Archive for the ‘Nairobi Road’ Category

Outering 2When Outering Road is fully upgraded into a dual there will be need to improve road in estates such as Kariobangi South, Umoja Donholm and Buru Buru plus areas such Mathare North and Kariobanging Light Industries. These estates have very few road entering Outering Road which might lead to frequent traffic jams at the junctions into the estates. Here are some of the junctions into the estates:

Roads Outering Rd

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DSCF5237Finally the much awaited Outering Road construction was officially launched by President Uhuru Kenya on 22/1/2015. The new road will have new features such high speed and service lanes, walking and bicycle paths, bridges and flyovers. With these new development, it is expected that road users will be forced to up their skills how they interact with the road especially, public transport vehicles, pedestrians and motorists.

Public transport will have to content with ‘small’ space allocated as bus stop for busy routes such as Kayole, Umoja and Juja Road which have several bus / matatu numbers. Self discipline and obeying road signs will help reduce an unnecessary traffic jam and accidents.

Despite the road being busy and located in densely populated areas it does not have a single foot bridge. Pedestrians will enjoy the services of more than 10 footbridges along the 13Km road and side walks. Currently, some pedestrians have been knocked while attempting to cross the road. Experience from Thika Super Highway has shown that there is need to create awareness on road safety which the road is being constructed plus ensuring community participate identifying appropriate location for bridges based on access to resources as such as markets, learning institutions, bus stops and residential areas.

Outering Road will have high speed lanes which will see easier movement of people and goods. This will call for road design that will deter pedestrians from crossing at undesignated areas.

Cyclists will enjoy the new cycling lanes which were not there before. The Kenya Urban Roads Authority and Nairobi County government should ensure that walking and cycling paths are protected so as not to be invaded by hawkers and other open air traders as in the case of Thika Super High Way at Githurai and GSU fly over.

All road users will have to develop new skills once the new look Outering Road is completed. Given that this will be most high speed road, use of CCTV cameras will come in handy in nabbing traffic offenders while associated agencies can carry our massive awareness on road safety before the completion of the project. – Simon

traders 1The much awaited Nairobi Outering Road improvement project will start next month with traders operating along the road corridors expected to be relocated in the Nairobi County Markerts. This is according to Dr. Evans Kidero, the Nairobi City County Governor as reported in the Daily Nation of 17/9/2014.
The recently completed Eastleigh First Avenue which had traders operating along it busy road saw most of the small scale businesses disrupted to pave way for the upgrading of the road. The development of the road has greatly reduced traffic jam while it has also forced traders to seek alternatives elsewhere.
One thing that has come out during the upgrading of major roads in Nairobi is the ill preparedness of the Nairobi County to devise strategies of assisting small scale traders resettled before and during road construction. In Eastleigh, public lands have all been either grabbed or sold to private developers. The once famous Eastleigh Nairobi City County Market is no more.
The Nairobi City County government must develop strategies to help resettle small scale traders since this is a common feature along main Nairobi roads; From Mlango Kubwa to Outering Road about, City Stadium to Donholm Road About, at Kangemi , GSU roundabout and Githurai Thika Superhighway all have been invaded by small scale open air traders.
All the City County Markers along these major roads are full to capacity while the newly constructed stalls are controlled by private developers during allocations and are beyond the reach of ordinary open air traders which cost between Ksh. 150,000 to Ksh. 200,000 depending with where it is located.
Appraisal and Environment and Social Impacts reports give very little mention of small scale open air traders while it is also assumed that Nairobi City County will make prompt investment in relocating the traders to officially recognized spaces. In these reports permanent structure owners and landlords are at advantageous position to argue out for proper compensation than small scale open air traders.

FROM the back of St Mary’s Mission Hospital, two hours north of Nairobi, Kenya’s capital, convalescent patients can watch flamingos frolic on Lake Elementaita. From the front, the view is less idyllic. Overloaded lorries race along the A104, a busy part of the Northern Corridor, east Africa’s main trade route. Each month, says Robert Limo, a researcher at the hospital, at least two patients are readmitted, having been run over just minutes after being discharged while waiting for a bus.

This stretch of road was upgraded in 2008 with funding from the European Union. But almost all the $91m went on asphalt and almost none on safety, so the road that was supposed to make everyone richer has brought grief, too. Cars and lorries now speed by at 130kph (80mph). The road has no provision for overtaking or protection for pedestrians and casualties inundate local hospitals, with two or three a week coming to St Mary’s from a 5km stretch alone. The picture is repeated across Kenya as the country’s roads are upgraded with little thought for safety. Road casualties now account for half of admissions on its surgical wards.

Every 30 seconds someone, somewhere, dies in a road crash, and ten are seriously injured. The toll is rising: the World Health Organisation (WHO) expects the number of deaths globally to reach nearly 2m a year by 2030, up from 1.3m now. But the pain will fall far from equally. Rich countries are making roads safer and cutting casualties to rates not seen for decades, despite higher car use. Poor and middle-income ones will see crashes match HIV/AIDS as a cause of death by 2030 (see chart). In the very poorest, the WHO expects deaths almost to triple.

Where incomes are low, for example in Bangladesh and Kenya, pedestrians top the body count. As they rise, so does the use of motorbikes—often for the precarious transport of entire families. In Thailand motorcyclists are more than two-thirds of fatalities. A bit richer still, and four wheels dominate. In Argentina, Russia and Turkey the main victims are inside cars, buses and lorries.

Higher vehicle standards are a big reason for falling death rates in the rich world. But many other safety measures are simple and cheap. Roads used by pedestrians got pavements and crossings. Fast traffic was separated from cyclists and pedestrians. Governments advertised the need for seat belts and motorcycle helmets, and enforced speeding and drunk-driving laws.

Where safety has been put first, the results have been remarkable. Though a tragic run of crashes has killed three pedestrians and a cyclist in New York in recent days, speed bumps, pedestrian countdown lights and slow zones around schools mean that the city now has fewer deaths each year than when it started counting in 1910. Sweden has halved road deaths since 2000, and cut them by four-fifths since 1970.

But in the developing world, laws and safety measures are failing to keep up with population growth, urbanisation and rising car use. Development banks and donors often make matters worse, says Kavi Bhalla of the Johns Hopkins Centre for Global Health, by paying for new roads that are fast but not safe.

Over one in three road-accident victims are under 30: crashes are the leading cause of death for 15- to 29-year-olds worldwide. Most of the casualties are men and boys, who use roads more, and take more risks. That means that many were breadwinners, or could have expected soon to be.

So crashes take a huge financial toll as well as an emotional one. A dead or maimed 17-year-old costs much more in lost earnings than an 80-year-old. A victim’s family is often plunged into poverty for two or even three generations, says Avi Silverman of the FIA Foundation, a London-based road-safety charity. The International Road Assessment Programme (iRAP), an engineer-led road-safety charity, calculates that road deaths and injuries cost 2% of GDP for high-income countries and 5% of GDP for middle- and low-income countries, including medical bills, care, lost output and vehicle damage—$1.9 trillion a year globally.

Each year $500 billion is spent on new roads. By linking isolated communities to schools, hospitals, jobs and markets, they boost development. But just 1-3% of the construction budget is often enough to make a road much safer, says Rob McInerney of iRAP. And safer roads have much higher returns, says Veronica Raffo of the World Bank.

iRAP has helped to build fences to separate pedestrians from traffic in Bangladesh, at a cost of just $135 to avert a death or serious injury; and installed rumble strips on hard shoulders in Mexico to alert drivers when they are veering from their lane ($920). Telling people about safety laws—and then making those laws stick—can be surprisingly affordable and effective, too. The share of people wearing seat belts in Ivanovo, Russia, rose from 48% in 2011 to 74% in 2012, after a police crackdown and social-media campaign partly paid for by Bloomberg Philanthropies, the foundation of Michael Bloomberg, New York’s former mayor and one of the few big aid donors to spend heavily on road safety. Dan Chisholm of the WHO calculates that enforcing speed limits and drunk-driving laws in South-East Asia would cost just 18 cents per person per year.

In the Nesco school in Kibera, Kenya’s largest slum, the children recently received government-funded vaccinations for measles and polio. And aid donors have pledged $600m to fight HIV/AIDS, tuberculosis and malaria in the country in the next few years, and $4 billion globally. But with multi-lane highways to navigate on the way to school, and a lack of safe crossings, a quarter of the pupils have been in a road crash and a third have seen a close relative injured or killed. A little more spent on road safety would help more children in Kibera, and across the developing world, make it safely into adulthood. Copied from: (http://www.economist.com/news/international/21595031-rich-countries-have-cut-deaths-and-injuries-caused-crashes-toll-growing)

SAM_0339The experience of designing, constructing, using and maintain Thika Road Super Highway should be treated like a manual for implementing future such projects in Kenya. From the look of things, this road is one of a kind in Kenya not only in terms of cost but importance and number of cars using it per day.
However the number of accidents occurring almost on a daily basis can be quite alarming. Pedestrians are seen in most cases ignoring foot bridges and attempting to cross at undesignated points while in some sections, traders have invaded walking and cycling lane. Very few people are seen cycling along the road.
Outering Road is soon to be upgraded with almost near facilities like footbridges, sidewalk and cycling lanes. This is going to be totally new experience for

If there is one area that questions are emerging about the road is the design and number of accidents being reported on a daily basis? Outering Road designers can build on the experience of Thika Road-Super Highway to construct a road which will motivate cyclists, safe for pedestrians to walk, have fewer accidents given that Outering Road is cutting through densely populated communities.

Communities living on both sides of Outering Road interact with each other more frequently for work, to access banking facilities, supermarkets, markets; religious and learning institutions on daily basis and people are seen crossing the road more frequently. High speeding driving in newly constructed roads in Kenya is very common. Driving from Pangani to Thika town, one will see high speed driving, visible accidents signs where we have turn and road signs knocked down.

Lessons from Thika Road Super Highway should help stakeholders to think ways of reducing speed and erecting foot bridges at appropriate points. Pedestrians on both sides of Outering Roads are used to crossing narrow road for now hence need for proper public awareness while the road is under construction and after completion on the importance of using food bridges.

DSCF5194
There has been so many ongoing projects along roadside like laying of cables along Juja Rd. This is a trend that is most likely to continue with advancement in technology.
Below is a check list from http://www.kenha.co.ke/index.php?option=com_jdownloads&Itemid=148&view=viewdownload&catid=15&cid=20

Checklist/Requirements for Roadside Developments
1. Application to construct or improve access roads to Class A, B, or C roads
• Application letter detailing the proposed developments and justification.
• A survey of the property from the Survey of Kenya
• Detailed Engineering Design Drawings with general layout, cross-sections and all other relevant details to scale (2 copies).
• A geo-referenced map (UTM map projection, Arc 1960 Datum) giving location and affected plot(s) in relation to the road (2 printouts and soft copy (CAD)).
• Complete application copied to Regional Manager of respective region for comments/consent following a site visit. Alternatively a site visit report from an officer from HQ.

2. Application to lay communication cables along and/or across class A, B or C roads
• Application letter detailing the proposed developments and justification.
• Detailed Engineering Design LayoutDrawings overlain on a properly geo-referenced map (UTM map projection, Arc 1960 Datum)showing cadastral data, longitudinal profile, cross-sections of typical trenches and road crossings (micro-tunneling), junctions and manholes/handholes with coordinates and all other relevant details to scale.Coordinates (X, Y) list for all the utility line bends and manholes/handholes should also be included in the map. Layout drawings should be provided for a scale of 1:2500 for the general layout and 1:500 for the details (crossings) and provided in 2 printed copies and in soft (CAD).
• Where service ducts are provided, the applicant shall not be allowed to lay the cable at any other point.
• Copied to Regional Manager of respective region for comments/consent following a site visit. Alternatively a site visit report from an officer from HQ.

3. Application to lay water pipelines along and/or across class A, B or C roads
• Application letter detailing the proposed developments and justification.
• Detailed Engineering Design Drawings overlain on properly geo-referenced maps (UTM map projection, Arc 1960 Datum)showing pipeline network and pipeline size(s), layout and profiles in relation to road, cross-sections of typical trenches and road crossings(reinstatement details where applicable), details of river crossings, road over rail/river bridge crossings & anchorages and all other relevant details to scale. Coordinates (X, Y) list for all the utility line bends and manholes should also be included in the map. Layout drawings should be provided for a scale of 1:2500 for the general layout and 1:500 for the details (2 printed copied & soft copy(CAD)).
• Where appropriate service ducts are provided, the applicant shall not be allowed to lay the pipe at any other point.
• Copied to Regional Manager of respective region for comments/consent following a site visit. Alternatively a site visit report from an officer from HQ.

4. Application to lay sewer lines along and/or across class A, B or C roads
• Application letter detailing the proposed developments and justification.
• Detailed Engineering Design Drawings overlain on properly geo-referenced maps (UTM map projection, Arc 1960 Datum) showing pipeline network and size(s), layout and profiles in relation to road, cross-sections of typical trenches and road crossings(reinstatement details where applicable) and all other relevant details to scale. Coordinates (X, Y) list for all the utility line bends and manholes should also be included in the map. Layout drawings should be provided for a scale of 1:2500 for the general layout and 1:500 for the details (2 printed copied & soft copy (CAD)).
• Copied to Regional Manager of respective region for comments/consent following a site visit. Alternatively a site visit report from an officer from HQ.

5. Application to erect power lines along and/or across class A, B or C roads and,
• Application letter detailing the proposed developments and justification.
• For underground cables, Detailed Engineering Design Drawings overlain on properly geo-referenced maps(UTM map projection, Arc 1960 Datum) detailing cable size(s), layout in relation to road, cross-sections of typical trenches and road crossings(micro-tunneling), road over rail/river bridge crossings & anchorages and all other relevant details to scale. Coordinates (X, Y) list for all the utility line bends and manholes should also be included in the map. Layout drawings should be provided for a scale of 1:2500 for the general layout and 1:500 for the details (2 printed copied & soft copy(CAD)).
• For overhead cables, detailed Engineering Design layout drawing showing the cable route and the position of all poles overlain on a properly geo-referenced map.
• Copied to Regional Manager of respective region for comments/consent following a site visit. Alternatively a site visit report from an officer from HQ.

6. Application to install any form of advertisement on road reserves along class A, B or C roads
• Application letter detailing the proposed developments and justification.
• A properly geo-referenced location map (UTM map projection, Arc 1960 Datum) showing all salient features and the location of the advertisement structure (with coordinates) in relation to the road and other existing utilities. Maps should be provided for a scale of 1:2500 for the general layout and 1:500 for the details (2 printed copied & soft copies(CAD)).
• For the support structure, detailed Engineering Design Drawing and supporting computations certified by a Registered Structural Engineer (2 copies).
• Copied to Regional Manager of respective region for comments/consent following a site visit. Alternatively a site visit report from an officer from HQ.

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road signsGood road should be there to enhance public safety for all road users such as motorists, pedestrians and animal crossing. Road signs play a great role in promoting safety and proving cautionary measures.
Thika Super Highway has seen new features such bridges, drainage reduction in hill elevation for some section. One common feature along Thika Super Highway is people crossing in none designated sections. Near Roysambu roundabout next power station people are seen attempting to cross and ignoring the bridge which is next to the bus stage. There are no road signs warning pedestrians not to cross the road.
Our government should promote education on road signs regularly for all road users. For example the bicycle tracks along Thika Super Highway have either been invaded by motorbikes or hawkers thus discouraging bicycle users especially section next to Alsops or opposite GSU. Hawkers operating near the highway should also be involved in road sign education programme since they are always interacting with many people each day.
Outering Road has an opportunity to integrate more use of road signs from the start instead introducing them after the road is finished. I came across this handbook from United Kingdom, is a handbook which indicates all road signs likely to be found while driving in UK. (www.direct.gov.uk/prod_consum_dg/groups/dg…/dg_191955.pdf‎)