CONTESTED URBAN STREET SPACE AND ITS EFFECT ON TRAFFIC FLOW

ON NAIVASHA ROAD, NAIROBI COUNTY

NYONJE COLLINS
B63/35300/2019

A Research Project Proposal Submitted in Partial Fulfilment of the Requirement for the
award of a Master of Arts Degree in Planning

University of Nairobi

MARCH 2021

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Supervisors
This research project makes part of the requirement for the award of a Master of Arts degree in
Planning, University of Nairobi.

Signed…………………………… Date…………………………….

Dr. Margaret Ng,ayu

(Supervisor)

Signed…………………………… Date…………………………….

Mr. Osengo Charles

(Supervisor)

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DEDICATION
I dedicate this project to my family

ACKNOWLEDGEMENTS
I would like to acknowledge the input provided by my supervisors Dr. Ngayu and planner
Osengo, Lecturers; Dr Fridah Mugo and Dr Musyoka, and all staff at DURP. I thank them
greatly for their guidance and supervision in the process of coming up with the proposal
I want to acknowledge my classmates for their continued support and contribution

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Table of Contents

DEDICATION...............................................................................................................................
ACKNOWLEDGEMENTS...........................................................................................................
ACRONYMS & ABBREVIATIONS............................................................................................
1 CHAPTER 1: INTRODUCTION............................................................................................
1.1 Background..................................................................................................................1
1.2 Research problem statement........................................................................................2
1.3 Research Purpose, Questions and Objectives..............................................................4
1.3.1 Research Purpose.................................................................................................4
1.3.2 Research Questions..............................................................................................4
1.3.3 Research Objectives...........................................................................................4
1.4 Research Hypothesis...................................................................................................4
1.5 Scope of Study.............................................................................................................4
1.5.1 Geographical........................................................................................................4
1.5.2 Theoretical scope.................................................................................................5
1.6 Study Assumption.......................................................................................................5
1.7 Justification and Significance of the study..................................................................5
1.8 Definition of terms......................................................................................................7
2 CHAPTER 2: LITERATURE REVIEW.................................................................................
2.1 Introduction.................................................................................................................8
2.2 Definition and the Concept of Street and Road...........................................................8
2.3 CONCEPT OF A GOOD STREET.............................................................................9
2.4 FUCTIONS OF A STREET......................................................................................10
2.4.1 Street Design Elements and Zone......................................................................11
2.4.2 Scheme Street Designs.......................................................................................12
2.5 STREET AS ‘LINK’ AND ‘PLACE’.......................................................................13
2.6 Developing a ‘Street Plan’.........................................................................................14
2.7 STREET PERFORMANCE AND PRIORITISATION............................................15
2.7.1 Street performance indicators............................................................................15
2.7.2 Prioritizing streets .............................................................................................16
2.8 SPACE ALLOCATION AND STREET DESIGN...................................................16
2.9 Design principles.......................................................................................................16
2.10 Infrastructure requirements for various kinds of Place-related activities..................17

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 2.10.1 Developing design options.................................................................................18
2.10.2 Assessing scope for accommodating Link/Place user needs in cross section....19
2.11 THE URBAN STREET ECONOMY.......................................................................21
2.11.1 The Urban Street Economy: Activities and Role...............................................22
2.11.2 The Spatial Problem: Constraints of Space and Externalities............................22
2.11.3 The Spatial Problem: Location Externalities.....................................................23
2.11.4 The Spatial Problem: Environmental Externalities............................................24
2.12 INFLUENCES OVER CONTESTATION OF URBAN STREET...........................24
2.13 TRANSPORTATION OPERATIONS IN URBAN STREET..............................25
2.14 On- Street parking.....................................................................................................25
2.15 Effects of On-Street Parking in Urban Context.........................................................25
2.15.1 Positive Effects of On-Street Parking................................................................25
2.15.2 Negative Effects of On-Street Parking...............................................................26
2.16 Case Studies...............................................................................................................28
2.16.1 Complete street of Boston..................................................................................28
2.16.2 Mumbai: Leadership of the Courts:...................................................................28
2.16.3 The pedestrian Malls in Ghana..........................................................................28
2.16.4 Kisumu Streets Improvements Project...............................................................28
2.16.5 Ngong road improvement project......................................................................28
2.17 Theoretical Framework.............................................................................................29
2.17.1 Figure-ground theory.........................................................................................29
2.17.2 Linkage Theory..................................................................................................29
2.17.3 Place Theory.......................................................................................................29
2.17.4 Traffic flow Theory............................................................................................29
2.17.5 Livelihood Theory..............................................................................................30
2.17.6 Sustainable Livelihoods Framework..................................................................31
2.17.7 Smart growth theory...........................................................................................31
2.18 Legal Framework Guiding Street Functionality........................................................33
2.18.1 Kenya Constitution, 2010...................................................................................33
2.18.2 Traffic Act, 2012................................................................................................33
2.18.3 Urban Areas and Cities Act, 2011......................................................................33
2.18.4 County Government Act, 2012..........................................................................34
2.18.5 Way -Leave Act (Cap 292)................................................................................34
2.18.6 Environmental Management and Coordination Act, 1999................................35
2.18.7 National Transport and Safety Authority Act (NTSA), 2012............................35
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 2.19 Policy Framework Guiding Street Functionality.......................................................35
2.19.1 Vision 2030, Kenya............................................................................................36
2.19.2 Integrated National Transport Policy (2012).....................................................36
2.19.3 The National Urban Development Policy (2012)..............................................37
2.19.4 Physical Planning Handbook.............................................................................37
2.19.5 The Physical and Land Use Planning Act, 2019................................................38
2.19.6 Nairobi City County Pop-up Markets and Street Vendor Bill, 2019.................39
2.19.7 The Street Vendors (Protection of Livelihood) Bill, 2019.................................39
2.19.8 Sustainable Development Goals........................................................................39
2.20 Conceptual Framework.............................................................................................41
3 CHAPTER 3: RESEARCH METHODOLOGY....................................................................
3.1 Introduction...............................................................................................................42
3.2 Research Design........................................................................................................42
3.3 Target Population......................................................................................................44
3.4 Sampling Plan and Sample size.................................................................................44
3.5 Sample Size...............................................................................................................44
3.6 Sampling Procedure...................................................................................................45
3.7 Data needs Matrix......................................................................................................47
3.8 Data Collection Methods...........................................................................................48
3.8.1 Secondary Data Collection.................................................................................48
3.8.2 Primary Data Collection.....................................................................................48
3.8.3 Administration of Survey Instruments...............................................................49
3.9 Data Analysis and Presentation Plan.........................................................................50
4 CHAPTER 4: STUDY AREA...............................................................................................
4.1 Introduction...............................................................................................................51
4.2 Geographical location................................................................................................51
4.3 Population and demographic Dynamics....................................................................55
4.4 Climate and Physiographic features..........................................................................55
4.4.1 Climate...............................................................................................................55
4.5 Geology and Soils......................................................................................................56
4.6 Topography................................................................................................................56
4.7 Surface Water Resources and Hydrology..................................................................56
4.8 Physical Infrastructure...............................................................................................57
4.8.1 Road and Railway Transport..............................................................................57
4.8.2 Power Supply.....................................................................................................57
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 4.8.3 Water and Sewerage...........................................................................................57
4.9 Socio-Economic and Cultural profile........................................................................58
4.9.1 Socio-Economic Characteristics........................................................................58
4.10 Social Infrastructure..................................................................................................59
4.10.1 Education Facilities............................................................................................59
4.10.2 Health Facilities.................................................................................................59
4.10.3 Recreation Facilities...........................................................................................59
4.10.4 Financial Facilities.............................................................................................60
4.11 RESEARCH WORK PLAN......................................................................................61
4.12 RESEARCH BUDGET.............................................................................................62
5 APPENDICES........................................................................Error! Bookmark not defined.
5.1 Appendix 1: Site Observation Checklist....................Error! Bookmark not defined.
5.2 Appendix 2: Pedestrians Questionnaire.....................Error! Bookmark not defined.
5.3 Appendix 3: Motorist Road Users (Vehicle, Motor Bikes, Passengers)...........Error!
Bookmark not defined.
5.4 Appendix 4: Motor Cyclist, Cart Pushers, and Cyclists - Questionnaire..........Error!
Bookmark not defined.
5.5 Appendix 5: Street Vendors Questionnaire...............Error! Bookmark not defined.
5.6 Appendix 6: Key Informant Interview Schedule.......Error! Bookmark not defined.

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List of tables
Table 1: Hierarchy of user consideration during scheme design...................................................13
Table 2: Street performance indicators..........................................................................................16
Table 3: infrastructure requirements for street Place users...........................................................17
Table 4: Data needs Matrix............................................................................................................47
Table 5: Climatic and physiographic data of Nairobi....................................................................55
Table 6: Research work plan.........................................................................................................61
Table 7: Research budget...............................................................................................................62

List of figures

Figure 1: Load classification according to link and place.............................................................14

Figure 2: Minimum (min) and Desirable (des) levels of total provision for Link and Place street
functions........................................................................................................................................18
Figure 3: Link/Place user needs in cross section...........................................................................19
Figure 4: Sustainable Livelihoods Framework..............................................................................31
Figure 5: Conceptual Framework..................................................................................................41
Figure 6: Research Methodology Flow chart................................................................................43
Figure 7: Study Area in national context.......................................................................................52
Figure 8: Study area in regional and loca context.........................................................................53
Figure 9: Image map of the study Area.........................................................................................54

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ACRONYMS & ABBREVIATIONS

CABE Commission for Architecture and the Built Environment, UK

CBO Community Based Organizations

DETR Department for Environment, Transport and the Regions

GIS Geographical Information Systems

GPS Global Positioning System

KNBS Kenya National Bureau of Statistics

NMT Non-Motorized Transport xii

SACCOs Savings and Credit Cooperative Organizations

SDG Sustainable Development Goals

SPSS Statistical Package for Social Scientists

UIDP Urban Integrated Development Plan

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1 CHAPTER 1: INTRODUCTION

1.1 Background.

Traffic and road congestion problems are the one of the major issues in Nairobi city. Some of the
causes of road congestion are faulty design of the road patterns, illegal business encroachments,
irregular alimentation of the roads and ignorance of traffic rules. The encroachment is the main
root cause of traffic problems, which is basically describe as holding of street space illegally and
without any authorization for self-motive or self-interest.
Streets are the most “public”: they are responsive, accessible, diverse, democratic and
multipurpose (Carr, 1992). In all civilizations, streets have been the most widely used public
space, with neighborhood commercial streets and bazaars being the most popular (Brower,
1996). Studies in contemporary context highlight that development pressure, increasing space
demands, fastmoving vehicles, and hostile social and political environments have brought a
“conceptual and physical shift” in urban public spaces, making the streets a highly contested
space (Jain & Moraglio, 2014).
The illegally growth of slums or mushrooming development along the different pattern of roads
and hawker activities along the pedestrian path, footpaths, main carriage way and roadside area
are the most common types of urban encroachments a long Naivasha road. The road corridor
encroachment problems are taking birth like as illegally construction of ramps in front of houses,
erection of structures along the drains, illegal parking along the roads and on the main carriage
way. City authorities have failed to cope with the pressure of increasing population growth and
economic activities, resulting to major street space use conflicts. The identified effects of these
conflicts are; traffic congestion along the street, encroachment into the pavements, relocation and
displacement of some street activities; environmental degradation.
Traffic jams are a major problem in Nairobi with a debilitating effect on the quality of life of
people. Drivers and pedestrians in the city continuously suffer the negative impacts of traffic
jams which include delays, lost opportunities, higher costs of living, increased accidents, reduced
competitiveness, frustrations and pollution. Transport authorities in Nairobi must manage the
problem to acceptable levels for drivers and residents in the city to realize the benefits that come
with an effective and efficient transportation system, Irung’u (2007).
The study aims to identify the consequential effect of the urban street contestation on the link
and space functionality performance of Naivasha road. The study will also seek to proposed the
infrastructural improvements for both street vending activities and transportation facilities which
would promote the environment and the free flow of motorized and non-motorized traffic in the
study area.

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1.2 Research problem statement

Nairobi city and its environs have been developing without well-articulated land use planning
approach (Nairobi Master plan 2005). Currently the Naivasha road have witness tremendous
growth in haphazard commercial activities occasioned by informal traders. These activities on
the street space have generated different urban problems in the form of road congestion,
pollution of the environment, transportation problems, insanitary condition and epidemics. The
rise of the commercial activities have led to deterioration of the link and place function of the
urban street due to over use and lack of road expansion and maintenance.
The current problems on Naivasha road are the: unregulated business development along the
road: street vending activities on the road, lack of parking terminus and parking facilities for the
public and private motorist and absence of or poor policies and regulations on the operations of
traders and transport operators along the link roads. These problems have resulted in major
congestion and traffic jam on the road. The traffic movement on the road has been literally
reduced to crawl. Motorist have to contend with the high fuel costs, delays and energy loss
resulting from traffic congestion. Pedestrians have also been pushed off pavements into the
streets at risk their lives as they compete for walking space with vehicles.
The street vending activities occurs on busy points, of the road, road intersections, around
markets and major transport terminus or transport node. A variety of wares including vegetables,
fruits, cooked food, household effects, electronic gadgets, imported used clothing and footwear
are sold and bought in these areas. In other instances, as in the case of the Kawangware market
situated along Naivasha road, the hitherto registered traders leave the market area to display their
wares on the street pavements and on overhead walkways so as to be closer to the customers.
Due to lack of off-street parking space, bus terminus and poor formal addressing system and
policies, the motorists park on the road and consequently resulting to blockage of traffic flow.
There emergence of low-capacity vehicles and the motorbike transport which park at the major
road intersections have further worsen the traffic congestion situation.
Beyond the congestion in the street, the ubiquitous unauthorized structures that have sprung up
on the road landscape ruin the aesthetic appeal. Street vendors by their activities generate a lot of
solid waste and there is generally improper disposal of refuse partly because there are limited
receptacles for collection and generally, sanitation and drainage infrastructure and services
remain a serious challenge.
This study focuses on Naivasha Road with the intention to understand the dynamics of street
functions, commercial activities along the street, the resultant congestion and space conflicts.
Specific areas include the Gitanga road that links Kawangware market to the North, the Congo
area at the Deliverance Church, the Riruta junction and the upcoming Naivas supermarket area.

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1.3 Research Purpose, Questions and Objectives

1.3.1 Research Purpose

The main aim of the research is to assess the effects of contested street space by business
activities on traffic mobility.

1.3.2 Research Questions

This research raises a number of questions: -
1. What are the major activities located along Naivasha road and other connecting streets?
2. What are the composition of traffic modes using the road?
3. What factors have influenced the location of the street trading activities along the study area?
4. What are the effects of the street trading activities along the road on traffic mobility and on
road function as a link and place?
5. What are the appropriate planning approaches that can mitigate the negative impacts of street
space use contestation on the road functionalities?

1.3.3 Research Objectives

The specific objectives of the research are:-

1. To study and map the major business and trading activities along Naivasha road.
2. To study and map the major traffic composition and operations a long Naivasha road.
3. To examine the conflicts between the businesses and traffic operations and their effects to
traffic movements and businesses in general.
4. To propose planning approaches that would improvement the quality of urban street life to
enhance street trading and transport operations.

1.4 Research Hypothesis

The research hypothesizes that without proper planning and provision of infrastructures for the
road users and traders and policies to regulate the street trading, the congestion and
environmental issues on the Naivasha road will escalate and will finally immobilize traffic flow
and render the road dysfunctional.
1.5 Scope of Study
The scope describes the two aspects of geography and theory.
1.5.1 Geographical
The geographical scope of this study is restricted to areas under the jurisdiction of the Naivasha
road, its connecting streets and the surroundings of Kawangware market. Indicate the area in
km2. and general character of the study area
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1.5.2 Theoretical scope
The study gives emphasis to the types of commercial activities ( formal and informal along the
project road and their impacts to traffic congestion. The commercial activities will be limited to
street vending along the road, Kawangware market, Public and private transportation operations
and available road infrastructure. The study will also identify appropriate strategy to incorporate
street vending into city urban road system to reduce traffic congestion.
1.6 Study Assumption
1. Street vending will continue to expand due to inadequate planning and lack of formal sites
for the small-scale businesses.
2. Pedestrians, markets and bus termini are the major attracting factors to street vendors.

1.7 Justification and Significance of the study.

Naivasha road acts as the main link road between Waiyaki way and Ngong road and also
connecting road to Kikuyu town and its environs. The road attracts a lot of traffic movement and
business activities that if planning and activities control intervention is not implemented in good
time, the congestion level will generally render it dysfunctional.
The road serves as connection route to Kawagware and Kirindini markets which are major
agricultural produce markets in Nairobi. The road has also attracted business enterprises such as
hardware, Filling stations, Banks, Jua kali sector among others. Due to influx of businesses and
residential developments along the road, there has been an increase in traffic both motorized and
non-motorized using the route especially during the peak hours. Contestation for the space along
the route among the street vendors, organized businesses, public and private transportation and
pedestrians have resulted in major traffic congestion and delays. The study on the contested
street space and its effect on traffic flow seeks to identify the recommended spatial plan,
institutional, as well as identify policies which will promote order to business and road users for
efficient mobility. The study is therefore important in understanding how uncontrolled
development of commercial and other human activities on the road corridor would affect
movements which in turn would have negative impact to the people who use the road.
The study falls under the urban planning discipline since it calls for proper and sustainable
positioning of different land uses. In the urban planning discipline, compatible land uses are put
together in neighboring location, while incompatible land uses are separated from one another by
being designated in different locations. The problem at hand in the study area mainly include
lack or poor arrangement of land uses and also lack of control development, the actions and
interventions of urban planners should come in hand to solve the problem and improve mobility
and environmental conditions of the road corridor.

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The outcome of the study will be significant to various stakeholders in that:- by designing the
Naivasha road corridor so that various uses are segregated and infrastructural facilities are
provided for both traffic and businesses, the chaos and disorder experience on the road will
tremendously reduce. The study will also seek to evaluate the extent of the road traffic friction
brought about by the numerous businesses and also the capacity of markets along the road to
accommodate the vendors. On the other side the study will also seek to understand the
philosophy of the street vendor in regard to the location of their selling point and possible
reasons of preferring to sell on the road shoulder rather than in the market.
In summary, this study on urban street space contestation conflicts is significant in understanding
how such activities would impact on urban transport, urban environment and generally on the
road functionality. It will give recommendation on planning issues to be adopted and also show
how the same approach can be replicated in other towns, since many of our urban centers have
been affected with the menace of informal activities competing for the public spaces set aside for
other land uses.

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1.8 Definition of terms

Cycling areas. In a disorganized form, cycling simply shares access to pedestrian and road
space. However, many attempts have been made to create spaces specifically for bicycles in
urban areas, with reserved lanes and parking facilities. The Netherlands has been particularly
proactive over this issue with biking paths and parking areas active component of the urban
transport system; 27% of the total amount of commuting is accounted for by cycling.
Pedestrian areas. Refer to the amount of space devoted to walking. This space is often shared
with roads as sidewalks may use between 10% and 20% of a road’s right of way. In central areas,
pedestrian areas tend to use a greater share of the right of way, and in some instances, whole
areas are reserved for pedestrians. However, in a motorized context, most pedestrian areas are for
servicing people’s access to transport modes such as parked automobiles.
Road: Refers primarily for movement of people or goods from one place to another; it is a “path,
way or course to some end or journey” (Moughtin 2003: 129).
Roads and parking areas. Refer to the amount of space devoted to road transportation, which
has two states of activity; moving or parked. In a motorized city, on average 30% of the surface
is devoted to roads while another 20% is required for off-street parking. This implies for each car
about two off-street, and two on-street parking spaces are available.
Transit systems. Many transit systems, such as buses and tramways, share road space with
automobiles, which often impairs their respective efficiency. Attempts to mitigate congestion
have resulted in the creation of road lanes reserved for buses either on a permanent or temporary
(during rush hour) basis. Other transport systems such as subways and rail have their own
infrastructures and, consequently, their own rights of way.
Transport terminals. Refer to the amount of space devoted to terminal facilities such as ports,
airports, transit stations, railyards, and distribution centers. Globalization has increased the
mobility of people and freight, both in relative and absolute terms, and consequently the amount
of urban space required to support those activities. Many major terminals are located in the
peripheral areas of cities, which are the only locations where sufficient amounts of land are
available.
Streets are the roads that connect buildings and places.
Urban Mobility: Refers to the efficient movement of people and goods through efficient,
environmentally sound, safe and affordable transportation that contributes to improving social
equity, public health, resilience of cities and productivity.

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2 CHAPTER 2: LITERATURE REVIEW

2.1 Introduction
This chapter is designed to review literature that will help in understanding the implications of
street space use contestation to the traffic operations and road functions. It reviews: definitional
and conceptual issues, street as an emerging area for street trading activities, planning and street
vending implications, legitimacy of street vending, case studies from success practices will also
be examined, and lastly, outlines the conceptual framework.

2.2 Definition and the Concept of Street and Road

‘Street’ and ‘road’ are synonyms in casual usage, but they differ in crucial ways. A road is
primarily for movement of people or goods from one place to another; it is a “path, way or
course to some end or journey” (Moughtin 2003: 129). Under certain circumstances, typically in
built-up areas, a road becomes a street, defined equally by the path for people and vehicles and
by the building edges and blocks. The street is defined by an edge that contains multiple
destinations and shifts from being merely a connector. Movement is the determining factor in
street patterns, which, in turn, play a large role in shaping the urban environment (Carmona et al.
2003). The privileging of streets for (primarily) automotive movement established a hierarchy of
roads based on the speed of travel and level of connection.
According to Urban Street Design Guide, (2013), Streets are the lifeblood of our communities
and the foundation of our urban economies. They make up more than 80 percent of all public
space in cities and have the potential to foster business activity, serve as a front yard for
residents, and provide a safe place for people to get around, whether on foot, bicycle, car, or
transit. According to http://mentalfloss.com/ (2012), Streets connect people for interaction, while
roads connect towns and cities for travel. According to Kenya’s Planning and Building
Regulations (2009), a street refers to a road lined with buildings including avenues, crescents,
cul-de-sacs, alleys, closes, courts, places, lanes and drives. A street may also refer to any
highway, road or service lane, or any land reserved for a highway, road or service lane, and
includes any bridge, footway, square, court, alley or passage, whether a thoroughfare or not
(Local Government - Building By-laws 1968).
MacKenzie (2014), states that Streets are our most fundamental shared public spaces, but they
are also one of the most contested and overlooked. Today, and for most of the last century, we
have taken for granted the idea that our streets are primarily zones for cars, parking, and the
transporting of goods. This has not been the case, however, throughout most of history. Across
many cultures and times – since the beginning of civilization – the street has held vast social,
commercial, and political significance as a powerful symbol of the public realm.

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The engineered approach to roads and streets is in stark contrast to the function of streets as
public spaces in urban areas. In cities, streets make up a significant proportion of such space and
are an important symbol of the public realm (Mehta 2007).
“People depend on streets for functional, social, and leisure activities; for travel, shopping, play,
meeting, and interaction with other people; and even for relaxation” (Mehta 2007: 165). Streets
that cater to social and public functions can boost local economies, physical health and social
cohesion (Mehta 2007).

2.3 CONCEPT OF A GOOD STREET.

The measure of a street lies in its functionality. A great street is busy, that is, well used and used
well. And one needs great streets to make a great city, and this means creating streets where
people like to be (Appleyard 1981; Dover & Massengale 2013; Jacobs 1961; Southworth & Ben-
Joseph 2003). A key ingredient of good street design is that it is designed for people, whether
those people are driving, biking, taking the bus, walking, or pausing within their surrounds.
Inviting streets must typically be safe and comfortable for users, and interesting as well. In short,
the street itself must become a place worth going to.
A good street is often one that moves people between discrete points. But a street that contains
businesses as well must also make possible an enormously more complex movement of people, in
infinite and unpredictable orders and combinations. And more than simply facilitating movement
between destinations, a good street encourages the combination and recombination of these
destinations.
At the same time, a street meant for walking down (as almost every street is) can make possible,
and even encourage, a whole range of other activities that have little to do with getting from one
point to another. Streets can (and perhaps should) facilitate lingering, loitering, engagement,
conversation, and myriad other interactions as potential uses. A good street can therefore
encourage participation while balancing the competing needs of varied users; it should be easy to
locate and access, relate well to its bordering uses, allow for continuous activity and connect the
city at large; and it should provide a setting that brings together a vibrant mass of people (APA
2016; Jacobs 1993).
Good streets can foster a sense of community; conversely, very high traffic flow can contribute
to the dying out of social life in adjacent neighbourhoods as residents retreat from public spaces
(Appleyard 1981). Since the time towns and cities began, social and economic activities have
traditionally taken place in our streets (Kost & Nohn 2011). They are likely to be the first and the
last public space with which a city-dweller interacts on any given day; streets are also probably
the most frequented by, and in many places the only public spaces actually available to, city-
dwellers.
Good urban streets are occupied simultaneously by residents and businesses, providing
appropriate space for these activities as well as direct paths of travel for commuters. A street that
is lined with a variety of land uses and activities creates a varied streetscape, one that is likely to
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be at once interesting, physically comfortable and conducive to the safety of those who inhabit it.
Multimodal frontage and mixed land use thus help to connect the city and extend the usefulness
of a street over a shifting 24-hour day, making it a more viable and valuable piece of urban
infrastructure than a plain traffic route (Jacobs 1961). A large proportion of what makes a good
street goes far beyond the road’s surface and its associated infrastructure, and requires the
framing of the street as a positive space rather than as a negative space between buildings.

2.4 FUCTIONS OF A STREET

The multiple functions of streets in urban life can be summarized as: a channel of movement, a
communication space, a public space, a place of social and commercial encounter and exchange,
a place to do business, a political space and also a symbolic and ceremonial space in the city.
Streets are regarded as a public good, the space that is collectively used by residents but not
appropriated individually by anyone.
Its main functions are: to provide Circulation (Movement), for Vehicles and Pedestrians.
Providing for movement along a street is vital, but it should not be considered independently of
its other functions. The need to take vehicular movement into account is well understood by
transport planners but the passage of people on foot has often been neglected in the past, despite
the importance of this aspect of street design. Walking and cycling are important modes of
travel, offering a more sustainable alternative to the car, making a positive contribution to the
overall character of a place, public health and to tackling climate change through reductions in
carbon emissions. The movement function of a street can be assessed by examining the volume
and length of journeys normally made along it.
Streets also provide access to buildings, provide light and ventilation for buildings. Direct access
to buildings and public spaces is one of the things that distinguishes a street from a road. In most
cases, access will be for vehicles and for people on foot, but sometimes may be limited to the
latter. Providing frontages that are directly accessible from the street is highly desirable in most
circumstances, as this helps ensure that streets are lively and active places. Pedestrian access
should be designed for people of all ages and abilities (CABE, 2002).
Streets play the role of being a Route for; Drainage, Utilities and Street Lighting. Streets are the
main conduits for drainage and utility systems in built-up areas. Although they are unseen for the
most part, these systems can have a major impact on the design and maintenance requirements of
streets. Sustainable drainage systems can bring environmental benefits, such as flood control,
creating wildlife habitats and efficient wastewater recycling (CABE, 2002).
Streets are also supposed to provide Storage Space (Parking), especially for vehicles. Parking is a
key function of streets, although it will not be appropriate in all circumstances. A well-designed
arrangement of on-street parking provides convenient access to frontages while adding to the
vitality of a street. Conversely, poorly designed parking can create safety problems and reduce
the visual quality of a street (CABE, 2002).

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According to Project for Public Spaces (2007), streets play the function of being a Public Space
for Human Interaction, Sociability, everything from parades and protests to chance encounters.
The place function is essentially what distinguishes a street from a road. Creating a sense of
place is fundamental to the achievement of richer and more fulfilling urban spaces, and comes
largely from achieving a strong relationship between street itself and the buildings and public
spaces that frame it. A sense of place include a number of aspects of street design, like; Local
distinctiveness; Visual quality; and Human interaction (CABE, 2002).
Virtually all streets in urban areas perform all of these functions, and often the balance between
them will vary along the length of the street. Ideally, all these facets of the street can successfully
coexist, but all too often it is one function (especially the movement of vehicles) which has been
allowed to dominate (Manual for Streets - UK, 2007). Getting the balance right at the right place
is critical because streets are the most important part of the public realm, and are fundamental to
how we live together in towns and cities. They influence our lives at the functional level (how
we get around) but also in how we relate to each other and to public authorities. They are the
testing ground for how we, as individuals, share the citizenship of the places (CABE, 2002).
According to Manual for Streets - UK, (2007), other valued functions and attributes of streets
and road reserves include: Provision of adequate natural light and air to the streetscape and
buildings; Allow sunlight penetration to ground level; facilitate the safe and efficient movement
of people and traffic and ensure the safe and functional use of the road; Provide access for
pedestrians or vehicles to adjoining properties; Allow traditional urban and historically
significant views to be maintained; Allow the growth and preservation of street trees; Ensure
access for emergency vehicles and services; Provide for a variety of pedestrian experiences,
activities and recreational opportunities; Permit emergency repairs or maintenance works on
buildings; Permit hoisting of plant, machinery or materials to a building façade, floor, or roof;
Permit future public improvements and utilities to be installed; Provide a safe environment for
the public; Permit installation of signage, street furniture and lighting; Provide for the servicing
of properties with gas, electricity, water, storm water and waste water drainage and
telecommunications; Create spatial separation between buildings and break up bulk; Permit the
erection of temporary structures and site amenities for building construction works; and Provide
opportunities for the provision of public art, public services and other aesthetic improvements to
the City.

2.4.1 Street Design Elements and Zone.

CABE (2012), argue that a street is considered to be the entire right-of-way or from building face
to building face in areas where buildings are situated on the front property line. Streets are
further divided into zones as follows:
 Roadway Zone: Includes travel lanes for traffic, including cars, transit, trucks, and bicycles.

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 Curb side Zone: May include parking lanes, bump outs, loading zones, and other uses
adjacent to the curb.
 The Pedestrian Area: extends from the curb to the face of the building and/or the edge of
the right-of-way and encompasses the following three specific zones:
 Amenity Zone: Between the curb and main sidewalk area, containing street furnishings,
amenities, landscaping, and expanded pedestrian areas.
 Walking Zone: Primary through travel zone for pedestrian foot traffic and where paved
sidewalks are located.
 Frontage Zone: Area between the sidewalk and building face. Often a 2 foot clear zone
immediately adjacent to buildings.
 Intersection Zone: Area where streets intersection and location for crosswalks, traffic signals,
and other controls.

2.4.2 Scheme Street Designs.

According to New Zealand pedestrian planning and design Guide (2008), most roads must
accommodate a range of users. The guide state that accommodating the range of users requires
an awareness of the impacts and purpose of the wider transport network, along with a strong
understanding of the interaction of the different transport modes, and the benefits and costs of
different planning decisions or treatments for each road user group. Manual for streets UK
(2007), recommends that during a subdivision scheme, the designers should follow the user
hierarchy shown in table:1. The manual states that applying the hierarchy will lead to a design
that increases the attractiveness of walking, cycling and use of public transport.

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Table 1: Hierarchy of user consideration during scheme design

Pedestrians
Cyclists
Public transport users
Specialist service vehicles (e.g. emergency services, waste, etc.)

Consider first

Other motor traffic

Consider last
Source: Road design manual ( USA)
This manual seeks to ensure that the street serves all of its users in a balanced way. There may be
situations where some upper-tier modes are not provided for – for example, buses might not need
to be accommodated in a short, narrow section of street where access for cars is required.

2.5 STREET AS ‘LINK’ AND ‘PLACE’

Urban streets provide the setting for a wide range of urban street activities, which can be
grouped under two broad types of street functions: ‘Link’ and ‘Place’.

As a Link, a street provides a conduit for through movement, and forms an integral part of the
wider urban street network and other, more specialized, urban transport networks (e.g. on-street
light rail network). A Link user may travel by a variety of modes, from private car or truck to
bus, bicycle or on foot. Their essential need is to follow a continuous, linear path through the
street network, with minimum disruption and a seamless connection from the beginning to the
end of their journey. In general they are seeking to minimise travel time along each section of
street.

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As a Place, a street is a destination in its own right: a location where activities occur on or
adjacent to the street. A Place user is someone wishing to make use of some of the features that
are on that particular street, and will usually do so on foot. While such people are classified as
‘pedestrians’, they are not passing through the area – they are spending time in the area, and
may be carrying out a wide variety of activities (e.g. shopping, talking, waiting, resting,
working). They are particularly affected by the noise and air pollution produced by vehicular
traffic, and the general severance effect of heavy traffic volumes in inhibiting their movement
between places on opposite sides of the street.
However, not all of the traffic and transport-related activity observed on urban streets is part of
that street’s Link function. There are also some types of Place-related activities that are directly
connected with traffic and transport, and occur within and adjacent to the carriageway. For
example: loading/ unloading; parking by employees, customers, residents, etc.; and buses and
trams stopping to drop off/pick up passengers.

2.6 Developing a ‘Street Plan’

When deciding on the Link and Place status of a particular street, it is important (i) that this
specifies the intended functions of that street, rather than how it performs at present and (ii) that
this is done in the context of what is happening in the whole urban area. So it is recommended
that a city authority prepares a Street Plan, which defines the strategic functions and Link and
Place status of each segment in the urban street network, also taking into account differences in
predominant land use patterns and any transport mode priorities (e.g. strategic bicycle routes). In
some situations, status levels may vary by time of day, day of week, or by season.
As shown in Figure 1 a Street Plan is broader in conception than a traditional road network or
land use plan, as it takes into consideration everything that occurs in the vicinity of the street.

Figure 1: Load classification according to link and place

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2.7 STREET PERFORMANCE AND PRIORITISATION

2.7.1 Street performance indicators

One of the key underpinnings for developing a more comprehensive and people-centred
approach to street planning and design is the way in which street performance is assessed: is the
current design meeting the requirements of the various street user groups, given the Link and
Place functions of that street segment as defined in the Street Plan. To achieve this requires the
development of a suitable range of street performance indicators, which reflect the full range of
street activities and conditions. Table: 2 illustrates the kinds of topics for which precise
indicators might be developed. Note that some of these affect both Link and Place street user
groups, and so have been placed in a joint column.

For each topic it is necessary to develop a precise indicator, or indicators (either objective or
subjective) and to map each one onto a common rating scale – again, to ensure that each is given
equal consideration, regardless of the natural units of measurement. Next, an ‘acceptability
threshold’ has to be determined for each indicator, to help in deciding whether current
performance is satisfactory or not; this may either simply be a binary point
(acceptable/unacceptable) or have more gradations, such as in a ‘traffic signal’ representation,
showing red, amber and green states. In some cases, threshold value(s) may vary according to
street status level (e.g. slower speeds accepted on lower Link status streets), or land use type
(e.g. higher street noise levels acceptable in an industrial area).

2.7.2 Prioritizing streets .

Given the dominance of traffic considerations in urban street planning and design over the past
fifty years, it is likely that an urban authority will identify a large number of street segments that
require improvement. But how are priorities decided? Here it is recommended that three factors
are taken into account:
- The degree of problem identified for each indicator (i.e. how far away is its performance
from an acceptable level?);
- The relative Link and Place status of that street segment – which function has the higher
priority?

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 - Any weighting to be given to one indicator over another (e.g. high political priority given
to addressing shortfalls in conditions for pedestrians with disabilities).

Table 2: Street performance indicators

Link Indicator Place Indicator Link/Place
Topics Topics Indicator Topics

Average traffic speeds Retail vitality Traffic accidents

Variability in traffic Loading provision Personal security

speeds

Delays to nonvehicle users Quality of public realm Air/noise pollution

Source: Street design manual

2.8 SPACE ALLOCATION AND STREET DESIGN

2.9 Design principles

The various street user groups competing for design attention on the busier urban streets require
a combination of space and specialist ‘street design elements’ in order to successfully carry out
their activities. Examples of the kinds of activities and corresponding infrastructure
requirements for street Place users are shown in table 3
By identifying the needs of the different categories of Link and Place street users, it is possible
to assess the total space requirements for all relevant Link and Place activities – particularly in
cross section – on a street segment. In most cases there will be a ‘minimum’ and ‘desirable’
level of Link and Place street space provision. This flexibility reflects both the ability to reduce
space requirements for individual street design elements (e.g. more or fewer bicycle parking
spaces, or larger or smaller benches), and the possibility of using the same space - either
simultaneously (e.g. same traffic lane for cars, buses and cyclists), or at different points in time
(e.g. kerbside loading off-peak and bus lane during peak periods) - to accommodate more than
one requirement.

This is shown schematically in figure 2, which depicts, in cross section, both the Minimum
(min) and Desirable (des) levels of total provision for Link and Place street functions. As can be
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seen in this hypothetical example, there is insufficient width to accommodate Desirable levels of
provision, or either combination of Minimum and Desirable, but there is more than sufficient
space to accommodate the Minimum levels of Link and Place

2.10 Infrastructure requirements for various kinds of Place-related activities

Table 3: infrastructure requirements for street Place users

Place street user group Street activities Infrastructure
requirements

Car users Parking vehicle Parking space

Motorcyclists Adequate lighting
Cyclists

Van/lorry user Loading/unloading Loading provision

Adequate lighting

Bus operators Boarding/alighting Protected kerbside at bus

stops Easy access for
mobility restricted
passengers
Adequate lighting

Bus passengers Waiting Shelter and seating

Lighting and security Service
information

Pedestrian Window shopping Adequate lighting Space to

(‘strollers’) Queuing for services carry out their activities
Chatting to friends
Weather protection
Waiting for friends
Seating
Resting
Public toilets Litter bins
Comfort break
Source: Guide to Street Planning and Design. Landor Press, London. (2007).),

Where such a cross sectional space/capacity check is carried out, this can lead to one of four
potential outcomes:

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 (i) There is sufficient – or more than enough - space/capacity to accommodate all the
aggregate requirements of the set of Link and Place street design elements, at their Desirable
levels of provision;
(ii) There is just sufficient space/capacity to meet aggregate Link and Place design
requirements, at their Minimum levels of provision;
(iii) The available space/capacity will enable a design outcome that lies between meeting the
Minimum and Desirable levels of provision (as in Figure 6); or
(iv) There is insufficient space/capacity to meet the aggregate Link and Place street design
element requirements, even at their Minimum levels of provision.

2.10.1 Developing design options

There are three dimensions involved in shaping the development of design options for a
street segment:
 The width of the street between buildings, especially at the narrowest points;
 The length of the street segment, providing opportunities to locate street design elements
at different points along the street (particularly for Place-related elements); and
 The timing of provision, by time of day, day of week or the season of the year.

Figure 2: Minimum (min) and Desirable (des) levels of total provision for Link and Place street functions

Pdes Pdes
Pmin Pmin

Lmin

Ldes

Source: Guide to Street Planning and Design. Landor Press, London. (2007).),

2.10.2 Assessing scope for accommodating Link/Place user needs in cross section.

The main design constraints usually result from the limited available width of the street, and
so the focus here is on the street cross-section. To investigate this we introduce the concept of
the trade-off triangle, shown in figure 3. If all the space was allocated to Link users (e.g. on
an urban motorway), then the total width available would be B; conversely, if all the space
was reserved for Place users, then the available width would be the same, but allocated to A

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instead. Most streets require space for both Link and Place-related infrastructure, and so all
the options of space allocation must lie on the line connecting A and B, or within the triangle.

Figure 3: Link/Place user needs in cross section

Source: Guide to Street Planning and Design. Landor Press, London. (2007).),

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2.11 THE URBAN STREET ECONOMY
Urban space in developing cities is a key element of the physical capital in the livelihood
strategies of a good number of urban residents, mainly the poor (Brown 2006). This is because
most households in developing cities obtain part or all of their income from informal economic
activities such as petty trading and manufacture, which rely on access to urban space making it a
critical physical livelihood asset (Brown 2002; Brown and Lloyd-Jones 2002).
Vibrant informal vending activities transpire in streets pavements, walkways, and other venues
in public space (see Jima 2005; Suharto 2004; Cohen et al 2000; Yankson 2000a, 2000b). Other
areas along major thoroughfares and streets; areas around market places, bus stops, work sites
and preferred downtown locations attract large concentrations of street vendors and other
informal operators (Cohen et al 2005). In many of these locations in the public spatial domain,
high pedestrian traffic provides ready market for informal goods and services (Suharto 2004).
Being the most visible of all informal activities, informal street vending and affiliate activities
tend to influence the nature of the urban environment and landscape and hence, attract the most
attention from local government and urban policy makers (Suharto 2004; Pena 2000). As Jimu
(2005: 18) observes:
Although, street vending is a phenomenon least acknowledged in daily discourses it is possibly
the most visible and significant aspect and manifestation of how far informality has clipped the
structure of urban economies in developing countries.
Generally, the spatial manifestation of intense informal activities tends to gravitate towards the
street and other public spaces in cities and towns. City streets are lined with barbers, cobblers,
garbage collectors; sellers of vegetables, fruit, meat, snack-foods, or a myriad of non-perishable
items….In many countries, head-loaders, cart pullers, bicycle peddlers, rickshaw pullers…jostle
to make a way…through the maze of cars, trucks, vans and buses on city streets.
Street vending has yet to attract sufficient research attention; hence, there is a paucity of
information on that segment of the urban economy just as other activities in the informal
economy. The conceptualization of informal trading and related activities within unauthorised
urban public spaces and a definition of the workers involved remain unresolved in the literature.
However, street traders and street vendors were one of four categories of informal workers
identified by the 1993 International Conference of Labor Statisticians in their efforts to address
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the “place of work” of informal workers (Becker 2004: 13). The categorization gives no further
details or clarification of who comprise the two groups of informal workers

There are interchangeable usages of the expressions, ‘market vendor,’ ‘street vendor,’ ‘street
trader,’ ‘vendor’ and ‘hawker’ in the informal economy discourse and these terms are loosely
defined both across and within cultures. In some countries, the term, “street vendor”
encompasses vendors in organized marketplaces, pavement sellers, mobile street hawkers, and
home-based vendors. In others, marketplace vendors are a separate category and depending on
the context, street vendors may be legal or illegal (Cohen et al 2002). Cross (1999) recognizes
street vending as a key feature of the urban informal economy and defines it as
The production and exchange of legal goods and services that involves the lack of appropriate
business permits, violation of zoning codes, failure to report tax liability, non-compliance with
labor regulations governing contracts and work conditions, and/or the lack of legal guarantees
in relations with suppliers and clients (Cross 1999: 580 in Cross 2000).

2.11.1 The Urban Street Economy: Activities and Role

The range of activities in the urban street economy is vast and some authors have attempted to
categorize them. Suharto (2004) attempts an all-encompassing, three-category classification. He
outlines the main spheres of the selling of food, trading in goods and offering of services. By his
taxonomy, food vendors sell food staples, prepare and or sell meals and drinks and a range of
edibles; they also sell cigarettes, candies etc. Goods vendors sell personal effects (e.g. shirts,
spectacles etc.), basic commodities (e.g toilet soaps, etc), and household effects. Service vendors
range from creative services such as shoe-shining, hair-cutting, tailoring, to repair services such
as repair of shoes, watches and clocks, keys, bicycles, electrical devices, umbrellas and home
appliances (Suharto 2004).
With limited job opportunities urban street economic activities provides both a buffer against
instability and insecurity of work and income opportunities for the urban poor through creative
survival strategies (Rogerson and Hart 1989). Street economic activities contribute to the share
of total employment in trade in many developing cities (Jimu 2005; Cross 2000; Cohen et al
2000).

Some authors hold the view that the avenues of employment generated in the street economy
provides a preferably “viable alternative” to formal employment and “parasitic or anti-social
occupations like theft, prostitution and destitution” (Jimu 2005: 37). Urban street commerce
stimulates small and micro production of goods and services and encourages the development of
entrepreneurship by providing a market for small informal manufacturing firms (Rogerson and
Hart in Jimu 2005). Through the payment of various fees and rates for the use of space and
provided services, the activities contribute to the generation of local revenues and hence,

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generate resources for the provision of urban environmental services and development (Cross
1998c). Further, informal street activities enhance the chain of distribution of goods and services
in the urban economy particularly, because of their reach to a dispersed clientele, which enables
them to bring relatively affordable goods and services to the doorsteps of urban consumers.

2.11.2 The Spatial Problem: Constraints of Space and Externalities

Street economic activities present three major challenges to local authorities, which altogether
compose a spatial problem. The first part of the problem is the fundamental challenge facing
local authorities in accommodating street traders on the urban landscape (Suharto 2004;
Yankson 2000); Donovan 2002; Cross 1998a, 1995; Perera and Amin 1996). City authorities
face critical choices of reclaiming urban public space through the provision of trading space
alternatives e.g. markets or by devising forms of ‘excludability’ to manage public space and
avert congestion problems. While apparently simple and straightforward in principle, very much
the contrary prevails in practice. The second part of the spatial problem comprises the
environmental spillovers that arise either by virtue of the sheer location of street economic units
or as a result of their activities in urban space. Mainly, these relate to urban public space being a
congestible public good or common resource. Hence, the occurrence of informal economic
activities across cities and towns tends to engender crucial spatial problems for cities and towns
in areas where the intensity of informal activity approaches congestible levels with pertinent
higher-degree externalities.

2.11.3 The Spatial Problem: Location Externalities

The literature provides ample evidence that the spatial location of informal activity presents
challenges for urban environmental management, planning and administration. By their location
decisions, street traders transform streets, pavements and other public and private spaces into
arenas for commercial transactions, which effectively create congestion problems (Suharto
2004). The relevant literature almost unanimously record impediments to free flow of traffic,
both pedestrian and motorized, worsening problems of already congested transportation
networks in cities (Jimu 2005; Onesmus 2005; Briassoulis 1999Perera & Amin 1996).
Further, the location of street economic units upsets existing planning frameworks and defeats
the planned role of streets and relevant public spaces within which they occur. Hence, in many
developing cities, the spatial problem has elicited much attention from business elites, local
government, urban planners and civil society (Jimu 2005). Even De Soto (1989), who justifies
the existence and presence of street vendors and other informal actors, concedes the
indiscriminate occupation of public space in defiance of formal planning and land use
arrangements and with little regard for their intrinsic beauty and suitability. Other authors
observe problems of zoning and land use conflicts and the generation of haphazard urban
development created through the concentration of unauthorised street enterprises that mix with
other standard land uses (see Jima 2004; Yankson 2000a and Perera and Amin 1996).

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A few authors e.g. Jima (2005) and Danesh (1999) hold radically different perspectives about
traders’ use of streets and other public spaces for economic activities. Jima (2005: X), for
instance, draws attention to the public’s willingness to transact business with street traders. This,
the author notes, partly reflects the ongoing meaningful social interaction between the traders
and their clients that border on “conveniences and inconveniences” underscoring the imperative
that urban public space is not “a neutral and passive geometry.” Similarly, Danesh (1999: 145)
argues that street vending represents the reproduction of urban space by juxtaposing and
superimposing “two spatially distinct entities” (private versus public) to allow the emergence of
a “neutral zone in the urban environment” that enables the redefinition of public space for
commercial use by informal workers.
Far from conceiving street economic activities as urban chaos or a series of disorganized
activities generating congestion externalities, Danesh (1999) argues that the conversion of public
space into informal street business is an innovation that enables the accommodation of the needs
of city dwellers. This, in the authors view, explains why the urban street economy continues
functioning, under specific conditions, without state officials terminating it despite the obvious
violation of municipal codes. However, Danesh (1999) concedes that with the emergence of
“neutral zones” springing up with great rapidity across the urban landscape, without
commensurate “check and balance,” urban congestion could rise dramatically.

2.11.4 The Spatial Problem: Environmental Externalities

The literature is bereft with substantial evidence that links the environmental problems of cities
to the presence and activities of street traders even though there is unanimous consensus that
developing cities suffer a cascading plethora of environmental problems. For example, authors
such as Rakodi (2005), Satterthwaite (2003), Devas and Korboe (2000) and Silitshena (1996) etc.
have done extensive work on urban environmental problems in developing cities none of which
hint of any correlation or causation between street trading and the urban environment. However,
the authors unite in their agreement that developing cities especially, in sub-Saharan Africa,
Latin America and Asia have fundamental challenges in the provision of environmental services,
weak and collapsing urban planning regimes and failures in land use regulatory systems.

This notwithstanding, there is marginal documentation of some adverse physical and

environmental conditions associated with street economic enterprises, among them littering,
solid waste management and public and environmental health and safety risks. These problems
tend to associate with unintended consequences of urban street economic activities and their
location (Jimu 2005; Yankson 2000a; Briassoulis 1999; Perera and Amin 1996). Most notably,
the authors agree that unregulated street trading activities tend to create environmental problems
such as the generation of excess filth and littering that stretches the already limited capacities of
city authorities to keep their cities clean. Further, the street food vending industry is widely cited

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for poor environmental hygiene and sanitation practices and methods that expose the public to
severe public health risks, particularly the spread of foodborne diseases (Boadi et al 2005; Jimu
2005; Onesmus 2005; Mensah et al 2002; Songsore 2000).

2.12 INFLUENCES OVER CONTESTATION OF URBAN STREET.

Culture: Urban space is a cultural terrain, a product of collective intellectual development,

which is shaped by power, wealth and technology and filtered by cultural allegiance ( Miles et all
2000). In twentieth century public space is regarded as community resource which ameliorates
poor environmental quality.
Politics; Public space is regarded as a civic space where people converge together without
government control and talk freely and mobilise political actions ( Douglass 2002)
Economics: Urban street space has an indirect role in supporting the economic and social
inspiration of the poor. The poor finds a cheaper space for their livelihood. Most of the
unemployed youths find street as an ideal location to start business.
Lack of urban planning policies: lack of urban development control measures.

2.13 TRANSPORTATION OPERATIONS IN URBAN STREET

2.14 On- Street parking

2.15 Effects of On-Street Parking in Urban Context

On-street parking allows parked vehicles to share the same road width with other vehicles
moving on the road. Frequent parking and unparking manoeuvres create complex situations
resulting in congestion and become the reason of frustration for the through motorists on a busy
urban road [Yousif S, Purnawan (2004)]. Also, a higher proportion of cruising traffic hunting for
parking spaces eventually demotes the mobility of the road [Sykes P, De Falco J, Bradley R et al
(2010)]. Strips of on-street parking bordering the traffic stream effectively narrow down the road
width as well and vehicles are forced to move into this reduced width as a subsequence. This not
only causes the reduction in stream speed or capacity of the road [Marsden G (2006)], safety of
the road users also gets compromised. Parked vehicles often obstruct the side view of the road
ahead and make it challenging for the driver to perceive an oncoming pedestrian entry crossing
the road.

2.15.1 Positive Effects of On-Street Parking

Some positive consequences of on-street parking are discussed herein that promote its
significance and thus, strongly favour it in urban environs.
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Effect on Economic Development of Commercial Area
Availability of on-street parking is a major component of spot accessibility. It opens up the
chances for street vendors to interact with commuters and also makes road side retail shops more
reachable. It is unfeasible to have parking lots for every small business along the street.
Therefore, onstreet parking is their ‘life blood’ [Box PC (2000)]. Conversely, restriction of
parking can harm the local merchants as it reduces their number of customers and so their
profits. Supply of parking spaces near the commercial area is also a vital aspect in this regard.
On-street parking is also more convenient to the street shoppers rather park their vehicles off-
street far from their destinations. Because on an average, people are reluctant to walk more than
a radius of 200 m from their parking locations [Baker RG V, Wood S (2010)].

Effect on Road Users Safety

Since long, transportation engineers have carried a conviction that on-street parking should be
restricted along urban streets in order to sustain mobility and safety on the roads [Box PC
(2004)]. However within last few decades, some urban transportation planners rather have
pointed out its need and contribution to road users’ safety and claimed it as an integral part of a
modern aged urban street. Despite a number of available study records which clearly evidenced
‘on-street parking triggers accident’, a few researchers [Dumbaugh E, Gattis JL (2005)] rather
believe that on-street parking has the potential to provide a safer environment for road users
depending upon regional population culture and attitude towards safety. On-street parking
provides safety to road users through two leading means: (a) as a traffic calming tool—lowering
the speed and enhancing the safety, and (b) as a buffer—separating pedestrian activities from the
vehicular flow.
Slow streets and minimal noise, both are among the desired criteria that inhabitants usually look
for to live in a residential province [De Cerreño A (2004)]. Vehicle dominating high speed
streets create more noise, accelerate accident frequency and severity as well and thus, cannot
satisfy locals’ interest. There are some traffic calming tools which are employed or can be
employed to control this pace so that pedestrians can feel comfortable while walking along the
road. A number of studies [Burden D (1999)] evidenced that for urban roads, on-street parking is
one of those effective tools which can slow down vehicular movement ensuing safety to the road
users. Here the question arises that would these streets loose workability to sustain walkability?
In addition to traffic calming, on-street parking acts as a buffer between moving vehicles and
pedestrians walking along the road; makes them feel more secured and relaxed and overall,
creates a safe environment for road users.

2.15.2 Negative Effects of On-Street Parking.

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“Theories about the benefits of on-street parking are as plentiful as the theories against”
[Marshall W, Garrick N, Hansen G (2008)]. On-street parking can be off-putting too in several
ways.
Effect on Road Capacity
On-street parking reduces the road capacity mainly in two ways. Firstly, it narrows down the
carriageway width by means of bordering the traffic stream. Vehicles are forced to move into
this reduced width and it leads to a reduction in overall stream speed. Secondly, frequent parking
and unparking manoeuvres create complex situations resulting in congestion on busy urban
roads. These two consequences of on-street parking eventually contribute towards the capacity
loss of urban roads. Edquist et al. measured average speed on straight mid-block segment in four
distinct environments: (a) arterial with no parking, (b) street with no parking, (c) street with
empty parking bays marked on the kerbside lane and (d) street with full parking condition.

On-street parking also has a high association with the traffic congestion. Nearly 14% of all
congestion cases take place on urban roads where parked or parking manoeuvring vehicles are
the prime reasons behind it [Fadairo G (2013)]. Guo et al. adopted a simulation based approach
to measure FFS on one way urban street and showed how on-street parking can antedate traffic
state transition from free flow to congested flow even at low density. A Monte Carlo simulation
was performed and the density of the traffic stream was kept low in order to create free flow
condition for through vehicles. It was observed that when the proportion of parking manoeuvres
was increased, traffic volume decreases noticeably. In fact, 35% of the proportion of parking
manoeuvres can eventually reduce the capacity up to 35%. According to Bulactial et al., parked
cars could have the potential to create congestion on urban roads singlehandedly if parking is
irregular or in haphazard manner. Even a very small number of vehicles, if they are parked in
disruptive way for a long duration, can cause a heavy congestion. Moreover, a good proportion
of drivers have an extreme preference for on-street parking even in case when all the spaces are
almost occupied

Effects on Road Users’ Safety

In addition to the operational degradation, on-street parking causes hazards and increases risk of
road users which is consistently reported in many studies [Marshall WE, Garrick NW (2011)].
Particularly, the collision with other vehicles while darting out between two parked cars and the
collision while backing into the stream from parking space are the most risky and commonly
observed accident prototypes. In fact, most of the transportation planners still consider removal
of on street parking as the most easy and economical method to enhance the capacity and the
safety of an urban street. Nearly a half century ago, Farnsley enlisted five kinds of crash that can
occur due to the presence of on-street parking.
1.Parked vehicles cause lane changing: side swipe, rear end collisions;

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2.stopping or slowing down of vehicles entering curb spaces: side swipe, rear end collisions;
3.vehicles exiting parking spaces: side swipe, rear end collisions;
4.street side door opening of parked vehicles: collisions having contact with door or exiting
occupant; and
5.lack of visibility to drivers due to parking: collisions with pedestrians crossing the roads
between parked vehicles.

2.16 Case Studies.

2.16.1 Complete street of Boston

Boston adapted a Complete Streets program in order to adjust for the growing number of
pedestrians and cyclists and the decreasing number of motorists on the roads. Their Complete
Streets program aims to connect three sustainable initiatives together: Multimodal, Green, and
Smart.
2.16.2 Mumbai: Leadership of the Courts:
A court that works in consultation with stakeholder interests to identify and designate streets in
various wards as ‘permissible’ vending areas.
2.16.3 The pedestrian Malls in Ghana
Ghana build malls with long pedestrian walkway, linking retail facilities along street level and
created an attractive environment with plants and trees.
2.16.4 Kisumu Streets Improvements Project
Involves construction and expansion of NMTs, creation of open space, construction of new
markets for relocation of street vendors, construction of new bus terminus at Nyamasaria.
2.16.5 Ngong road improvement project.
Recent expansion of Ngong road included introduction of pedestrian walkways and cycling lane.
However the NMT lanes have been encroached by the street vendor who display there wares
right on the pedestrian walkways.

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2.17 Theoretical Framework

2.17.1 Figure-ground theory

This theory defines the physical spaces of a city as a solid-void pattern. It refers to building
masses as the solids, which forms the exterior space with both its shape and its exterior façade.
Aalto, A. & Schildt, G. (1998), argue that it is important to relate buildings with their
surrounding in order to form positive voids, where people tend to use that space more densely.
Susanna T. (1990), describes the relation of voids and solids as the sequences between open
spaces to more closed spaces which also can be varied in different shapes. Therefore, while
designing our towns designers should be aware of realities of modern urban trends which require
a balance between space for buildings and spaces set aside for residents to use. In this case, more
spaces should be provided where informal economic activities can be carried out without being
an impediment to other space users.
2.17.2 Linkage Theory
Trancik (1986), argues that Linkage theory was intended to identify the relations between the
spaces in more path wise way. The aim is to be understood as a try-out to make effective areas of
the city linked /related according to provisioned paths. It was highly popular in 1960s and
involved the organization of lines that connect the parts of the city, and the design of spatial
datum from these lines relate buildings to spaces. Linkage is simply the glue of the city.
Fumihiko Maki (2015), argues that linkage is the most important characteristic of urban exterior
space. The important point is to make comprehensible links between discrete things. This results
with the order and control within the city. When these linkages (streets) are not well spread out
in urban centres, then different users tend to compete for the available few for their connectivity
and linkage to various destinations.
2.17.3 Place Theory
Trancik (1986), argues that place theory adds a ‘human touch’ to the other urban design theories
by paying attention to the historical, cultural and social setting of a particular urban design.
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While the meaning of “space” is bounded or purposeful void with the potential of physically
linking things, it becomes “place” when it is given a contextual meaning derived from cultural or
regional content. Donald Appleyard (1981), in his work “livable streets project”, where he
explored the physical and social complexities of street, developed an ecology of street life. He
says people modifies their environment as a defense against traffic. He takes streets as spatial
entity. Thus, the different perception people have concerning the street leads to different ways in
which they use that space which in many cases may lead to conflict between users.
2.17.4 Traffic flow Theory
Traffic flow theory may be viewed as the foundation of Traffic Science. They are intended to
provide understanding of phenomena related to the movement of individual vehicles along a
highway as they interact with neighbouring vehicles. It is the consequences of such interactions
that determine the fundamental characteristics of streets, such as their capacity and their ability
to sustain various levels of traffic flow.
To better represent traffic flow, relationships have been established between the three main
characteristics: (1) flow, (2) density, and (3) velocity. These relationships help in planning,
design, and operations of roadway facilities. Traffic flow theory is mainly presented from the
macroscopic perspective where aggregate traffic variables, such as traffic flow, traffic density,
and average traffic speed, are considered. The macroscopic characteristics are also related to
the microscopic behavior of traffic.

2.17.5 Livelihood Theory

The livelihood thinking dates back to the work of Robert Chambers in the mid-1980s, and
concerns about the inadequacies of traditional of measures of poverty based on income or
consumption ( Moses, 1998: Rakodi, 1999). The realities of the poor people are local, complex,
diverse and dynamic. Livelihood concept is a recognition of the multiple activities and strategies
adopted by households to ensure their survival and improve their well being.
A livelihood comprises the capabilities, assets (stores, resources, claims and access) and
activities required for a means of living; a livelihood is sustainable which can cope with and
recover from stress and shocks, maintain or enhance its capabilities and assets, and provide
sustainable livelihood opportunities for the next generation; and which contributes net benefits to
other livelihoods at the local and global levels and in the short and long-term.” Chambers and
Conway (1992, )

The livelihoods approach puts people at the centre of development. People rather than the
resources they use or the governments that serve them are the priority concern. The assets that
are generally recognised within sustainable livelihoods theory, as summarized by McLeod
(2001a),12 are:

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  Natural (Environmental) Capital: Natural resources (land, water, wildlife, biodiversity,
environmental resources).
 Physical Capital: Basic infrastructure (water, sanitation, energy, transport,
communications), housing and the means and equipment of production.
 Human Capital: Health, knowledge, skills, information, ability to labour.
 Social Capital: Social resources (relationships of trust, membership of groups, networks,
access to wider institutions).
 Financial Capital: financial resources available (regular remittances or pensions, savings,
supplies of credit).

2.17.6 Sustainable Livelihoods Framework

Livelihoods analysis is an important component within regulatory reform. Many of the

researchers affirm that the SLF provides a useful conceptual base for understanding urban
poverty and the situation of people living in poverty in urban settlements, and is an effective tool
for analyzing the impact of regulations on their livelihoods. It can be used to analyze the coping
and adaptive strategies pursued by individuals and communities as a response to external shocks
and stresses such as drought, civil strife and failed policies and anti-poor regulatory frameworks.

Figure 4: Sustainable Livelihoods Framework

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Source: Contested space and urban livelihood

2.17.7 Smart growth theory

The Smart growth theory was a result and alternative to the fundamental question posed, namely
growth or no growth. The theory shifted the emphasis from the question and acknowledged that
development and conservation are both important. Consequently, the definition of Smart growth,
Future growth in a city means innovation and an opportunity for progression. Communities are
demanding optimised investment meaning maximum results for the money spent.

Implementing Smart growth strategies and principles will be beneficial to resident in the
following ways:
 Create new attractive, convenient, safe and healthy neighbourhoods.
 Maintain attractive, convenient, safe and healthy neighbourhoods.
 Foster design that encourages social, civic, and physical activity.

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  Protect the environment.
 Stimulate growth.
 Most importantly it will create more choices for all residents and visitors; from where to
live, how to get around and how to interact with people around them (Bailey et al,
2006:5).

2.18 Legal Framework Guiding Street Functionality

2.18.1 Kenya Constitution, 2010

The constitution under Article 43 - Economic and social rights; outlines various rights that
the citizens are entitled to, despite their social status as well as their physical challenges.

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Section (b) outlines the right to accessible and adequate housing, and to reasonable Standards
of sanitation; while 43(c) refers to the right to be free from hunger, and to have adequate
food of acceptable quality. These two sections basically mean that the government should
directly provide the fore mentioned rights, or it should provide an enabling environment
under which the citizens can work comfortably to earn an honest living that will enable them
to achieve those rights. Thus, provision of a proper functioning street makes the movement
of goods and services easier and cheaper to the residents. Therefore, for a street corridor to
adhere to this provision, it should provide for all the road users, thus achieve economic rights
to the informal sector entrepreneurs and hence right to the urban economy.

2.18.2 Traffic Act, 2012

The Traffic Act, 2012 outlines penalties to any road user who violates the law. The violations
includes causing death through reckless or dangerous driving, Unauthorized driving of a
public service, Overlapping, driving on pavements and pedestrian walkways or using petrol
stations to avoid traffic, and over speeding. Also it takes care of motor cycle operator
whereby he should ferry one passenger only and the passenger and rider must be in reflective
vests and helmets. The above offences contribute to street space use contestation that may
lead to accidents as well as loss of lives. If the road users observe them then minimal
occurrences of space use contestation will be witnessed.
2.18.3 Urban Areas and Cities Act, 2011

The Urban Areas and Cities Act, 2011 gives effect to Article 184 of the Constitution of
Kenya, 2010. The Act provides for: the classification, governance and management of urban
areas and cities; the criteria for establishing urban areas and; the principle of governance and
participation of residents in the governance of urban areas and cities.

The Urban Areas and Cities Act, 2011 under Part V, proposes preparation of an Integrated
Development Plan for proper management of urban centres. More specifically, in section
36(1) it states that, every city and municipality established under this Act shall operate within
the framework of integrated development planning which shall - (e) Nurture and promote
development of informal commercial activities in an orderly and sustainable manner.

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2.18.4 County Government Act, 2012

The Distribution of Functions between the National Government and the County
Governments are outlined in the 2010 Kenya Constitution under the Fourth Schedule (Article
185 (2), 186 (1) and 187 (2)). Some of the functions and powers of the county Governments
include:

• County transport: (a) County roads (class D and below), (b) Street lighting, (c) Traffic
and parking, (d) Public road transport, and (e) Ferries and harbours, excluding the
regulation of international and national shipping and matters related thereto.
• County planning and development, including; (a) statistics, (b) land survey and mapping,
(c) boundaries and fencing, (d) housing; and (e) electricity and gas reticulation and
energy regulation.
• Trade development and regulation, including; (a) Markets, (b) Trade licences (excluding
regulation of professions), (c) Fair trading practices, (d) Local tourism, and (e)
Cooperative societies which imply that county system will be instrumental in resource
allocation and planning for the development of SMEs in Kenya.
2.18.5 Way -Leave Act (Cap 292)

Section 8 of the Way-Act states that any person whom without consent causes any building
to be nearly erected on a Way-Leave, or cause hindrance along the Way-Leave shall be
guilty of an offence and any alternations will be done at his/her costs. Along Naivasha road,
various structures have encroached on the road reserve which might be impacted upon during
expansion stage.

2.18.6 Environmental Management and Coordination Act, 1999

The EIA (Environmental Impact Assessment) Regulations are meant to operate under
Section 58 of EMCA. It makes it illegal for anyone to undertake developments without an
EIA license. All development projects ought to be economically viable, socially acceptable
and environmentally sound. It is a condition to conduct Environmental Impact Assessment
on development Projects. EIA serves the following purposes: Integration of environmental
issues into planning and decision-making processes; Anticipation, minimization and
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mitigation of environmental damage and recommendation of alternatives; and Public
participation in decision making and environmental conservation.

The Act has identified several projects which require an EIA to be done before they are
started. Some of these projects are of the built environment category including construction
of: - all buildings; all major roads; all roads in scenic, wooded or mountainous areas and
wetlands. The structural development along the urban street should be put under
environmental audits.

2.18.7 National Transport and Safety Authority Act (NTSA), 2012

National Transport and Safety Authority Act, 2012, touches on various areas that are relevant
to informal sector activities as outlined below:

• The NTSA (Operation of motorcycles) Regulations, 2014; outlines some of the

responsibilities of a Rider as being: Have a valid driving license issued by the Authority;
Not carry more than one person at a time; Ensure that loads and passengers are not
carried at the same time; Not park in undesignated areas.
• In the case of Operation of Three Wheeled Motorcycles: Every rider of a three wheeled
motorcycle shall: Not ride a motorcycle unless that person has a valid driving licence
issued
by the Authority; To overtake on the right hand side and not to overtake in the same lane
occupied by vehicle being overtaken; Not to ride or operate a motorcycle between lanes
of traffic or between adjacent lines or rows of vehicles; To observe all traffic rules.

But it seems the NTSA regulations are being flouted along study given the fact that the
mentioned operators are not following them.

2.19 Policy Framework Guiding Street Functionality

2.19.1 Vision 2030, Kenya

In the Kenya Vision 2030, six priority sectors have been identified as having the highest
potential for economic growth. These sectors are: tourism, agriculture, manufacturing,
wholesale and retail trade, business processing outsourcing and financial services. Vision
2030 envisages a country firmly interconnected through a network of roads, railways, ports,
airports, waterways and telecommunications. The 2030 vision for infrastructure is; “To
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deploy and employ cost-effective world-class infrastructure facilities and services in support
of socio-economic development”

The informal sector is dealt with under the Economic Pillar in the subsection of Wholesale
and retail trade. The 2030 vision for wholesale and retail trade, is to raise earnings by giving
our large informal sector opportunities to transform itself into a part of the formal sector that
is efficient, multi-tiered, diversified in product range and innovative. This will be realized
through: (i) training and credit (ii) improving efficiency by reducing the number of players
between the producer and the consumer; (iii) creating formal market outlets for small scale
operators who will then graduate from the informal sector; (iv) encouraging more investment
in retail trade; (iv) developing an outreach programme to expand retail trade; and (v)
developing training programmes to improve retail skills.

The vision needs to be implemented so as to streamline the activities along Naivasha road.
This can be implemented through the provision of training opportunities and credit facilities
to those in the informal sector operating along the road, and also provision of planned
vending sites.

2.19.2 Integrated National Transport Policy (2012)

The aim of this document is to provide a policy that is conducive to the stimulation of rapid
development and efficient management of a safe, widely accessible transport system that
responds to modern technological advancement in a rapidly changing and globalized
environment (INTP 2009 page, 20). It points out that the road transport sector‘s main aim is
to provide an integrated, efficient, reliable and sustainable road transport infrastructure that
meets national and regional passenger and freight transport goals and supports the
government‘s socio-economic development strategies to promote accessibility to services
and the safe movement of people and goods, while being environmentally and economically
sustainable.

Given the challenges experienced along Naivasha road, the Nairobi County government can
work in conjunction with the National government to come up with a street design that will
satisfy all users, with those in the informal sector included.

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2.19.3 The National Urban Development Policy (2012)
The National Urban Development Policy is part of the Government’s efforts to implement
the provisions on urban development contained in the Constitution, particularly in Article
176 and 184 dealing with devolution, classification and management of urban areas,
including popular participation. This policy recognizes that Kenya has cities and towns. It is
the one that gave birth to the enactment of Urban Areas and Cities Act, 2011.

This policy was prepared due to the expected demographic, social and economic changes that
will be brought about by urbanization. It aims to strengthen development planning, urban
governance and management, urban investments and delivery of social and physical
infrastructure in urban areas throughout the country. The long-term goal of the Policy is to
accelerate economic growth, reduce poverty, promote equity and help the nation realize
Vision 2030, which aims to make Kenya a middle-income country within two decades.

On poverty and economic empowerment, the policy recognizes that the marginalised and
vulnerable groups in urban areas face high unemployment levels. They have inadequate
opportunities in education and the urban economy, in addition to having poor access to
health and sanitation facilities.

2.19.4 Physical Planning Handbook

Under the Physical Planning Order, 1998 Part II; the handbook proposes that: No
development shall be carried out which creates an obstruction to the view of persons using
any road used by vehicular traffic at or near any bend corner, junction or intersection of any
roads so as to be likely to cause danger to such persons. It also proposes that no part of any
building shall project beyond any building line laid down for the holding or plot.

The Physical Planning Handbook (2007) section 13.1.3, states that: Urban road reserves
require more generous space provision because of additional street furniture and
infrastructural facilities that have to be provided. It goes further to state that in most
instances, the road has to accommodate multiple functions that have to be independently
provided in design. Way-leaves for trunk services such as water and sewerage, underground
telephone cables and high voltage power lines, when provided along road reserves require
additional provision. It continues to state that, the role of the informal sector in job creation

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in urban areas has now been recognized. Most of the informal activities are footloose and
heavily dependent on passing trade. They therefore require specific provision when located
within road reserves. As such, the handbook is a good reference when ordering activities
along Naivasha road.

2.19.5 The Physical and Land Use Planning Act, 2019

The Physical and Land Use Planning Act, 2019 (the 2019 Planning Act) came into force on 5
August 2019, repealing the Physical Planning Act of 1996 (the 1996 Act). It governs matters
relating to planning, use, regulation and development of land in Kenya.
The objects of the Act are to provide the principles, procedures and standards for the preparation
and implementation of physical and land use development plans at the national, county, urban,
rural and cities level; the procedures and standards for development control and the regulation of
physical planning and land use; a framework for the co-ordination of physical and land use
planning by county governments; a framework for equitable and sustainable use, planning and
management of land among others.
The National Physical and Land Use Development Plan is the basis for; environmental
conservation, protection and improvement; promoting social and economic development
including national competitiveness; promoting balanced national development; optimal use of
land and natural resources; formulation of national physical and land use development planning
policies; guiding inter-county, county and local planning; coordinating sectoral planning and
development; managing human settlements; and providing a framework for guiding the location
and development of strategic national investments and infrastructural development.

According to section 55. The act provides the following development control objectives: to
ensure orderly physical and land use development; to ensure optimal land use; to ensure the
proper execution and implementation of approved physical and land use development plans; to
protect and conserve the environment; to promote public safety and health; to promote public
participation in physical and land use development decision-making; to ensure orderly and
planned building development, planning, design, construction, operation and maintenance; and to
promote the safeguarding of national security.

Under section 56 the act prohibit or control the use and development of land and buildings in the
interest of proper and orderly development of its areas and to reserve and maintain all the land
planned for open spaces, parks, urban forests and green belts.

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2.19.6 Nairobi City County Pop-up Markets and Street Vendor Bill, 2019
This is an act of the county Assembly of Nairobi city to create a legal framework for
establishment, regulation and recognition of pop-up markets and street vending in Nairobi
county and for the identification of minimum standards for pop-up markets and street vendors
related purpose.
The Pop-Up Markets and Street Vendors bill aims at giving credence to the constitution of
Kenya on the right to equal treatment including the right to equal opportunities in political,
economic, cultural, social and equitable land use. Other than providing an opportunity to the
registered vendors to trade, establishing the pop-up markets will provide a framework to regulate
the business of street vending within the county.
2.19.7 The Street Vendors (Protection of Livelihood) Bill, 2019
AN ACT of Parliament to provide a legal framework for the recognition, protection and
regulation of street vending in Kenya, the identification of minimum standards for street
vending; and for connected purposes.
The objects and purpose of this Act are to provide a standard framework to entrench the right to
informal trading; for the regulation of informal trading including areas for the conduct of such
trade and licensing by counties; for the designation and use of public space for informal trading;
for the effective organization and regulation of informal traders; and for public participation in
the designation of vending zones and regulation of informal traders.
The act outlines area such as registration of street vendors, designation of vending zones
(Vending zones plan vending centers), registration and licensing of the street vendors, right and
obligation of the street vendors. Sections 27. (1) states “A street vendor shall conduct vending
activities in a manner that does not unreasonably impede the public’s right of way”

2.19.8 Sustainable Development Goals.

The Sustainable Development Goals (SDGs), also known as the Global Goals, were adopted by
all United Nations Member States in 2015 as a universal call to action to end poverty, protect the
planet and ensure that all people enjoy peace and prosperity by 2030.
Goal 11: Sustainable cities and communities
The rapid growth of cities—a result of rising populations and increasing migration—has led to a
boom in mega-cities, especially in the developing world, and slums are becoming a more
significant feature of urban life.
Making cities sustainable means creating career and business opportunities, safe and affordable
housing, and building resilient societies and economies. It involves investment in public
transport, creating green public spaces, and improving urban planning and management in
participatory and inclusive ways.

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2.20 Conceptual Framework
Figure 5: Conceptual Framework

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3 CHAPTER 3: RESEARCH METHODOLOGY

3.1 Introduction
This section presents the methodology that will be applied in the research project. The research
methodology will be geared towards realizing the objectives of the study. This section therefore,
outlines the procedures that will be applied to achieve the objectives of the study i.e: research
design, research population & sampling plan. It also outlines data collection methods, and finally
sampling methods, methods of data analysis and presentation that will be used in the research
project.

3.2 Research Design

Research design provides a framework for collecting and analysing data. The study will employ a
non-experimental research method that used both qualitative and quantitative approaches. Figure
6 outlines a summary of the study Methodology Flow.

The first stage entailed coming up with a data need matrix that will guide the whole study in
terms of data required & possible sources of such data. This will assist in deciding on the best
method to be used for data collection. The method of data collection chosen will give an
indication on the kind of analysis to be done, and also determined the data presentation
techniques that was to be used. The data presentation techniques will help to determine the
expected results from the whole process. This will then be followed by preliminary study on the
research project that will include: Introduction & Background to the Problem; Defining Research
Problem; Identification of Research Aims, Questions & Objectives; Justification & Significance
of the Study; Assumptions & Limitations of the study; and Research methodology.

The second stage will comprise of secondary data collection which will be guided by data needs
and data sources that will be identified in the first stage. Secondary data sources include review
of Literature of past studies on street space use contestation. The literature will be obtained from
books, journals, government documents, Conference papers, unpublished research projects,
internet publication, and relevant documents relating to the study topic. The purpose of this is to
familiarize and synthesize arguments and ideas on street space use contestation. The literature
review will focus on: Concepts, Theories and debates on street space use contestation, and
policies on street functionality, traffic flow, & informality on urban streets (mostly in places of
Commons), and planning approaches that have been used to mitigate the problem. This will aid in

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the formulation of a conceptual framework that will also guide the inquiry of the research, and to
provide a tentative theory of their interactions.

Figure 6: Research Methodology Flow chart

•Introduction & Background to the Problem

•Defining Research Problem
Preliminary Stage
•Identification of Research Aims, Questions & Objectives
•Justification & Significance of the Study

••Assumptions
Examination&ofLimitations
documents of
& the study – best practices,
materials
interventions
•Research methodology
Data Collection • Observations – visual characteristics of study area recorded on
maps & observation forms
• Administration of survey instruments – questionnaires • Interviews
– key informants

Data Analysis • Content Analysis - qualitative

• Spatial Analysis
• Descriptive analysis - quantitative

• Presentation of findings
Final Stage
• Conclusion
• Recommendations
• Written Report

Source: Author, 2016

The third stage involve collection of necessary primary data for the project from field surveys.
This will be directed by the data needs and data sources, as will be identified. The data collection
will be done through field surveys where administration of pre-survey questionnaires will be
administered, with the aim of testing their suitability in the field. This will enable amendments to
be made to the questionnaires in order to make them relevant to the ground situations. This will
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be followed by administration of data collection instrument aimed at collecting the desired data.
The data collection instrument will be applied include: questionnaires, interview schedule for the
key informants, camera, maps, tape measure, tally sheet and note book. Other procedures like:
content analysis, spatial analysis, qualitative analysis, and quantitative analysis - using
appropriate techniques like; SPSS, Microsoft Excel and GIS will be carried out.

The fourth stage will involve compilation of research findings and presentation of the findings
in terms of: written report, maps, google images, inventories, sketches, drawings, plans, pie
charts, graphs, tables, and photographs, which will then be followed by conclusion, and
formulation of recommendations.

3.3 Target Population

The study population will be selected based on the data needs of the project. It will be appropriate
to divided the population into strata for ease of data collection and analysis. Sampling will be
applied to obtain the desired target population due to its ability to: reduce cost of research; reduce
time of study; cover wider scope; and it gives greater accuracy. The study population will consist
of all road users, traders, land owners, motorists and other people who in one way or another
have some interest on Naivasha Road.

3.4 Sampling Plan and Sample size

A sampling frame will be created by visiting the study area to identifying groups of stakeholders
involved in activities contesting for the urban space use. The stakeholders include: traders (street
vendors); pedestrians (potential customers); Vehicular (vehicle, passengers) - Bus, Tut-tut, &
Matatu operators; motor cyclists (Boda bodas); adjacent land owners; and key informants; who
all form, the target population for the study from which samples will be derived.

3.5 Sample Size

For populations that are large, Glenn D. Israel (1992) cites an equation developed by Cochran
(1963:75) that yields a representative sample for proportions. Below is the Cochran formulae for
determination of the sample size;

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This equation is valid where n0 is the sample size, Z2 is the abscissa of the normal curve that cuts
off an area α at the tails (1 - α a equals the desired confidence level, e.g., 95%), e is the desired
level of precision, p is the estimated proportion of an attribute that is present in the population,
and q is = 1-p. The value for Z is found in statistical tables which contain the area under the
normal curve e.g. Z = 1.96 for 95 % level of confidence.

Mugenda (1999 & 2003) quotes the same formula:

n= Z2pq (Formula used if the Target population is more than 10,000)

d2
Where:
n = the desired sample size (if the target population is greater than 10,000)
Z = the standard normal deviation at the required confidence level
p = the proportion in the target population estimated to have characteristics being
measured q = 1 - p
d = the level of statistical significance set

3.6 Sampling Procedure

Sampling of participants will done by mapping out spots that are highly congested with numerous
trading activities along the project road.

At a given hot spot, simple random sampling will be used. The procedure will be repeated till all the
questionnaires are administered in all selected areas. Simple random sampling will also be used to
interview: pedestrians, motor cyclists, adjacent shop owners, and vehicular drivers.

Purposive sampling will be used to identify key informants. The key informants comprise of
stakeholders who are involved in one way or another, with activities undertaken in the study area.
They included: street vendors representatives, Matatu Sacco’s representatives, motor cyclists’
representatives, representatives of adjacent land owners, County Physical Planner, KURA,
Traffic Police, Ward administrator, and MCA of the area

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 Data Collection Data Presentation
Objective Data Needs Sources Analysis Expected Results
Methods Techniques

• Activity types • Literature review

• Building form & line • Journals
• Questionnaire • Mapping
• Books, periodicals, techniques Maps, Spatial models,
• Place of Contestation • Interviews
thesis, • Trend analysis Photographs, images, • Map of land use
To study and map
• Nature of Contestation • Survey of Kenya Tables, charts, activities
major commercial • Observation
• SPSS Sketches & • Illustration of
activities located • Street design • Google Earth • Field sketching illustration, interaction between
along Naivasha road. • Descriptive
• Primary data descriptive texts, land uses
• Land use map • Transect survey analysis
sources graphics, sketches
• Street Profile
• Satellite imagery • Internet • Photography
• Survey maps Mapping

To examine the
mode of traffic • Field counts
used on the road • Traffic data
• Pass traffic studies • Questionnaires • Traffic flow
and various time • Traffic counts •
analyssi
of the day. • Interviews

Spatial models,
To examine the • Traders descriptive texts,
• SPSS
factors influencing Charts, maps,
• Pull factors • Literature review
space use • Street vendors • descriptive photographs,
descriptive texts,  Report with spatial
contestation along • Push factors from other • Questionnaire analysis
• Investors models, charts, tables
Naivasha road. sites • content analysis graphics, sketches,
• Interviews
• Books & journals Tables

To examine the effect • Road widths • Planning handbook • Observation • GIS mapping Maps, spatial models, • Maps and model of
of urban street and analysis photographs, tables, existing & potential
contestation to • Traffic data • Traffic counts • Questionnaire charts, sketches, areas of traffic
• Descriptive
transportation • Parking and bus terminus • County offices analysis illustrations congestion
• Interviews
operations. space
• KURA
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 • Field sketching
• Types of road
user( pedestrians and • Traffic survey • A list of transport
Motorists) operations & their
• Photography space needs
• Mapping

To propose planning • Books Proposed Planning

• Case study • Literature review GIS mapping and
approaches that • Key informants • Reports intervention - strategies
would improvements • Questionnaire analysis, and approaches that will
• Data from the other
the quality of urban objectives • County government • Charts solve the problem of road
• Interviews descriptive texts
street life to enhance • Opinion of respondent & congestion resulting from
street vending and • Study findings • plan street space use
stakeholders • Field sketching
transport operations • Spatial models contestation

3.7 Data needs Matrix

Table 4: Data needs Matrix

Source: Author, 2021

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3.8 Data Collection Methods
Data Collection will be done using the following methods: Examination of documents &
materials – best practices, interventions; Observations – visual characteristics of study area that
will be recorded on maps & observation forms; Administration of survey instruments –
questionnaires; & Interviews – for key informants. The data will be from both secondary and
primary sources:

3.8.1 Secondary Data Collection

The secondary data sources will be: books, journals, government documents, Conference papers,
unpublished research projects, internet publication, and other relevant documents relating to
urban street space, and informal sector, in Kenya and from other parts of the world. Data
collection will also entail content analysis of the relevant literature and case studies, with the aim
of gaining a deep insight on the area, the problem, and on the enhancement of conceptualization.
It will also be in form of desktop research on street design, street functionality, informal sector
activities, urban street space use contestation and activities that contest for urban street space use.
Other areas that will be researched are: historical background of the study area, geographical
location, development trends of the area, demographic figures of the area, situational analysis
data (climate, geology, soils, physical infrastructure, socio- infrastructure, current trends from
other countries faced with the same problems, governments response to the sector, legal and
policies frame work put in place to guide the sector.

3.8.2 Primary Data Collection

Primary data will be sourced through observations, field survey, and key informant interviews.

Reconnaissance

Reconnaissance will involve visiting the study area and the neighbourhood for better understand
of the area and its activities. This will be helpful in identifying the scope of the study area, the
extent to be covered, and the nature of respondents available. During the reconnaissance, the
basic characteristics of street vending and other activities will be recorded. These included the
location, type of goods sold, type of structure used in vending and whether the vendors operated
in a particular locations or moved from one location to the other.

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3.8.2.1 Observation
This technique will be used to collect data on the kind of business structures, transportation
infrastructures and activities along the study area and their condition. It will also involved making
observation on the street design to find out if it was designed to serve the principal functions of
an urban street, road corridor encroachment, street signage, road bumps, and pedestrian crossing
signage. Building form and line, material used in their construction will also observed.
Observations will also be focused on extend of the traffic congestion, parking and bus terminus
areas, the siting of businesses in relation to the street, the condition of the street and the adjoining
ones within the study area, the various activities the street vendors are involved in, peak and off-
peak period during the day for vending activities, any other activity

3.8.2.2 Photography
This basically will entail taking pictures of various phenomena for illustration purposes.
Photographs will help in the collection of data on land use patterns and activities taking place
within the study area. It also helped gather data on the condition of Naivasha road and the
structures / buildings along the study area.

3.8.2.3 Sketching
This will be used to sketch various features for the purpose of illustration which include the
building elevations and lines along the street, cross-sections of the street at various points of
interest and sites most affected by contestation.

3.8.2.4 Mapping
Maps and satellite images will be applied to gather data on the spatial organization of the study
area and the surrounding areas. Mapping will also be used to analyse street organization and the
neighbouring land use morphology in the study area.

3.8.3 Administration of Survey Instruments.

3.8.3.1 Questionnaire
Questionnaires will be administered to sampled respondents of the targeted population,
depending on the information required. They will be open ended and closed.

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3.8.3.2 Interviews
This will entail interviewing stakeholders and key informants. Interview schedules will guide in
interviewing the respondent.

3.9 Data Analysis and Presentation Plan

In order to gain insight from the data collected, data will be organized and analysed using the
most appropriate methods. These methods and procedures of data analysis include: Quantitative
Data Analysis that will be applied for parameters that will be measured quantitatively. E.g.
demographic figures; traffic data, physical, economic and social status of street vendors;
challenges, constrains, and the possible solutions. The data will be coded and keyed into the
computer for analysis, using (SPPS) and Microsoft excel. The output for the data representation
will be inform of : frequency distribution tables, graphs and charts.

Qualitative Data Analysis will be applied to information such as, physical conditions of various
variables in the study area, economic and social factors and people’s opinions such as the street
vendors and key informants information,

Geographical Information System (G.I.S) will be used to analyse the spatial aspects such as
spatial organization of the area, the distribution of the neighbouring business and the street
morphology that direct people within the study area.

For effective communication of the findings, conclusions, and recommendations; maps, google
images, inventories, sketches, drawings, plans, pie charts, graphs, tables, and photographs; will
be combined to produce the final written report.

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4 CHAPTER 4: STUDY AREA

4.1 Introduction
This chapter outlines the study area and the situation analysis of Naivasha road. The situational
analysis comprises of the historical background, development trends, the geographical location,
demographic characteristics, climate and physiographic features, socio-economic and cultural
profiles, socio infrastructure (schools, health facilities, and recreational facilities), physical
infrastructure (roads, railways, airports, power supply, water supply, sewer systems, and solid
waste collection system)

4.2 Geographical location

Naivasha road, Dagoreti South Constituency, Nairobi County. The road runs from Ngong road
at Dagoreti Corner and traverses through Kawangware, Riruta and ends at Uthiru on Waiyaki
way. It connects traffic on two major city link roads Waiyaki way and ngong road. Currently, the
road is characterized by both vehicular and Non- Motorized traffic congestion mainly attributed
by the activities at Kawangware market and businesses that have developed along the road.

Geographically, the study area is found at longitude 36° 44’25.92’’ E and 01° 17’13’’ S. In
national context, it is within Nairobi County. In regional context, it is in Dagoreti South sub-
county. Figure 7, 8 and 9; illustrates the study area from a national, regional and local
perspective.

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Figure 7: Study Area in national context

Source: Author 2021

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Figure 8: Study area in regional and local context

Source: Author 2021

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Figure 9: Image map of the study Area

Source: Author 2021

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4.3 Population and demographic Dynamics
According to Kenya National Bureau of Statistic Census 2019, Dagoreti South Sub- County had
a population of 434,208 with about 155,089 households.

4.4 Climate and Physiographic features

4.4.1 Climate
The area experiences a bi-modal rainfall pattern with the long rains falling between March and
May with a mean rainfall of 1300 mm while the short rains fall between October and December
with a mean rainfall of 1000 mm. The sunniest time of year is December to March and the
cloudiest time is from June to September. The mean annual rainfall is 1150 mm.
The project area is situated in the Central Highlands of Kenya and enjoys a pleasant climate for
most of the year with temperatures averaging between 10 and 28 degrees Celsius. Details of
rainfall and maximum and minimum temperatures by month are shown in Table 3.1 below.
Table 5: Climatic and physiographic data of Nairobi
Maximum Minimum
Average
Rainfall
Month Sunlight Temperature Temperature
(cm)
(Hours)
(0C) (0C)

January 3.8 9 25 12

February 6.4 9 26 13

March 12.5 9 25 14

April 21.1 7 24 14

May 15.8 6 22 13

June 4.6 6 21 12

Maximum Minimum
Average
Rainfall
Month Sunlight Temperature Temperature
(cm)
(Hours)
(0C) (0C)

July 1.5 4 21 11

August 2.3 4 21 11

September 3.1 6 24 11
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 October 5.3 7 24 13

November 10.9 7 23 13

December 8.6 8 23 13
Source: Nairobi master Plan 2005

4.5 Geology and Soils

The project area is part of the volcano-stratigraphy of the Kedong±Kinangop region on the east
side of the central Kenya rift. Four principal phases of volcanic eruption were: widespread
Kinangop tuff ash flows, Limuru flood trachytes, basalts and flood trachytes of the rift floor,
Quaternary salic caldera volcanoes.

The geology of the area is comprised of volcanic layers of basalts, trachytes, phonolites and
tuffs all overlain by thick layers of clay soil. The soil retains water for an extended period of
time after the rains and this partly recharges aquifers in the area. Basalts and trachytes form
good aquifers whereas tuffs are aquifers only when fractured. Faults delineated from a study of
aerial photographs trend in a North-South direction in conformity with the structural pattern of
the eastern branch of the Great Rift Valley.

4.6 Topography
Generally, the area is characterized by lower highland in Limuru and Kikuyu divisions and
contains plateaus with widely spaced parallel ridges and high structural plains.
The area lies within the altitude 1800m to 2550m above sea level.

4.7 Surface Water Resources and Hydrology

Generally, the project area lies within the Athi River Basin and drains into Athi River which in
turn drains into the Indian Ocean. There are two streams intersecting the section of project road.
The streams are tributaries of Nairobi river
The area surrounding the project road is endowed with many surface and sub-surface water
resources, about 90% of which comprises both surface water resources and ground water
potential.
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4.8 Physical Infrastructure.

4.8.1 Road and Railway Transport

Naivasha road serves as a link to two major roads Wiyaki Way and Ngong road. These two
roads act as a gate way of the city to the western part of Kenya. The road also has connecting
feeder roads which link to the markets and estates along the road. The connecting feeder
roads include, Gitanga Road, Kinyajui road, Kikuyu road, Riara road, macharia road and
Kapenguria road.

The Kenya Uganda railway line runs almost parallel at a distance of about to Naivasha road
Km. The railway line does not serve the residence of the area. The nearest railway stations
are in Kibera and kikuyu town.

4.8.2 Power Supply.

Residence of Naivasha road are well connected to electricity managed by the Kenya Power
and Lighting Company. Several transformers are installed along the road to serve the area.

4.8.3 Water and Sewerage

Rapid unplanned growth and informal settlement fuelled by Nairobi’s urban sprawl, have put
high pressures on the capacity of the area water infrastructure to provide water services.
While piped water is still a major source of water supply in area, residents access multiple
sources to collect water for household use. The major water suppliers in Naivasha road are
the Athi Water Services Board (AWSB), the Nairobi Water and Sewerage Company
(NWSC) and private borehole operators, which supply both through piped connections and
water kiosks. Rainwater harvesting, door-to door vending, private wells and the rivers are
also used. Generally, it can be said that approximately 60% of water consumers along
Naivasha road are well supplied.

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 Lack of sanitation facilities creates a public health threat in the area. There is no adequare
sewer system to meet the needs of the growing population. Septic tanks and wells have been
dug in the absence of government oversight and without consideration for public health
outcomes. Pit latrines or septic tanks are often too closely spaced to shallow wells, and
therefore a risk to contaminating the water supply. In most cases septic tanks once full
overflow into open storm drains that ends up polluting the open drains that empty to Nairobi
River.

4.8.3.1 Solid Waste System

Poor solid waste disposal and collection is a major problem on Naivasha road especially
around Kawangware market. Nairobi metropolitan service provides collection service that
are not adequate. The workers do their work daily, but since there are few collection trucks,
much of the waste is thrown into storm drains where they end up blocking the smooth flow
of dirty water forcing it to drain onto the walkways. Also the county workers are usually
overwhelmed by the amount of waste produced by the large number of vegetable traders
within the study area. The traders treat their area of operation as a space for commons, and so
do not mind where the waste they produce ends up.

4.9 Socio-Economic and Cultural profile

4.9.1 Socio-Economic Characteristics

Naivasha road is supported by various economic activities that have flourished in the area, and
has seen many new buildings come up. Major economic activities within the study area include:
the Open air market which majorly deals with agricultural produce from small scale farmers in
neighboring counties. Some of the farm produce sold here include: kale, milk, poultry products
like eggs, chicken and many more.
Once these produce are brought to the market, they are then sold to small retailers who hawk the
goods along the road. Other economic activities include: supermarkets (Naivas, skymatt); those
dealing with apparels - second hand clothe (mitumba), second hand shoes sellers; and green
groceries - all operating within the road reserve; several meat butcheries operating from the
semi-permanent structures which have encroached the road reserve.
Several banking institutions have also set foot within the area and include: Cooperative, Family,
equity and Post bank. The growth of the greater Nairobi region and improved infrastructure and
services has led to new residential estates and significant retail trading operations.

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4.10 Social Infrastructure

4.10.1 Education Facilities

There are a number of educational institutions within the larger area of Riuta, Kawangware,
kikuyu and kabete which are serviced by the Naivasha road in one way or another. Students from
the educational institutions use the as pedestrians on their way to and from school. Others pass
there as passengers while using their school buses. Therefore, they are directly affected by what
happens along Naivasha road. Some of these educational institutions include: Riara school
located at the junction of Naivasha and Riara roads, Precious Blood High School located in riruta
area and Kabete technival college located at the end of the road in Kabete.
Generally, there is one primary and one secondary school within on Naivasha road, although
there are a number of driving schools. These driving schools have offices but do not have
parking space for their vehicles, and thus end up parking in undesignated areas. There are also a
few upstarting computer training schools in Kawangware area that are cashing in on the many
school leavers in need of computer skills. Such students are usually inconvenienced by the
disorder experienced along Naivasha road.
4.10.2 Health Facilities
There are no public health facilities along the road. The available health facilities are privately
owned like Mid Hill Hospital and Melkizendek Hospital. Most of the residence of the area seek
health services from Kenyatta National hospital which is located about 10km from the area.

The only alternative for those who cannot endure the distance, are the private hospitals, clinics
and chemists that serve those who can afford to pay the exorbitant fees charged. Many of such
facilities are situated in buildings that front Naivasha road and they operate from small spaces,
which are squeezed, and unworthy to offer health services. Therefore, the lack of an affordable
health facility may proof to be a challenge to those exposed to the environmental challenges such
as filthy environment of dirty drain water and uncollected garbage that is the norm.
4.10.3 Recreation Facilities

There are no public open spaces within the area that may be used for recreational purposes. This
may be attributed to the haphazard development that has taken place, whereby such facilities
were not considered. Due to such absence, children staying along the roads. Street play on the
carriageway, with accidents becoming a normal occurrence Kawangware and Riruta area have a
bustling nightlife and modern recreation centres for grownups, with many drinking joints where
they pass their leisure time. Most of these joints are located within residential areas and do not
have parking space for their patrons, who then end up parking along street thus interfering with
the smooth flow of traffic and pedestrians.

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4.10.4 Financial Facilities.
There are several banks and other micro financial institution along Naivasha road The banks
include equity bank, Faulu bank Sidian bank, Co-operative bank. The micro-financial institution
are the platinum, Kenya Women finance and Naitas. All the financial institution requires parking
space for there custom

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4.11 RESEARCH WORK PLAN

It is envisaged that the research work will take a period of about 20 weeks for data collections, data entry, data analysis and final report
presentation. The table below indicates the proposed work plan.
Table 6: Research work plan
Duration/
No. Item Month
1 2 3 4 5

Week 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
1 Reconnaissance survey 1
Development of research
2 1
Instruments
3 Field data collection 2
4 Data entry & cleaning 3
5 Data Analysis & Presentation 3
Project report wring & draft
6 4
submission
Report correction & final
7 6
submission
20
Source: Author 2021

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4.12 RESEARCH BUDGET

The proposed budget for the study is as tabulated below.

Table 7: Research budget
Source: Author 2021

No. Item Amount ( Kes)

1 Printing of research Instruments 1,000.00

2 Research assistant 10,000.00

3 Field data collection 16,000.00

4 Data entry & cleaning 2,000.00

6 Printing of report and binding 1,500.00

7 Transportation 1,000.00

Total 31,500.00

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5 APPENDICES

5.1 Appendix 1: Site Observation Checklist

UNIVERSITY OF NAIROBI
DEPARTMENT OF URBAN AND REGIONAL PLANNING

M.A. Planning (Urban and Regional Planning) Project

Contested Urban Street Space and Traffic Mobility Conflicts on Naivasha Road, Nairobi County

1. How have the buildings been designed along Naivasha road?

2. Have the building lines been observed as per the building code and setback regulations?
3. What are the major encroachments on the road reserve?
4. Does the street contain street zones?
5. What is the road width?
6. Are there pedestrian walk ways?
7. Are there cyclist paths along this road?
8. What land uses are adjacent to Naivasha road? List;
i …………………………………………………………………………………
ii …………………………………………………………………………………
iii ………………………………………………………………………………….
iv ………………………………………………………………………………….
v ………………………………………………………………………………….
vi …………………………………………………………………………………….
vii ……………………………………………………………………………………..
viii ………………………………………………………………………………………
ix ………………………………………………………………………………………
x ……………………………………………………………………………………….

9. Are the following activities planned for: parking, garages, carpentry works, timber yards
and eateries along this road? …………………………………………………………..

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10. Are there terminal facilities for motorcyclists, tuk tuk, Matatus, and buses?
11. Are there parking spaces assigned for the private motorists?
12. (a) Which road signs exist along the street?
(b) Are they encouraging or discouraging encroachment?
13. (a) Are there road bumps?
(b) And if so, what have been their effect?
14. (a) Are there pavements markings?
(b) If so, are they being followed?
15. What kind of building structures exist on the adjacent land?
(b) ………………………………………………………………
(c) ……………………………………………………………….
(d) …………………………………………………………………..
(e) ……………………………………………………………………
(f) ……………………………………………………………………
(g) ……………………………………………………………………
(h) ……………………………………………………………………
(i) ………………………………………………………………………
(j) ………………………………………………………………………
16. How are the adjacent formal enterprises? Have they observed the building code or have
they encroached on the road reserve by displaying their wares on pavements?
17. What other informalities exist along this road?
18. Are activities sited in structures or in an open place?
19. What structures exist?
20. Are the activities encroaching on the road?
21. Are there street vendors operating along this road?
22. Are there drainage channel along the road?
23. Describe the conditions of the drainages.
24. Are there structures erected on the drainage channels.

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5.2 Appendix 2: Pedestrians Questionnaire

UNIVERSITY OF NAIROBI

DEPARTMENT OF URBAN AND REGIONAL PLANNING

Contested Urban Street Space and Traffic Mobility Conflicts on Naivasha Road, Nairobi County

Declaration: The information provided in this questionnaire shall be strictly confidential

and it is meant for academic purpose only

Questionnaire No. ……

1. Name of the interviewee (Optional)

……………………………………………………………………

2. What is your occupation

a) Student b) Employed
i) Formal (Specify) ____________________
ii) Informal__________________ c) Unemployed d) Retired e) Other (specify)
4. Where do stay, and how far is it from Naivasha road? ----------------------------
5. What is the purpose of your trip?
a) work b) education c) leisure d) buy goods

6. How often do you use Naivasha road?

Daily Weekly Monthly

7. What problems do you encounter while walking along Naivasha road?

i …………………………………………………………
ii ………………………………………………………..
iii ……………………………………………………………
iv ……………………………………………………………
v ……………………………………………………………
vi …………………………………………………………….
vii …………………………………………………………….
8. In your own opinion what are the main reasons for this? (rank them from the
worst to the least 1, 2, 3, …n)
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 Agent Level
Other Pedestrians
Street Vendors
Cyclists
Handcarts
Wheel barrows
Motor cyclists
Buses
Matatus
Lorries

9. At what time are these problems mostly experienced; a) morning, b) day time,
c) evening
10. What do you think can be done to solve or minimize these
problems?.............................................................................................................
..............................................................................................................................
11. How do you feel about street traders?
a) I don't like street vendors
b) I like street vendors
c) I think street vendors are good for the economy
d) I don't mind street vendors
12. How do you feel about the image that street vendors portray?
a) They portray a negative image
b) They portray a positive image
c) They portray a dirty and chaotic image
13. Do you purchase items from street vendors?
a) Yes
b) No
14. How often do you purchase items from street vendors?
a) Once a month
b) Once a week
c) More than once a week
d) Never

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 5.3 Appendix 3: Motorist Road Users (Vehicle, Motor Bikes, Passengers)

UNIVERSITY OF NAIROBI
DEPARTMENT OF URBAN AND REGIONAL PLANNING

Contested Urban Street Space and Traffic Mobility Conflicts on Naivasha Road, Nairobi County

Declaration: The information provided in this questionnaire shall be strictly confidential

and it is meant for academic purpose only
Questionnaire No. ……

Name of Respondent (Optional)………………………………………………………………

Name of Interviewer………………………… Place of interview…………………………..
Time of interview……………………………. Date…………………………………………

1. Category of the interviewer (a) Driver (b) passenger

2. Type of motorized Transport (a) Motorcycle (b) Vehicle
3. Nature of Transport (a) Public (b) Private
4. What is the distance of your residence to the study area?
…………………………………………………………………………………
5. Where are you coming from and what is your destination?
…………………………………………………………………………………
6. How frequent do you use Naivasha road? (Daily, weekly, monthly)
……………………………………………………………………………….
7. How long does it take you to pass the stretch? ………………………………..
8. How many trips do you make in a normal day?

Daily weekly monthly

9. Do you experience traffic congestions along the road.?

10. What are the major locations along the road that are prone to traffic jam?

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11. What is your experience in terms of interactions with other road users like matatu and boda
boda?

12. What problems do you encounter along Naivasha road?

……………………………………………………………………………………………
……………………………………………………………………………………………
……………………………………………………………………………………………
………………………………………………….

13. In your own opinion what are the main reasons for this? (rank them from the worst to the
least 1, 2, 3, …n)

Agent Level
Other Pedestrians
Street Vendors
Cyclists
Handcarts
Wheel barrows
Motor cyclists
Buses
Matatus
Lorries

14. How do you overcome them if they occur during your movement?
………………………………………………………………………………….
15. Who helps to control the traffic along this road? ……………………………….
16. Are they efficient in the controlling the traffic? ……………………………….
17. What do you propose as a solutions to the currents traffic challenges?
……………………………………………………………………………………………
……………………………………………………………………………………………
……………………………………………………………

THE END (Thank you for your cooperation)

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5.4 Appendix 4: Motor Cyclist, Cart Pushers, and Cyclists - Questionnaire

UNIVERSITY OF NAIROBI
DEPARTMENT OF URBAN AND REGIONAL PLANNING

Contested Urban Street Space and Traffic Mobility Conflicts on Naivasha Road, Nairobi County

Declaration: The information provided in this questionnaire shall be strictly confidential

and it is meant for academic purpose only
Questionnaire No. ……

1. Name of the respondent……………………………………… Age…………………..

2. Sex………a) male b) female

3. Education Level a) None b) primary c) secondary d) tertiary e) university.

4. a) Residence………………………………b) Distance from the study area

5. Do you carry passengers or goods?

6. Do you like this mode of transport?
b)Why?
……………………………………………………………………………………………
……………………………………………………………………………………………
……………………………………………………………………………………………
……………………………………………………………………………………………
…………
7. Where do you come from, the origin of your trip?
…………………………………………………………………………………………
…………………………………………………………………………………………
8. Where are you heading to, the destination of your trip?
…………………………………………………………………………………………
…………………………………………………………………………………………
…………
9. What is the distance between origin and destination?
………………………………………………………………………………………
10. Are there spatial provisions for the use of this mode of transport? Yes or No
…………………………………………………………………………………………
……………………………………………………………………………………
11. If they are there, are they adequate? Yes or No. ………………………………
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 12. If no, then how do you move along this road?
…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………………………
13. What problems/ road conflicts do you encounter using Naivasha road?
…………………………………………………………………………………………
…………………………………………………………………………………………
…… ….
14. How do you overcome them if they occur during your movement?
…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………………
15. What are the main agents of these problems, ranking them from the most contributing
agent?
.........................................................................................................................................
.........................................................................................................................................
.........................................................................................................................................
.........................................................................................................................................
.........................................................................................................................................
......................................................................................................
16. How do you benefit from using this mode of transport?
…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………………………
………………………….
17. Given the chance which are the possible measures to be put in place to address these
problems?
…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………….
THE END (Thank you for your cooperation)

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5.5 Appendix 5: Street Vendors Questionnaire

UNIVERSITY OF NAIROBI
DEPARTMENT OF URBAN AND REGIONAL PLANNING

M.A. Planning (Urban and Regional Planning) Project

Contested Urban Street Space and Traffic Mobility Conflicts on Naivasha Road, Nairobi County

Declaration: The information provided in this questionnaire shall be strictly confidential

and it is meant for academic purpose only
Questionnaire No. ……

Respondent Details

1. Name of the respondent………………………………………

2. Gender of the respondent
(i) Male (ii) Female
3. Age of the respondent (tick)
(i) 0 - 17 years (ii) 18 – 25 years (iii) 26 - 35 years (iv) 36 – 45 years
(v) 46 – 55 years (vi) 56 – 65 years (vii) Above 65 years
4. Education Level? a) None b) primary c) secondary d) tertiary e) university.
5. Location of residence………………………. Distance from study area……………

Nature of the Business

6. Is your business registered? (a) Yes (b) No.
7. What type of business is being undertaken?
8. Observation of the business location (a) On road reserve, (b) On adjacent parcel (c) in
open air market
9. If not (c), why are you not operating from the open air market?
10. What made you choose this location for your business?
11. Is this your permanent site or you sometimes move to other sites?
12. Why did you locate your business in along Naivasha road and not elsewhere in the
neighbouring estates?
13. What type of goods do you sale?
……………………………………………………………………………………………
……………………………………………………………………………………………
14. Where do you get your supplies from?
……………………………………………………………………………………………
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 ……………………………………………………………………………………………
……………………………………………………………………………………………
15. Who are your target customers?
16. How did you finance the startup of your business? (a) own saving (b) borrow from
friends
(c) lending institutions (d) Chama (e) Sacco (f) Other …………………………………
17. Are street vendors organized into groups that work for the general good of all vendors?
(a) Yes (b) No {if No, Go to Q24}
18. If yes, do you belong to any of such groups or organization? (Yes) (No)
19. What are the requirements for one to become a member?
20. What are some of the benefits one may expect by becoming a member?
21. Do you hold meetings to discuss vendors’ welfare? (Yes) (No)
22. If yes, how often? …………………………………………………………….
23. Which local authority covers this area? ...................................................
24. What services do they provide?
25. How often do they visit the project area for the said services?
26. Do you pay tax or rates to the local authority? (a) Yes (b) No
27. If yes, how much do you pay on daily or monthly
basis? ......................................................
28. Do you think the money you pay is affordable or expensive to you, in relation to the
kind of business you are undertaking?

Challenges
29. Are there challenges that you encounter in the course of carrying out your business? (a)
Yes (No)
If yes, explain;
……………………………………………………………………………………………
……………………………………………………………………………………………
……………………………………………………………………………………………
……………………………………………………………………………………………

30. What are these challenges?

Challenges Rank
i. Narrow streets
ii. Accidents from vehicles, motor cycles
iii. Space competition with other road users – pedestrians, matatus, cyclists
iv. Complaints from formal businesses
v. Threats of eviction
vi. Being arrested
vii. Absence of storage facilities for goods
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 viii. Security of goods
ix. Environmental hazards (specify) – dusty, muddy, flooding, waste disposal,
blocked drainage lines,
x. Nuisance from adjacent land users (specify)
xi. Others (specify)
Rank the above challenges in order of severity.
31. How do you overcome these challenges?
32. Do you have a conflict resolution mechanism with your colleagues?
33. What possible solutions can you suggest to solve these challenges?
34. Do you have conflict with the motorist or motorcyclists in-terms of road accessibility
and parking?
35. What should the county and national government do, to make your business formal and
free of the above-mentioned challenges?
36. Any other concern/ issue/ recommendation
……………………………………………………………………………………………
……………………………………………………………………………………………

THE END (Thank you for your cooperation)

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5.6 Appendix 6: Key Informant Interview Schedule

UNIVERSITY OF NAIROBI

DEPARTMENT OF URBAN AND REGIONAL PLANNING

Contested Urban Street Space and Traffic Mobility Conflicts on Naivasha Road, Nairobi County

Declaration: The information provided in this questionnaire shall be strictly confidential

and it is meant for academic purpose only
Questionnaire No. ……

(a) Dagoretti sub-County Planning Department

Officers’ Name …………………………………………………………………………

Designation ……………………………………………………………………………
1. Is there a land use development plan covering Naivasha road road? a) Yes b) No
2. If yes, what are the proposed standards to be followed by developers?
3. If no, are there other by-laws guiding development?
4. Are they being observed?
5. What are some of the planning challenges facing traffic on this road? (Rank them
according to their levels 1, 2……..n)

Challenge Rank
Space provision for road users
Behaviours / altitude of the road user
Influx of street vendors into the road
Influx of Boda bodas, tuk tuks and tax drivers
Parking of Matatus and lories beside the road
Delayed journey
Institutional regulations.
Insecurity
Conditions of the road
Conditions of the vehicles.
Speed of the motorists
Road encroachments

6. What will you propose as an intervention, for the current state of affair to be brought to
manageable levels?

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7. Do the county have plans to construct a market for the street vendors?

8. Does the county have a plan to construct the bus Terminus along Naivasha road?

9. What are the intervention measures that the county intends to implement to reduce traffic
congestion?

10. What are the major challenges the county faces in implementation of public transport and
street vending.

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 UNIVERSITY OF NAIROBI

DEPARTMENT OF URBAN AND REGIONAL PLANNING

Contested Urban Street Space and Traffic Mobility Conflicts on Naivasha Road, Nairobi County

Declaration: The information provided in this questionnaire shall be strictly confidential

and it is meant for academic purpose only

Dagoretti Traffic Police

Officers’ Name…………………………………………………………………
Designation……………………………………………………………………
1. Do you experience traffic congestion on Naivasha road? If Yes which are the major
points of the road that is prone to traffic congestion?
…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………………………
2. What are the major causes of traffic jam on Naivasha road?
…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………………………
3. Do you have permanent regular officers stationed along Naivasha road to control
traffic? a) Yes b) No
4. What are the major challenges you experience in traffic control on Naivasha road.
…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………………………
5. Do Matatus parking beside the road contribute to traffic Congestion?
………………………………………………………………………………………
6. Do boda boda operators have awaiting bay? a) Yes b) No
7. Do boda boda contribute to traffic congestion ? How?
…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………………………
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8. Are there laws governing boda boda sector? a) Yes b) No
9. Who is supposed to enforce it?
…………………………………………………………………………………………
…………………………………………………………………………………………
10. What are the accident statistics on Naivasha road?
...............................................................................................................................................
...............................................................................................................................................
...............................................................................................................................................
11. In your own opinion, what are the causes for space contest and accidents on this road?
(Rank them according to their levels 1, 2……..n)

Challenge Rank
Space provision for road users
Behaviours / altitude of the road user
Influx of street vendors into the road
Influx of Boda bodas, tuk tuks and tax drivers
Delayed journey
Institutional regulations.
Insecurity
Conditions of the road
Conditions of the vehicles.
Speed of the motorists
Road encroachments

12. In your own opinion, what measures should be put in place to restore order within the
study area?
……………………………………………………………………………………………
……………………………………………………………………………………………
……………………………………………………………………………………………
……………………………………………………………………………………………
……………………………………………………………………………………………
……………………………………………………………………………………………
……………………………………………………………………………………………

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 UNIVERSITY OF NAIROBI

DEPARTMENT OF URBAN AND REGIONAL PLANNING

Contested Urban Street Space and Traffic Mobility Conflicts on Naivasha Road, Nairobi County

Declaration: The information provided in this questionnaire shall be strictly confidential

and it is meant for academic purpose only

Land Owners & Business Premises

Name………………………………………………………………………………………………
Parcel no………………………………………………………………………………………….
1. Do you own the land along Naivasha road?......................................................................
2. What are the major planning issues that affect the business?
………………………………………………………………………………………………………
………………………………………………………………………………………………………
………………………………………………………………………………………………………
………………………………………………………………………………………………………
………………………………………………………………………………………………………
3. How does the operations of street vendors affect your business?
………………………………………………………………………………………………………
………………………………………………………………………………………………………
………………………………………………………………………………………………………
………………………………………………………………………………………………………
………………………………………………………………………………………………………
4. How does the operations of public transport affect your business
………………………………………………………………………………………………………
………………………………………………………………………………………………………
………………………………………………………………………………………………………
………………………………………………………………………………………………………
………………………………………………………………………………………………………
5. What do you think are the major causes of traffic congestion on Naivasha road?
1. …………………………………………………………………………….
2. …………………………………………………………………………….
3. …………………………………………………………………………….
4. ……………………………………………………………………………..
5. ……………………………………………………………………………..
6. If landlord., how has the traffic congestions and street vending affected rental rates and land
value? How?
………………………………………………………………………………………………………
………………………………………………………………………………………………………
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 ………………………………………………………………………………………………………
……………………………………………………………………………………………………….

7. In your own opinion, what can you suggest as the solutions for traffic congestion and street
vending on Naivasha road?
……………………………………………………………………………………………
……………………………………………………………………………………………
……………………………………………………………………………………………
……………………………………………………………………………………………
…………………………………………………………………………………………..

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 UNIVERSITY OF NAIROBI

DEPARTMENT OF URBAN AND REGIONAL PLANNING

Contested Urban Street Space and Traffic Mobility Conflicts on Naivasha Road, Nairobi County

Declaration: The information provided in this questionnaire shall be strictly confidential

and it is meant for academic purpose only

Area Chief

Name………………………………………………………………………………………………
Location…………………………………………………………………………………………..
1. Do your recognize the presence of traffic congestion and street vending activities on Naivasha
road?.........................................................................................................................................
2. How does the chiefs office assist in management of the road congestion and control of street
vending activities?
………………………………………………………………………………………………………
………………………………………………………………………………………………………
………………………………………………………………………………………………………
………………………………………………………………………………………………………
………………………………………………………………………………………………………
3. Is the chief’s office involved in the allocation of spaces on the road corridor to street vendors
………………………………………………………………………………………………………
………………………………………………………………………………………………………

4. What are the major challenges in restricting or controlling street vending?

………………………………………………………………………………………………………
………………………………………………………………………………………………………
………………………………………………………………………………………………………
………………………………………………………………………………………………………
5. What do you think are the major causes of traffic congestion on Naivasha road?
a. …………………………………………………………………………….
b. …………………………………………………………………………….
c. …………………………………………………………………………….
d. ……………………………………………………………………………..
e. ……………………………………………………………………………..

6. Are there security issues resulting from street vending?..................................................................

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 ……………………………………………………………………………………………
……………………………………………………………………………………………
……………………………………………………………………………………………
……

7. In your own opinion, what can you suggest as the solutions for traffic congestion and street
vending on Naivasha road?
………………………………………………………………………………………………………
………………………………………………………………………………………………………
………………………………………………………………………………………………………
………………………………………………………………………………………………………
………………………………………………..

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 UNIVERSITY OF NAIROBI

DEPARTMENT OF URBAN AND REGIONAL PLANNING

Contested Urban Street Space and Traffic Mobility Conflicts on Naivasha Road, Nairobi County

Declaration: The information provided in this questionnaire shall be strictly confidential

and it is meant for academic purpose only

Bus / Matatu SACCOs and Operators

1. What do you think are the major causes of traffic congestion on Naivasha road?
8. …………………………………………………………………………….
9. …………………………………………………………………………….
10. …………………………………………………………………………….
11. ……………………………………………………………………………..
12. ……………………………………………………………………………..
2. Is there a bus terminus provided for your vehicles along Naivasha road? a) Yes b) No
……………………………………………………………………………………..
3. Do you pay any roadside parking fee along Naivasha road?..................................
4. What challenges do you encounter in your operation along Naivasha road? (Rank
them according to their levels 1, 2……..n)

Challenge Rank
Space provision for road users
Road encroachments
Behaviours / altitude of the road user
Influx of street vendors into the road
Influx of Boda bodas, tuk tuks and tax drivers
Delayed journey
Institutional regulations.
Insecurity
Conditions of the road
Conditions of the vehicles.

Rank the above

5. How do they affect the Bus/Matatu operations plying this route?

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 …………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………………………
6. Do the matatus derive any economic benefit during traffic congestion?
…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………………………
7. In your own opinion, what can you suggest as a solution for traffic congestion on
Naivasha road?
…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………………………
…………………………………………………………………………………………
………………………………………………………………………………………..

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 UNIVERSITY OF NAIROBI

DEPARTMENT OF URBAN AND REGIONAL PLANNING

Contested Urban Street Space and Traffic Mobility Conflicts on Naivasha Road, Nairobi County

Declaration: The information provided in this questionnaire shall be strictly confidential

and it is meant for academic purpose only

National Transport and Safety Authority.

1. What are the main roles of NTSA in road traffic controls and operations of the public transport.
………………………………………………………………………………………………………
………………………………………………………………………………………………………
………………………………………………………………………………………………………

2. What challenges does the Authority Experience in controlling of traffic operation in the Nairobi
per-urban road like Naivasha road?
………………………………………………………………………………………………………
………………………………………………………………………………………………………
………………………………………………………………………………………………………

3. Is the Authority concerned with the safety of pedestrians on the walk ways.?
.................................................................................................................................
4. Does the authority have plans to address the road congestions issues brought about by the street
vendor occupying the sections of major roads ?............................ How?
………………………………………………………………………………………………………
………………………………………………………………………………………………………
………………………………………………………………………………………………………

5. How deal the Authority intends to deal with the Motorcycle ( Boda boda) menace experienced on
the roads?
………………………………………………………………………………………………………
………………………………………………………………………………………………………

6. What are your recommendations on ways to address traffic congestion in city roads?
………………………………………………………………………………………………………
………………………………………………………………………………………………………
…

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 UNIVERSITY OF NAIROBI

DEPARTMENT OF URBAN AND REGIONAL PLANNING

Contested Urban Street Space and Traffic Mobility Conflicts on Naivasha Road, Nairobi County

Declaration: The information provided in this questionnaire shall be strictly confidential

and it is meant for academic purpose only

Kenya Rural Roads Authority.

1. Is Kura involved in the maintenance of Naivasha road……………………………………
2. Are there any plans to expand the road? If Yes describe to extent of the expansion project and
how it will address traffic congestion..?
………………………………………………………………………………………………………
……………………………………………………………………………………………………….
3. How does the Authority intend to address the street vending activities along the road during the
road expansion?
………………………………………………………………………………………………………
………………………………………………………………………………………………………
………………………………………………………………………………………………………
………………………………………………………………………………………………………
………………………………………………………………………………………………………
………………………………………………………………………………………………………
…………………………………………………………………………………………………….
4. One of the issues contributing to the traffic congestion is the road side parking activities by the
public transport vehicles. Does the Authority intends to construct a bus terminus or parking along
the road?
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5. Are there encroachment on the road corridor by the developers.?
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 UNIVERSITY OF NAIROBI

DEPARTMENT OF URBAN AND REGIONAL PLANNING

Contested Urban Street Space and Traffic Mobility Conflicts on Naivasha Road, Nairobi County

Declaration: The information provided in this questionnaire shall be strictly confidential

and it is meant for academic purpose only

Learning Institutions.
1. Does the street vending activities along Naivasha road and around the institution affects the
school learning activities?............................................................................................
2. I Yes How?
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3. Does the motorist and public transport activities affect the institution?.............................................
4. If Yes, how?
5. ………………………………………………………………………………………………………
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6. What are your proposals to address the issues brought about by the street vending and public
transportation activities around the school.

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 UNIVERSITY OF NAIROBI

DEPARTMENT OF URBAN AND REGIONAL PLANNING

Contested Urban Street Space and Traffic Mobility Conflicts on Naivasha Road, Nairobi County

Declaration: The information provided in this questionnaire shall be strictly confidential

and it is meant for academic purpose only

(d) Focused Group Discussion - INTERVIEW SCHEDULE

1. Is there a town management committee for the area?

2. What is the level of involvement of the county government in the management of the
business along the project road?
3. Does the vending activities along the road effect traffic movement?
4. What key facilities are missing along the project road?
5. Are street vendors organized in any way?
6. In your own opinion, what should be done to restore order in the study area?

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