likewise, with support from NACTO, Addis Ababa has redesigned large intersections using chalk, cones, paint and other temporary materials, to reduce the exposure of pedestrians to fast moving traffic and show how spaces can be used differently.

3 4 5Increasing cyclists leads to safety in numbers

Saving lives through improved public transport

Educating stakeholders and connecting to broader issues

Finally, city representatives are engaging with colleagues in different sectors to collaborate on creating safer streets, including conducting workshops and trainings on the practices, policies and strategies for cities safer by design. Support for these new projects is felt on all levels; even city officials are increasingly motivated to protect all road users. As Claudia Diaz Acosta of Bogotá explained, “We are building a city for children…if they are safe, we are all safe.”

Nairobi County Government enacted the Non-Motorized Transport policy in March 2015.

Nairobi City County Committee Member for Roads, Transport and Public works, Mr. Mohamed Abdullahi had said that the County Government has committed 20% percent of all funds allocated to roads to construction and repair of non-motorized transport. He stated that the County Government has incorporated Non-motorized infrastructure on all roads that are being constructed within the city.

He also revealed that the County Government is currently offering a range of incentives to encourage Non-Motorized Transport and its adaptability. Some of the proposed incentives are; review of current traffic rules such as low speed limits in

areas where these paths start, free parking for cyclists, flexible working time for people who walk to work and enactment of strict rules on the preservation of Non-Motorized Transport facilities.

Contrary to popular belief, NMT is actually the most dominant form of transport in Nairobi, accounting for 4.7 out of every 10 trips (nearly half) made within the city daily.

A 2004 study by the Japan International Corporation Agency (JICA), showed that out of 4.82 million people’s trips per day, some 2.32 million person trips were accounted for by walkers and bicycle riders (48.2 per cent).

The NMT Policy is supported by both the county and National governments.

There is need to enforce the policy as some motorists continue to park on pavements while matatus and bodabodas wreaking havoc whenever they overlap. The result has been reduced space for pedestrians, accidents and damage to road infrastructure.

The extent of reduced space on pedestrian walkways can be seen around Nyayo House and Kenya Revenue Authority office which have ropes all round hindering pedestrian movements and access.


HUMAN INTEREST | matwana matatu culture

UP CLOSE AND PERSONAL WITH MATATU CULTURE

Abiria Magazine caught up with Brian popularly known as Graff who is turning the tables of Kenya’s Matatu industry through culture. He’s given the industry the much-needed impetus that now offers employment to thousands of youth.


Briefly tell us about yourself?My name is Brian Wanyama but I am popularly known as Graff Blaq. I am 26 years old and my current occupation is a Matatu Ambassador. When did you start Matwana Matatu Culture and what was the motivation behind showcasing this unique Kenyan Culture?Matwana Matatu Culture started back in 2010. Since my childhood days, I have been motivated by the neighbourhood I lived in that had vibrant and flashy matatus. I felt like it was a sector that was neglected and would eventually be extinct if we did not find a way to protect and preserve it.What is the role of Matwana Matatu Culture towards the transport industry?To secure and create more awareness about the jobs already in the industry so as to woo others stakeholders to invest in this multi-billion dollar industryWhich is your favourite Nairobi Matatu and which 3 routes do you think has the best pimped up Matatus?At the moment, I think Iggy Azalea plying the Kiambu route 100 is my darling matatu. The best three routes are Rongai, Ngong and Kasarani. This is simply because with these 3 routes there is never a dull moment; there are unexpected makeovers from time to time and new rides are always switching it up. You have a huge following on social media: 132,277 members on ‘Matatu Culture’ Facebook Page and another 131,000 followers on Instagram. What efforts have you made in championing for road safety?I have created online safety campaigns through posters and the use of trending hashtags we started like #MySafetyMyResponsibility and #UsalamaWanguWajibuWangu. From time to time we also put up posts on our social media

accounts especially on the weekends as reminders to drivers not to drink and drive.What has been your biggest achievement since you started Matwana Matatu Culture?Our biggest achievement is being recognized as the best “Social Media Matatu Platform” at the Nganya Awards 2016.What challenges have you been facing in showcasing Kenyan Matatu culture?The biggest challenge so far has been the negativity that the industry in general receives from the media and the general public. A few bad incidences present the culture in a bad light. Another challenge we have had is harassment from the County Council officers and the Police who arrest us during photography and video sessions. Last year, Cable News Network (CNN) an American News television channel, featured you in a documentary dubbed ‘Documenting Nairobi’s museums on wheels’. What impact do you think that will bring in showcasing this culture?I started Matwana Matatu Culture to promote and preserve the matatu culture so given the recognition that the interview gave to the industry is already a positive thing because it got to showcase our culture to the rest of the world. I also was very disappointed by the fact that it had to start with an international news network instead of our own networks here in Kenya.What distinct experiences have you acquired that you think are/will be useful to our current transport sector?I am aware of the challenges facing the industry as I always interact with the players in many occasions. This way, it helps me preserve matatu culture in disproportionate ways for posterity.


In terms of addressing challenges facing the youth especially unemployment, how do you think the Matatu Culture in Kenya has helped?This platform is a swarm of all stakeholders in the industry that gives the youth a unique opportunity to interact with the employers. They display their talents such as airbrush paintings, drawn sketches and lighting and sound fixing. That in itself is self-advertising that gets the employers in the industry an opportunity to embrace that fresh talent.What’s your future plan in terms of showcasing this culture to people around the world and the upcoming generations? A perfect example is the Matatu TV show

that will be debuting in April on K24. It will showcase the culture to the world and in the positive light that I wish to preserve. This is something that even future generations will have access to years to come.Do you think the Ministry of Sport, Arts and Culture should embrace and preserve the Matatu Culture in Kenya?Yes, definitely. They should actually take matatu culture as one of the tourist attractions in Kenya. This is an industry that has spread its wings and changed in various ways as the years have gone by but it has never gone extinct, meaning, it’s here to stay. The sooner they embrace it, the better.

What do you think will be the impact of Bus Rapid Transit (BRT) on Matatu Culture?I think it will affect it negatively, here’s why: This BRT does not favour Kenyans in that; they will put in a whole new system in place which will definitely leave some people jobless. Why bring in buses from another country when they could use our own already existing matatus to do that and give new employment opportunities to the already existing culture? If they single out various lanes to those buses they will obviously be stakeholders who will opt to remove their matatus from the business because the level of income will reduce thus leaving some people unemployed.

Matatu Culture fans during a photo-shoot with a Route 12c matatu known as Ngamia 2.



URBAN TRANSPORT | unlocking traffic gridlock

NaMATA HERALDS A NEW DAWN FOR PERENNIAL TRAFFIC MENACE IN 5 COUNTIESBy Abdi Dika, [email protected]

he Cabinet has approved the creation of the much-hyped Nairobi Metropolitan Area Transport Authority (NaMATA) that will immensely aid in unlocking traffic gridlock that continues to wreak havoc on the economy, the Presidential Strategic Communications Unit (PSCU) has said.

The announcement comes days after Transport Cabinet Secretary James Macharia sought approval for its formation through the Executive Order issued by President Uhuru Kenyatta in February this year in accordance with the provisions of the State Corporations Act.

“NaMATA is a bold and visionary policy intervention that, for the first time in our nation’s history, provides a comprehensive and dynamic platform for addressing the decades-old challenges in the transport sector that have bedeviled the Metropolitan Area,” read the statement.

NaMATA is expected to address severe transport hiccups that have continued to paralyze the economy of the wider Nairobi Metropolitan Area covering the city and four other counties namely, Murang’a,

Kiambu, Kajiado and Machakos.The Authority will be charged with the mandate

of developing coherent transport policy supportive of the development of the Nairobi Metropolitan Area. Importantly, it will oversee the implementation of an integrated Master Plan aside from managing the development of a sustainable, integrated Mass Rapid Transit System strategy which incorporates both bus rapid-transit and commuter rail.

“These elements are part of the Administration’s wider plan of improving Kenya’s transport infrastructure as a spur for social and economic development,” the statement from PSCU noted.

The upgrading of the transport system of the metropolitan area augurs well for the country’s economy said to be coughing up a whopping Ksh. 100 billion annually owing to Nairobi’s inefficient transport system, the PSCU said in a statement.

In fact, Kenya’s capital city, Nairobi, was recently ranked as having the second worst traffic in the world after Kolkata (India) where people spend an average

A section of Thika Super Highway with heavy traffic mostly during rush hour


T


of 68.86 minutes on the road.Nairobians are said to spend an

average of 62.44 minutes on the roads for the shortest distances according to a new survey by Numbeo, the world’s largest database of user contributed data about cities and countries worldwide. Mumbai, another city in India, comes third with an average of 60.11 minutes spent on the road, the survey notes.

To that effect, the Ministry of Transport has already inked an agreement with the five counties the Authority will cover for the development of an integrated transport system.

“Studies show that Nairobi has a sleeping population of about 4.2 million people and a day population of 7 million people who mainly come from the surrounding counties of Kiambu, Machakos, Murang’a and Kajiado”, the statement read in part.

The establishment rationale of the Authority is based on the Memorandum of Understanding (MoU) signed in August 2013 between the National Government, through the Ministry of Transport, on one part; and the county governments of five counties on the other part.

“The Metropolitan Area has experienced rapid growth over the last three decades but there has not been commensurate focus on providing sufficient and sustainable transport options for the area’s visitors and residents. NaMATA is designed to, at long last, address this gap and provide the Metropolitan Area with a world-

class public transport system.”Meanwhile, in order for NaMATA,

which is supported by World Bank, to execute its mandate, a draft NaMATA Bill has been developed and is set to be tabled in Parliament.

In a recent announcement that lapsed, the Council declared three vacancies for the Members of the Board of Directors of NaMATA in exercise of the powers conferred to it by section 8 (2), of the 17th February 2017 Legal Notice.

However, Directors of Transport companies had been barred from applying as Members of the Board of Directors of NaMATA, a counter-intuitive move as persons of such stature are well versed with the ins and out of transport, law, intelligent transport systems, civil engineering, traffic engineering, economics of transport and urban design, planning and management.

This is reminiscent of memories during the formation of Lagos Metropolitan Area Transport Authority (LAMATA) a similar body to NaMATA which was largely touted as a game-changer but was later seen to be struggling to engage key stakeholders in constructive dialogue.

But LAMATA’s top management was determined to make a mark. The agency embarked on developing a Bus Rapid Transit (BRT) corridor, which was the first of its kind in Sub-Saharan Africa. The aim was to add to an existing highway two lanes for high-capacity buses. The World Bank financed the feasibility

study whereas Lagos State financed its implementation. The first phase, a 22km stretch, opened in 2008 and operations were franchised to a Union-led cooperative.

Transport for Cape Town (TCT), a similar agency in South Africa, is responsible for planning, costing, contracting, regulating, monitoring, evaluating, communicating, managing and maintaining the City of Cape Town’s transport infrastructure, systems, operations, facilities and network. Cape Town received the Sustainable Transport Award Honorable Mention in 2012 in recognition of its visionary achievements in sustainable transport and urban livability from the Institute for Transportation and Development Policy (ITDP).

Even closer home, plans have been developed for the establishment Dar es Salaam Urban Transport Authority (DUTA). Dar es Salaam has already implemented Dar es Salaam Bus rapid Transit that began operations on May 10, 2016.

To make the five counties reach such levels, persons appointed to Agencies of such stature must rise up and make cities in their country to embrace Transit Oriented Development (TOD), for example the way it is happening in Santiago, Chile, which emerged victorious in the just concluded Sustainable Transport Award having scooped best price for major developments mainly Pedestrian infrastructure.

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ARTIST REVIEW

REVIEWS...

Phone: Tecno Camon CXLaunch Date: March 23, 2017Camera: 16MP (Front and rear cameras)Display Size: 5.5-inchOperating System: Android 7.0 HiOS 2.0 CPU: 1.5GHz Octa-Core MT6750T RAM: 2 GB Internal Memory: 16 GBMicro SD: expandable up to 128 GBThe Tecno Camon CX, Better Known as Tecno Camon C10 (where the X stands for 10 in Roman figures), is an upgrade of the Camon C9 and the latest smartphone from TECNO Mobile’s range of camera-centric smartphones.

Many selfie lovers will fall for the Camon CX since it comes with a classic set-up of 16MP rear & front cameras with dual Flash that enables one to take quality photos even in dark places and an internal storage of 16GB with an external Micro SD card expandable up to 128GB.

In terms of battery life, the Tecno Camon CX is accompanied with a 3,200mAh Li-

Polymer with a quick charge technology that makes it charge faster.

The phone also has a finger print scanner at the rear of the phone which enables the users to unlock their phone using their finger prints. This protects the users’ data that is on the phone from third parties.

The device comes in a multiple variety of colors; Champagne Gold, Sky Gray, Pink, Elegant Blue and Rose Gold.

Other specifications of the phone include; dual sim, Android 7.0 HiOS 2.0, 1.5GHz Octa-Core MT6750T and a 5.5-inch display. Verdict: Thumbs up for the Camon CX since the phone has an extremely impressive powerful performance profile and a breathtaking camera profile that will make many fall in love with this camera centric phone with an impressive storage memory to store your selfies and data.

Grab yours today.

Artist Name: FMPLabel: Kristocentric Media Genre of music: (Contemporary) soft rock, EDM dancehall, trap (Hip-hop) & Afro popSongs: His in control (urban rock), Light up (dancehall), Hakuna Mwingine (airy worship)Producer: FMP

Freddie Mike Pettie popularly known as FMP is a Mombasa-based Gospel artist-cum-producer and songwriter. At only 22 years of age, the multi-talented artist has diversified his songs to fit and target different audiences in terms of taste and genre. He has recorded and produced his songs using different genres (dancehall, hip hop, soft rocks and worship

songs) so as to meet the expectations of all his fans and spread his message to a diversified audience.

Motivated by the desire to take his audience through a journey that can preach positivity, unity and love among them, he outlines his music as a universal language and creatively composes them mainly for the purpose of worship, entertainment and to induce his audience to a mood of a safe haven.

FMP who records and produces his own songs, looks up to Grammy Award-winning mix engineer Dave Pensado and Warren Huart who is an English record producer, musician, composer and recording engineer based in

Los Angeles, California as his role models.

Other than just recording and producing songs, FMP who is an accomplished songwriter, launched a cloth line, ‘#PandaBeat’ and also has a full music recording studio based in Nyali, Mombasa.

Just recently, he produced a song for Crystal Asige, whose song ‘pulled under’ topped the charts in a UK based Ujima Radio Station in March this year.

FMP’s songs are available for download on SoundCloud, iTunes, Mdundo and Skizatunes.

TECH REVIEW


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