Street Design Manual For Urban Areas in Kenya

STREET DESIGN
MANUAL FOR
URBAN AREAS
IN KENYA
MINISTRY OF TRANSPORT, INFRASTRUCTURE,

HOUSING, URBAN DEVELOPMENT, AND PUBLIC WORKS
APRIL 2019
This work is licensed under a Creative Commons Attribution 4.0 License.

Feel free to copy, distribute, and transmit, as long as you attribute the
work. Photos and graphics courtesy ITDP unless otherwise noted.
PREPARED BY
SUPPORT FROM
FOREWORD
Over a quarter of Kenya’s 50 million people
live in cities, and the urban population is
growing rapidly. By 2030, nearly half of Ken-
yans will live in urban areas. With this high
rate of urbanisation, many of our cities are
struggling to keep up with the demand for
transport services and infrastructure. Nairo-
bi and other urban areas are experiencing
increasing time lost in traffic, unacceptable
numbers of deaths from traffic crashes, poor
access to opportunities, and rising pollution.
Along with the influx of motorised transport in our cities, once walkable
places have been redesigned to prioritise personal motor vehicles. Yet
walking and public transport remain the dominant modes of transport in
Kenyan cities. In Nairobi, 40 percent of daily trips in Nairobi are accom-
plished by foot and another 40 percent are made through public trans-
port. As many cities around the globe have realised, the trend toward
car-centric city design undermines quality of life and character of public
spaces.
There is urgent need to start viewing streets as places where people walk,
cycle, talk, shop, and perform a myriad of social activities. Efficient mo-
bility and liveable streets are critical to the prosperity of Kenya’s cities.
My Ministry recognises that sustainable mobility will facilitate economic
activity, play a key role in climate change mitigation, and enhance access
to education, jobs, and health facilities. This manual aims to support the
design of beautiful, safe, walkable, and liveable streets. This manual is
intended for engineers, planners, urban designers, landscape architects,
and, most importantly, government officials and citizens who are inter-
ested in improving the quality of urban environments and the character
of streets in Kenyan cities.
Julius Korir, CBS

Principal Secretary
State Department for Infrastructure
Ministry of Transport, Infrastructure, Housing, Urban Development, and
Public Works
MOTIHUD | Street Design Manual for Kenyan Cities iii

CONTENTS
1. Introduction..............................................................................................................1
1.1. Policies and legislation................................................................................ 2
1.2. Institutional Structure................................................................................. 4
1.3. How to use the manual............................................................................... 5
2. Complete street design principles......................................................................7
2.1. Designing for safety.......................................................................................7
2.2. Designing for efficiency............................................................................. 10
2.3. Universal access...........................................................................................11
2.4. Gender sensitive design.............................................................................12
2.5. Modal hierarchy...........................................................................................12
3. Priority networks...................................................................................................15
3.1. Pedestrian network......................................................................................15
3.2. Cycling network........................................................................................... 16
3.3. Public transport network...........................................................................17
3.4. Motorist network........................................................................................ 18
4. Street elements.....................................................................................................21
4.1. Footpaths...................................................................................................... 24
4.2. Crossings....................................................................................................... 28
4.4. Cycle tracks................................................................................................... 32
4.5. Carriageway.................................................................................................. 34
4.6. Bus rapid transit......................................................................................... 36
4.7. Bus stops.......................................................................................................40
4.8. Landscaping................................................................................................. 42
4.9. Vending......................................................................................................... 44
4.10. Street lighting............................................................................................ 46
4.11. Street furniture..........................................................................................48
4.12. Storm water................................................................................................ 50
4.13. Service lanes.............................................................................................. 52
4.14. On-street parking...................................................................................... 54
4.15. Utilities........................................................................................................ 56
iv MOTIHUD | Street Design Manual for Kenyan Cities

5. Street templates................................................................................................... 59
6. Intersections...........................................................................................................77
6.1. Turning radius...............................................................................................77
6.2. Crosswalks.................................................................................................... 78
6.3. Left turn pockets........................................................................................ 78
6.4. Refuge islands and medians................................................................... 79
6.5. Bollards......................................................................................................... 79
6.6. Bicycle boxes...............................................................................................80
6.7. Queuing space............................................................................................. 81
6.8. Roundabouts............................................................................................... 81
7. Design process...................................................................................................... 87
7.1. Data collection ............................................................................................ 87
7.2. Conceptual designs.................................................................................... 92
7.3. Design review............................................................................................... 93
7.4. Final designs................................................................................................ 94
7.5. Tender documentation ............................................................................. 94
8. Design checklist.................................................................................................... 96
9. Definitions.............................................................................................................. 97
10. Symbols................................................................................................................ 99
MOTIHUD | Street Design Manual for Kenyan Cities v

1. INTRODUCTION
In any urban setting, streets play a critical role in enabling residents
to move from one part of the city to the next, meet, conduct business,
socialise, and relax. The design of streets, therefore, has a large impact
on quality of life.
Most African cities have experienced a surge in motor vehicle owner-
ship over recent years. This has resulted in traffic congestion, air pollu-
tion, and a deteriorating urban environment. As many cities attempt to
accommodate the increasing motorised traffic, more and more of the
public realm is taken up by vehicles, leaving little or no space for the
social and economic activities that enable cities to thrive. With Kenya’s
urban population projected to reach 23 million by 2030, connectivity to
education, employment, and social opportunities is fundamental to the
development of the country. Kenya must start providing the required
urban transport facilities and services to enable the citizens to access
opportunities safely and efficiently.
To address these issues, the Ministry of Transport, Infrastructure, Hous-
ing, Urban Development, and Public Works (MOTIHUD) in partnership
with the Global Road Safety Fund (GRSF) and Institute for Transporta-
tion and Development Policy (ITDP) is preparing this manual for street
Figure 1. Walking and public transport are the dominant forms of mobility
in Kenyan cities.
MOTIHUD | Street Design Manual for Kenyan Cities 1

design in urban areas in Kenya. The design manual seeks to mainstream
best practice street designs that include sustainable modes of transport
and improve safety for vulnerable road users—particularly pedestrians
and cyclists. Besides reducing the risk of death and serious injury, more
inclusive, safer urban road designs will yield significant co-benefits. Im-
proved mobility for majority road users will not only improve road safety
but also enhance access to jobs and opportunities, lower demand for
travel by motorised vehicles, and reduced air pollution.
The development of the Street Design Manual for Urban Areas in Kenya is
guided by the Bill of Rights of the Constitution of Kenya, Article 39, which
guarantees all Kenyan citizens the right of movement. Providing equita-
ble and universal access is in line with the provisions of Article 27, which
guarantees “equality and freedom from discrimination.” Kenya’s Vision
2030 provides the appropriate base for the formulation of the standards
as it targets to transform Kenya into a newly “industrialized middle-in-
come country providing a high quality of life to all its citizens by 2030.”
The Integrated National Transport Policy for Kenya recognises the impor-
tant role of non-motorised transport (NMT) and public transport in re-
sponding to mobility needs for low-income groups and promoting quality
of life and general well-being for the citizenry. The Policy emphasises
the need to integrate NMT into the planning, design, development, and
implementation of road infrastructure. The policy further aims at devel-
oping efficient, sustainable, and professionally operated public transport
seamlessly integrated with NMT and land use planning.
1.1. POLICIES AND LEGISLATION

The desire for safe, attractive and vibrant streets is reflected in a range of
existing transport, planning, and environmental policies and acts. These
policies advocate for the creation of street spaces that persons for all
ages and abilities can enjoy together.
Constitution of Kenya (CoK) of 2010: Establishes the devolved system of
governance and the formation of county governments with departments
for roads and transport that are responsible for the planning, develop-
ment and maintenance of county roads, street lighting, traffic, and park-
ing. The Constitution mandates the national government with construc-
tion and operation of national trunk roads and formulating standards for
construction and maintenance of county roads. The Constitution guaran-
tees all citizens the right to freedom of movement under article 39(1) and
the right to a clean and healthy environment under article 42. All public
offices are mandated to respond to the needs of vulnerable members of
the society, including women, aged, children, persons with disabilities,
and minority/marginalised communities.
Integrated National Transport Policy of 2009: Notes that urban areas,
especially Nairobi, Mombasa, Nakuru, Kisumu, and Eldoret, are charac-
2 MOTIHUD | Street Design Manual for Kenyan Cities

terised by an inadequate supply of public transport and stiff competition
for limited road space among motorists, pedestrians and cyclists. The
policy proposes strict parking policies, access restrictions for private
cars, and road pricing in order to enhance traffic demand management.
The policy notes the inadequacy of NMT infrastructure and emphasises
the need to provide appropriate basic road infrastructure, including walk-
ways, pedestrian crossing, and other facilities for NMT users.
Nairobi City County NMT Policy of 2015: Calls for road designs that adhere
to complete street principles incorporating “dignified space” for NMT
users, including continuous footpaths and dedicated cycle tracks. Street
designs should be based on a user hierarchy that prioritises NMT first
and cars second. It calls for the adoption of an urban street design man-
ual.
National Urban Development Policy (Draft of 2013): Recognises that walk-
ing and cycling receive inadequate attention despite being key modes of
urban transport. The policy calls for strategies and standards that place
emphasis on safe, quality mass transport; pedestrian and cycling facili-
ties; and well-designed public spaces in urban areas.
Physical Planning Handbook of 2002: Provides guidelines and minimum
standards for physical planning, including planning for transport in-
frastructure. The handbook calls for dedicated pedestrian and bicycle
facilities and adequate landscaping.
Kenya Roads Board Act of 1999 (Revised Edition 2012): Provides for the
establishment of the Kenya Roads Board, an agency tasked with distrib-
uting revenues from fuel levies for use in road maintenance.
Kenya Road Act of 2007: Provides for classification, management, con-
struction and maintenance of public roads in Kenya and establishes
KeNHA, KURA, and KeRRA and stipulates their functions.
Physical Planning Act (Cap 286) of 1996 (Revised Edition 2012 [2010]): Pro-
vides for the preparation and implementation of physical development
plans, including provisions for new roads, streets, or rights-of-way, sub-
ject to the approval and to the provisions of the Public Roads and Roads
of Access Act (Cap. 399), and the Street Adoption Act (Cap. 406).
Environmental Management and Coordination Act (EMCA) of 1999: Estab-
lishes the National Environment Management Authority (NEMA) and legal
framework for the management of the environment and lists all major
roads among projects to undergo environmental impact assessment
before construction.
Urban Areas and Cities Act of 2011 (Revised Edition 2012): Provides for the
classification, governance, and management of urban areas and cities;
the criteria of establishing urban areas and the principle of governance
and participation of residents. Parking, traffic control, public transport,
and street lighting are listed as requirements for classification of an area

to be a city or a municipality; and street lighting for a town.
Traffic Act of 1953 (Revised Edition 2015 [2013]): Consolidates the laws
relating to traffic on the roads. It states the penalties for driving vehicles
at speeds greater than 50km/h on any road within the boundaries of any
urban area. Highway authorities are directed to erect and maintain traffic
signs and speed limiting road design features. The highway authority is
also tasked with ensuring that traffic routes in the vicinity of educational
institutions are equipped with safe NMT features. This Act also prohibits
driving on pedestrian walkway.
Street Adoption Act of 1963 (Revised Edition 2012 [1984]): Regulates the
construction, improvement, and adoption of certain local authorities of
streets of a satisfactory standard. The Act directs persons intending to lay
out, form, construct, widen, extend or alter an unadopted street on the
necessary requirements including footpaths, the carriageway, utilities,
and landscaping.
Draft National Road Safety Action Plan, 2015-2020: Developed in accord-
ance with the United Nations’ Decade of Action for Road Safety of 2011,
which aims to save lives by building road safety management capacity,
improving the safety of road infrastructure and vehicles, improving post-
crash response, and enhancing the behaviour of road users.
Highway Code. The Highway Code offers guidelines on the use of roads by
pedestrians, cyclists and motorists. The Code directs pedestrians to cross
the road at designated locations. It prohibits them from walking on the
carriageway. Cyclists are advised to wear helmets and reflective clothing.
The code directs all users to obey traffic signs and signals.
1.2. INSTITUTIONAL STRUCTURE

Urban areas must overcome institutional barriers to achieve high-quality
street environments. These challenges range from a lack of political will
supporting complete streets to the need for better coordination among
the multiple agencies responsible for different aspects of street design.
Uncertainty regarding who is responsible for the construction of street
facilities hampers the development of a consistent NMT network. Re-
sponsibilities over the planning, design, management, and maintenance
of streets is split between multiple agencies and levels of government.
The Ministry of Transport, Infrastructure, Housing, Urban Development,
and Public Works (MOTIHUD) is responsible for overall transport policy.
The three road authorities, namely the Kenya National Highways Author-
ity (KeNHA), Kenya Urban Roads Authority (KURA), and Kenya Rural Roads
Authority (KeRRA) ,are responsible for the management, development,
rehabilitation and maintenance of roads in the country, as stipulated by
Kenya Roads Act, 2007. The Kenya Roads Board (KRB) oversees the road
network and coordinates its development, rehabilitation, and mainte-
nance by administering the Fuel Levy.
The LAPSSET Corridor Development Authority (LCDA), established in 2013

through the Presidential Order Kenya Gazette Supplement No. 51, Legal
Notice No. 58, plans, coordinates, manages and fosters transport linkage
between Kenya, South Sudan, and Ethiopia. The National Construction
Authority (NCA) regulates the construction industry and coordinates its
development which includes but not limited to registering and classify-
ing road contractors. The Fourth Schedule of the Constitution of Kenya
assigns fourteen functions to the county governments in Kenya, one of
them being county transport, including construction and maintenance of
county roads (classes D, E, and unclassified roads), street lighting, traffic
management, parking, and public road transport.
The National Transport and Safety Authority (NTSA) was established
through Act Number 33 in 2012, representing a major step toward ensur-
ing greater safety for road users. NTSA's functions include harmonising
the operations of road transport departments and effective management
the road transport sub-sector in order to minimise loss of lives through
road crashes. The authority is mandated to formulate and implement the
National Road Safety Action Plan. The Kenya Police, Traffic Department is
charged with ensuring the free flow of traffic; the prevention and inves-
tigation of crashes; the enforcement of laws, rules, and regulations; and
initiation of road safety sensitisation programmes to the public. Thus,
multiple agencies have a role to play in managing the road environment.
1.3. HOW TO USE THE MANUAL

This manual offers guidance on the design of urban streets. For material
specifications, drainage design, and construction techniques, users are
advised to refer to the accompanying manuals. Following is a list of the
available guidance documents:
• Road Design Manual Part I: Geometric Design of Rural Roads, 1979
• Road Design Manual Part II: Street Design Manual for Urban Areas in
Kenya (this manual)
• Road Design Manual Part III: Materials and Pavement Design for new
Roads, 1987
• Part V: Pavement Rehabilitation and Overlay Design, 1988
• Part IV: Bridge Design, 1993
• Manual on Traffic Control Devices: Part I: Road Marking, 1972; Part II:
Traffic signs in Kenya, 1975; and Part III: Traffic signals (never published)
• Standard Drainage Structures Manual: Part 1: Standard small span con-
crete bridges, 1987 and Part 2: Standard concrete box culverts, 1987
• Standard specifications for Road and Bridge Construction, 1986
• Road Maintenance Manual, 2004
• R2000 operations manuals

2. COMPLETE STREET
DESIGN PRINCIPLES
Streets rank amongst the most valuable assets in any city. They not only
ensure residents’ mobility, allowing them to travel from one place to an-
other, but also are a place for people to meet, interact, do business, and
have fun. Streets make a city liveable. They foster social and economic
bonds, bringing people together. Decisions about how to allocate and
design street space have a tremendous impact on quality of life. Effective
street designs ensure safety for all users, particularly pedestrians and
cyclists, and facilitate efficient use of road space
2.1. DESIGNING FOR SAFETY

Safe street design also aims to encourage moderate vehicle speeds.
Street designs that reduce motor vehicle speeds can significantly im-
prove pedestrian safety since the likelihood of pedestrian death in a
traffic collision increases dramatically when motor vehicle speeds rise
above 30 km/h. A pedestrian has a 90 per cent chance of surviving being
hit by a car travelling less than 30 km/h, but only a 50 per cent chance of
surviving impacts at 45 km/h.1
1 WHO (2013). Pedestrian Safety: A Road Safety Manual for Decision-Makers and Practitioners.
IMAGE SOURCE: CHESTER CHELLMAN.
Figure 2. Speed reduction is critical for safe pedestrian environments

because the chance of pedestrian death in a collision increases dramati-
cally when vehicle speeds exceed 30 km/h.

20 km/h 30 km/h
40 km/h 50 km/h
Figure 3. As the speed of a motor vehicle increases, the field of vision narrows, making it harder for
the driver to respond to sudden incidents—such as a child running into the street.
In addition to the risks associated with collisions, high speed also reduc-
es the driver’s field of view, thus affecting the driver’s ability to respond
to changing conditions in the roadway. At speeds below 30 km/h, it is
much easier for drivers to see their surrounding and detect any potential
conflicts with pedestrians, cyclists, or other motor vehicles. Slower vehi-
cles also create a feeling of safety for pedestrians.
The physical design of streets and the provision of sidewalks, crossings,
and other infrastructure is crucial to managing motor vehicle speeds and
creating a safe walking and cycling environment. Accommodating NMT
modes safely involves the following basic techniques:
• Systematic traffic calming on smaller streets to reduce motor vehicle
speeds and provide safe places for the mixing of pedestrians and other
modes. Shared lanes are safe for pedestrians, cyclists, and motor ve-
hicles to travel together if speeds are restricted to 15 km/h. For speeds
up to 30 km/h, separate footpaths should be provided but cyclists can
travel in the carriageway.
• Pedestrian and cycle infrastructure that is physically separated from

motor vehicle traffic on larger streets, paired with traffic calming or
traffic control to facilitate safe crossings. Pedestrian footpaths should
provide clear space for walking, with other elements positioned in a
strategic manner. Similarly, dedicated cycle tracks should be provided,
separate from the mixed traffic carriageway. Speeds limits of up to 50
km/h are appropriate for urban streets.
• Appropriately designed motor vehicle lanes. The design of the car-
riageway should reflect the speed limit. Carriageway lanes should be
50
restricted to a width of 3.25 m per lane on arterial streets.
Street typology
30
Speed limit for
motor vehicles Sample cross section
Local streets with shared

space. At speeds of up to
15 km/h, motor vehicles, 15
pedestrians, and cyclists can
safely mix. Traffic calming is
needed to minimise vehicle
speeds
50 Shared lane
Local and collector streets.
30
Streets with speeds of 30
km/h require separate
footpaths. With traffic
calming, cyclists can share
the carriageway with mixed
traffic.
15 Footpath Carriageway
Arterial streets. Streets
50
with speed limits of 40-50
km/h require physically
separated cycle tracks and
footpaths. Traffic calming or
signalisation is required at
pedestrian crossings.
30 Footpath Carriageway Cycle
track
15
Figure 4. Smaller streets can function as shared spaces where pedestrians walk together with
slow-moving vehicles. On larger streets with heavy vehicles and faster speeds, separate space for
pedestrians and cycles is needed.

2.2. DESIGNING FOR EFFICIENCY
Streets are often designed to maximise the amount of space for motor
vehicle movement. Yet vehicle movement and mobility are not one and
the same. Mobility is about getting people to where they want to go,
efficiently, conveniently, and safely. Mobility can be provided through
high-quality, high-capacity public transport, which does not necessarily
mean moving large numbers of vehicles.
While a road widening, flyover, or elevated highway may reduce conges-
tion temporarily, the improvement is usually short-lived. The reason is
simple: expanding the available road space initially increases speed and
comfort and thereby encourages people to travel more often and take
longer trips in private motor vehicles. More and more users take to the
route until the wider road returns to its original level of congestion—but
with significantly more vehicles stuck in traffic.
The government in turn may feel pressure to widen the road once again,
but it is not possible to solve traffic jams by building larger and larger
roads indefinitely. In fact, no city in the world has solved its mobility
crisis by simply building more roads. On the contrary, some of the cities
with the most elaborate road networks also have the worst congestion.
The only viable long-term solution for ensuring mobility is to build high
quality facilities for public transport and non-motorised transport. These
modes can carry large numbers of passengers without an exponential
increase in road space requirements. In most cases, an appropriate solu-
tion is bus rapid transit (BRT). A single BRT lane with articulated buses
can carry 14,000 passengers per hour per direction (pphpd), and if pass-
Figure 5. To maximise person-carrying capacity, streets should incorpo-

rate dedicated space for public transport and NMT.

ing lanes are added at stations, the capacity increases to 45,000 pphpd.
The same lane can carry 800 cars per hour—only 1,200 to 1,600 persons at
typical occupancy rates—assuming that the lane receives one half of the
signal time at intersections.
There are solutions to traffic congestion too. The key to reducing conges-
tion is lowering the number of vehicles on streets rather than increasing
street widths to accommodate an ever-growing number of vehicles. This
can be done through various means, including parking fees, congestion
pricing, and other travel demand management tools. At a larger scale,
compact, walkable transit-oriented development is the key to reducing
congestion by keeping trip lengths short.
2.3. UNIVERSAL ACCESS

Universal access is the concept of designing transport services and
environments that as many people as possible can use, regardless of
age or ability. Streets designed according to universal access principles
accommodate assistive devices for particular groups of persons with
disabilities.
Article 54 of the Constitution of Kenya recognises the needs of persons
with disabilities, stating that persons with disabilities are entitled to
reasonable access to places and transport services. The Persons with
Disabilities Act of 2003 further entitles persons with disabilities “to a
barrier-free and disability-friendly environment to enable them to have
access to buildings, roads and other social amenities.”
Figure 6. Per the Constitution of Kenya, persons with disabilities are enti-
tled to reasonable access to places.

In order to ensure that persons with disabilities can make complete
journeys, needs should be accommodated in each step of the transport
chain, from origin to destination. Accessibility to transport is only as
strong as its weakest link, so inclusive design must cover public passage,
public transport stop and boarding, vehicle interiors, alighting, and pas-
sage to the final destination.
An accessible environment has ample, well connected pedestrian facil-
ities with unobstructed space for movement, consistent pavement surfac-
es, appropriately sloped ramps, and safe pedestrian crossings. Multiple
elements of the streetscape must be designed in an integrated manner in
order for the space to work. People with small children, people carrying
heavy shopping or luggage, people with temporary accident injuries and
older people can all benefit from an inclusive transport environment.
2.4. GENDER SENSITIVE DESIGN

Until recently, transport planning has tended to take a “one-size-fits-
all” approach, assuming that men and women will benefit equally from
improvements in transport services. In reality, women and men have
different expectations from a transport system and different perceptions
of security. Thus, transport politicies and plans need to respond to these
differences. An integrated and safe transport system provides access to
education, work, health care, cultural, and other important activities that
are crucial to women’s participation in the society. Of particular concern
in the context of street design is the level of safety and security that fe-
male users experience. Inclusive designs help to improve the experiences
of women and girls, making it easy to walk, cycle, or use public transport.
2.5. MODAL HIERARCHY

To promote safe, efficient designs, this manual uses modal hierarchies to
inform design and operation decisions. The main modes include pe-
destrians, bicycles, public transport, personal vehicles, and freight. The
default hierarchy for this manual is pedestrian > bicycle > public trans-
port > freight > personal vehicles > personal vehicle parking, as shown on
the next pagfe.

Figure 7. To encourage the design of safe and efficient streets, this
manual prioritises pedestrians, cyclists, and public transport in the user
hierarchy.

3. PRIORITY NETWORKS
Urban zones must focus on redesigning streets with priority to pedes-
trian and bicycle networks. Walking and cycling represent the plurality
of trips in Kenyan cities, and public transport trips also start and end
on foot. Similarly, cities require high-quality public transport to serve
longer trips. Streets designs need to facilitate NMT and public transport
access in order to ensure that these modes are safe, comfortable, and
convenient. The design of specific street segments must consider these
larger networks in order to ensure that the designs for individual street
segments add up to a coherent network at the metropolitan level.
3.1. PEDESTRIAN NETWORK

Walking is key to urban life because it is a healthy and pollution-free
form of mobility and recreation. Pedestrian networks must have a com-
plete, publicly accessible walkways where all destinations are connected
to each other and are protected from vehicle traffic.
Interconnected walking networks with short block lengths allow for short
and direct routes through neighbourhoods. In general, blocks should be
no larger than 100 m on a side. Such networks offer multiple routes to
various destinations and make it convenient to walk and cycle to com-
plete one’s daily commute and other errands. Frequent intersections con-
tribute to slower vehicles speeds and greater pedestrian safety.
In areas where large blocks exist, redevelopment provides an opportunity
to correct past mistakes. Large blocks can be broken up to create a finer
Figure 8. A fine-grained network of streets improves access for pedestri-

ans and cyclists. The blue lines represent pedestrians and cyclist access
to the core of each urban block. The orange lines indicate vehicle access.

grained pedestrian grid. Prioritised connectivity creates finer grained
networks for walking, including pedestrian-only streets.
To support the permeability of the pedestrian network, street designs
should provide pedestrian crossings at existing or expected desire lines,
such as at a bus stop, school, or cross street. Crossings should always be
at grade, except in instances where they cross limited-access highways or
natural feature such as rivers. People generally can easily cross a street
with up to two lanes, low vehicle volumes, and slower speeds (i.e., less
than 30 km/h). If a street has two or more lanes per direction, higher
volumes, and faster speeds, crossings are generally made safer through
traffic calming, traffic control, and median refuge islands.
3.2. CYCLING NETWORK

For cycling to be safe and comfortable, major streets require cycle tracks
that are physically separated from mixed traffic. Dedicated facilities are
needed to encourage cycling among people of all ages and abilities.
The cycling network should offer a dense set of routes serving all city ar-
eas and key destinations through the shortest possible routes. Specifical-
ly, all residents should be able to access a dedicated cycle facilities near
their homes. The cycle network also should be integrated with public
transport systems and pedestrian priority areas. Signage can help assist
cyclists in navigating through the network. Secure cycle parking should
be available at destinations.
Cities are encouraged to develop cycle network plans to inform the street
design process. Where network plans are still under preparation, street
Figure 9. A cycle network plan for Kisumu indicates streets that should incorporate cycle tracks.

Figure 10. Street design projects should take into account planned mass rapid transit corridors.
designers should incorporate cycle tracks on streets with motor vehicle

speeds over 30 km/h.
3.3. PUBLIC TRANSPORT NETWORK

Public transport can move large numbers of people quickly and effi-
ciently in urban areas. An effective public transport network should
offer dedicated right-of-way services such as bus rapid transit (BRT) on
high-demand corridors combined with a widespread network of local
routes providing service across the metropolitan area. It is essential that
street designs incorporate provision for public transport in order to avoid
the need for costly retrofits.
In Nairobi, MOTIHUD's 2014 Mass Rapid Transit Harmonisation Plan de-
fines an integrated network of BRT and commuter rail services. Any street
design project on a corridor earmarked for BRT should incorporate full
provision for BRT infrastructure, including dedicated bus lanes, stations,
passing lanes, medians, passenger access, and intersection priority.
In Nairobi, Mombasa, and Kisumu, existing matatu routes have been

KIAMBU ROAD
GITHUNGURI
THIKA TOWN
NAIROBI MATATU ROUTES
120
LIMURU BOMA ROAD
9
11
23
Outbound Inbound
6
Route
To City Center 48B
K
36 33
From City Center
IA
RUIRU KAMITI ROAD
M
RUIRU TOWN
B
U
R
O
Stop Terminus City Center Junction
A
NDUMBERI
D
BYPASS
12
7D
Kiambu Muthurwa Mwiki
0
5 Dagoretti
14
10
12
1
A line
K line
F line
100 17B 2
Githunuri Komarocks Kaberia
LIM
BANANA TERMINUS KIAMBU KAHAWA WEST KENYATTA UNIVERSITY

U
R
5 19C
U
14 120 4W
10
R
44
O
Jacaranda
6
45 Ndumberi
A
Kikuyu
11
D
6
5
34B
11
121 102
Mwiki Kayole Kawangware
GITHURAI
B line
L line
CAR WASH/ 17B 1960
RUAKA ZIMMERMAN ESTATE Baba Ndogo
46
KARURA KWAHERI NORTHERN BYPASS Kayole
5 Yaya
14
107 116 107D 107D
45 25 1961C
Lucky Summer
46
Caltex Kayole Othaya
100 120 121

ROYSAMBU/
WANGIGE
M line
KASARANI 25A 1961CK 48
44 Mathare N Fedha Estate
GASOLINA/ Lavington
B
GICHAGI REDHILL ROAD 17 17
G line
5 B 29/30 33F
REDHILL 14 48A
108 Ngumba
49 Pipeline Jogoo
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KNH NYAYO 10 Kariobangi S 125 116

1
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69 110AK City Stadium Nyayo
125 126
*44 lines also to Mwiki, Sunton,Zimmerman,and Githurai 405

NAIROBI NATIONAL PARK
**33 lines also to Fedha, Imara Daima, Highway, South ***36 line also to Kariobangi Roundabout
Data developed through a research collaboration between the Civic Data Design Lab, MIT; Center for Sustainable
M
O Urban Development, Columbia University; School of Computing and Informatics, University of Nairobi; Groupshot.
M
ONGATA B
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Research funded by the Rockefeller Foundation.
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Data Collected by:

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University of Nairobi School of Computing and Informatics

A
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Paper Maps Illustrated by:

A
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ATHIRIVER Wenfei Xu and Sarah Williams (Civic Data Design Lab)

FOR FEEDBACK & MORE INFORMATION:
11 110ATH http://www.digitalmatatus.com
Beta Release : Created January 23, 2014
K
0
A
KISERIAN
K
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KITENGELA
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11
Figure 11. The Digital Matatu map for Nairobi can inform the placement of bus stops, shelters, and
pedestrian crossings.
mapped using global positioning system (GPS) technology. Other cities

are in the process of mapping local routes. On corridors with matatu
services, street designs should provide for convenient public transport
access through shelters, signage, and safe pedestrian crossings.
3.4. MOTORIST NETWORK

The motorist network should provide access to the urban area while
ensuring safety and efficient movement for pedestrians, cyclists, and
public transport. A well-connected motor vehicle network can reduce
bottlenecks and congestion while managing vehicle speeds through the
provision of frequent intersections.
Motor vehicle speeds must be managed carefully to ensure safety for
other road users. The following measures can help encourage moderate
travel speeds for personal motor vehicles:
• Carriageway designs with lane widths of 3.25 m or less for multi-lane
carriageways.
• Speed restrictions, including 30 km/h zones near schools, incorporat-
ing physical traffic calming measures.
• Car-free zones along important city centre streets.

• Traffic cells that restrict through traffic passing through local streets.
As discussed above, specific measures are needed to manage the overall
use of personal motor vehicles. The following travel demand manage-
ment measures are recommended:
• On-street parking management systems incorporating IT-based pay-
ment, enforcement, and monitoring.
• Congestion charging systems.
• Road user tolls.
• Reduction in the supply of off-street parking spaces in development
projects, particularly in proximity to mass rapid transit stations.
These measures should seek to cap the overall vehicle kilometres trav-
elled by personal motor vehicles and to limit the mode share of personal
motor vehicles to 20 percent of trips or less.

4. STREET ELEMENTS
This manual defines sixteen street design elements as the street compo-
nents that accommodate or serve specific functions. For example, a foot-
path supports pedestrian movement, and street lights improve safety.
The figure below shows all sixteen elements.
Street design elements demand detailed planning and need to be cus-
tomised to fit the local context. Getting the elements in the right propor-
tion and location is challenging because all elements interact with one
another. For example, utility-oriented elements lie mainly underground,
but when they surface in the form of utility boxes and manhole covers,
they can impact the usability of elements such as footpaths and cycle
tracks.
Footpath
Cycle track
Carriageway
Bus rapid transit
Medians
Landscaping
Street lighting
On-street parking
Street furniture
Storm water
Traffic calming
Utilities
Bus stops
Service lane
Pedestrian crossing
Street vending

Footpaths
should remain
at the same
Dedicated
level across
space should
driveways.
be provided
Space for
for trees and
vendors can
utilities in the
be given in the
furniture zone.
furniture zone
or on bulbouts
in the parking
lane.
Bus stops should be

located in a way that
allows for a minimum
2 m of walking space
around the shelter.
Figure 12. Well planned streets provide continuous space for walking. They also support other ac-
tivities such as street vending, waiting at bus stops, and vehicle movement without compromising
pedestrian mobility.

Footpaths should have
a minimum clear width
of 2 m and should be
at a height of not more
than 150 mm above the
carriageway.
Physically designated
parking bays make
it easier to enforce An adequately sized
parking rules. carriageway (i.e., 6.5 m or
less for two lanes) allows for
vehicle movement at moderate
Bulbouts at pedestrian speeds of 50 km/h or less.
crossings reduce the walking
distance across the carriageway.
Pedestrian crossings should be located wherever there

is a concentrated need for people to cross the street
(e.g., at a bus stop or an entrance to a shopping mall).
In dense areas, crossings can be spaced at regular
intervals (i.e., at least every 100 m). Crossings should be
raised above the road surface

4.1. FOOTPATHS
Good footpaths promote safe and comfortable pedestrian mobility. As
the primary public space in a city, they should be accessible to all users,
regardless of age, gender, or special needs.
Comfort, continuity, and safety are the governing criteria for the design
and construction of pedestrian facilities. For this reason, the footpaths
are divided into three main zones: the frontage zone, the pedestrian zone,
and the furniture zone. The pedestrian zone provides continuous space
for walking and should be clear of any obstructions.
DESIGN CRITERIA
ff Minimum clear width of 2 m. For areas with high pedestrian
volumes, wider footpaths should be provided
ff Elevation over the carriageway of +150 mm
ff Constant height at property entrances
ff Continuous shade through tree cover
ff No railings or barriers
ff Ramp slopes are no steeper than 1:12
ff Cross slope of 1:50
ff Tactile pavers for people with visual impairments
Frontage zone. Pedestrian zone. Furniture zone.

Provides a buffer Offers continuous Contains trees,
between street- clear space for street lights,
side activities and walking. The clear benches, utility
the pedestrian width must be boxes, and
zone. entirely free of other potential
obstructions. obstructions.
Figure 13. Footpaths have distinct zones that serve separate purposes.

Furniture
Frontage zone
zone
Pedestrian zone
Figure 14. Footpaths designed per the zoning system provide uninterrupted walking space for
pedestrians. The pedestrian zone should have at least 2 m of clear space.
Residential zone: 3 m Commercial zone: 4 m
Frontage Pedestrian Furniture zone Frontage zone Pedestrian zone Furniture zone
zone zone ≥ 0.5 m ≥ 1.0 m ≥ 2.0 m ≥ 1.0 m
≥ 0.5 m ≥ 2.0 m
High-intensity commercial zone: 7 m
Figure 15. The smallest well functioning

footpath has a width of 3 m, including 2
m of clear space. Wider footpaths are rec-
ommended in areas with large pedestrian Frontage zone Pedestrian zone Furniture zone
volumes. ≥ 1.5 m ≥ 4.0 m ≥ 1.5 m

✘
✔
Figure 18. Footpaths should be raised +150 mm above the carriageway to prevent the accumulation
of storm water and debris. A cross slope of 1:50 is required.
Figure 17. Bollards should be installed to prevent vehicles from parking on footpaths, with spacing
of 0.9 m between at least one set of bollards to allow wheelchairs to pass.
Slope =
1:12
Slope = 1:12
Figure 16. Where footpaths are ramped down to the level of the carriageway, the maximum ramp
slope is 1:12.

✘ Ending the footpath with abrupt curbs ✘ Lowering the entire footpath to the
renders the footpath inaccessible for many level of the carriageway is unacceptable
pedestrians. as property entrances may become
waterlogged.
Figure 19. Footpaths should remain at

the same level at property entrances
and small side streets, with ramps for
vehicles, in order to improve conven- ✔ Where required to provide the access to
ience for pedestrians and maintain private properties, vehicle ramps should be
universal access. provided in the furniture zone.
≥ 2.0 m
clear width
Slope = 1:5
✔ Figure 20. Footpaths that maintain a constant level through property entrances are convenient
for pedestrians to use. Vehicles use a ramp, helping to reduce speeds.

4.2. CROSSINGS
Good crossings allow pedestrians and cyclists to cross busy streets safely
and conveniently. A formal pedestrian crossing should be located wher-
ever there is a concentrated need for people to cross the street (e.g., at
a bus stop, at an entrance to a shopping mall, or where a path intersects
the street). In bus commercial areas, crossings should be spaced at more
frequent intervals.
At-grade crossings are superior to pedestrian foot overbridges or tunnels.
Pedestrians dislike having to climb a stairway in order to cross the street,
so they are likely to avoid it and will cross at-grade as they please. This
preference makes costly overbridges and tunnels an unwise use of limit-
ed resources.
DESIGN CRITERIA
ff Located at pedestrian desire lines
ff Signalised or raised to the level of the footpath to calm traffic.
Footbridges and subways are to be avoided
ff For tabletop crossings, a height of +150 mm above the car-
riageway and ramps for vehicles with a slope of at least 1:10 to
reduce vehicle speeds to 20 km/h
ff Width of 3 m or equivalent to the adjacent footpath, whichever
is larger
ff Bulb-outs in parking lanes to reduce the crossing distance
Accessibility. The entire crossing should be accessible

to persons with disabilities.
Height. Unsignalised crosswalks should be elevated to

the level of the adjacent footpath (i.e., 150 mm).
Ramp slope. Motor vehicle ramps are designed with a

slope of 1:10.
Width. Crossings should be as wide as the adjacent

footpath and never narrower than 3 m.
Crossing distance. Pedestrians must be given the

shortest possible direct route to cross the street.
The bulbout into the parking lane helps reduce the
crossing distance.

✔ Figure 22. Pedestrian crossings should be direct and should offer universal access.
✔ Figure 21. Raised crossings compel vehicles to reduce their speeds, thereby increasing pedes-
trian safety.

4.3. BEST TO AVOID:
FOOTBRIDGES & SUBWAYS
In an attempt to increase motor vehicle speeds, at-grade pedestrian
crossings are frequently replaced by foot overbridges or subways. Since
these facilities are inaccessible to many people, they should be avoided
as much as possible. Grade-separated pedestrian crossings have numer-
ous drawbacks:
• Increase in travel time. Footbridges lead to circuitous walking routes
that typically increase travel distances and times, thereby discourag-
ing walking. Pedestrians typically seek out short, direct routes to their
destinations.
• Lack of universal access. Footbridges are often inaccessible and in-
crease barriers to persons with disabilities, people carrying luggage,
and parents with strollers. Extensive ramping may be installed to ac-
commodate wheelchairs and bicyclists, but long crossing distances and
steep slopes still discourage use.
• Obstructions on footpaths. Due to land constraints, footbridges can
sometimes block footpaths. In order to accommodate both footbridges
and footpaths, there might be need to acquire land outside the public
right-of-way (ROW), which can be expensive.
• Prohibitive cost. Footbridges cost upwards of twenty times as much as
at-grade crossings.
• Harassment and other crimes. The walking environment in grade sep-
arated facilities is generally poor and potentially unsafe with regard to
sexual assault and other crimes, especially during night-time hours,
since the facilities are by definition removed from street-level activity
and the security it provides.
• Increased vehicle speeds. Grade separation also tends to increase mo-
tor vehicle speeds, further degrading the overall walking environment
in the vicinity of the footbridge, especially for those who cross at grade.

✘ Figure 23. Foot overbridges often obstruct footpaths and cycle tracks, making them completely
inaccessible.
✘ Figure 24. Footbridges often represent a wasted investment. When presented with a choice,
pedestrians prefer to cross at street level.

4.4. CYCLE TRACKS
On streets with faster speeds, cycle tracks can reduce conflicts between cy-
cles and motor vehicles. Cycle tracks make it possible for even novice users
to opt for cycling. Efficient cycle tracks are safe, convenient, continuous, and
direct.
DESIGN CRITERIA
ff Positioned between the footpath and carriageway
ff A minimum width of 2 m for one-way movement, and 2.5 m for
two-way movement
ff Elevated +150 mm above the carriageway
ff Physically separated from the carriageway—as distinguished from
painted cycle lanes, which offer little protection to cyclists. The
buffer should be at least 0.5 m wide and should be paved if it is
adjacent to a parking lane.
ff One bollard placed in the middle of the cycle track, to allow for
cyclists to pass on either side
ff A smooth surface material—asphalt or concrete. Paver blocks are
to be avoided
✔ Figure 25. This cycle track is physically separated from the carriageway and is wide enough for
cyclists to overtake one another.

Figure 26. For one-way movement, cycle tracks should have a width of 2 m plus a 0.5 m buffer next
to the carriageway. The width should be increased to 2.5 m for two-way movement.
150 mm
✔
Figure 27. Cycle tracks should be elevated above the carriageway to allow for storm water runoff
and prevent the accumulation of debris.

4.5. CARRIAGEWAY
When carriageways become congested, they can no longer fulfil their role
of providing for vehicle mobility. This can be addressed through road
pricing and traffic demand management measures to reduce the number
of vehicles on the street. These measures reduce congestion, thereby
improving conditions for the remaining users.
Street space should be allocated to the carriageway after adequate usa-
ble space has been reserved for walking, cycling, trees, public transport
(including BRT if the street falls on the city's rapid transit network), and
street vending. Otherwise, such activities will spill over onto the carriage-
way. The carriageway should be designed for appropriate speeds suited
to the street's role in the network.
DESIGN CRITERIA
ff Width defined by the function of the street rather than availa-
ble right-of-way
ff On major streets, a width of 6.0-6.5 m for two lanes can accom-
modate large vehicles such as trucks and buses. Carriageways
on urban streets should not be wider than three lanes or 9.0-
9.75 m per direction
ff Design speeds related to the street's function. Speeds can
range from 15-30 km/h on local streets to 30-40 km/h on collec-
tor streets and 50 km/h on arterial streets
ff Maximum grade of 5 percent, except in cases of geographical
constraints

3m 5.5 m 6.5-7.0 m 6.0-6.5 m 6.0-6.5 m
For a shared-street, the For local and collector In arterial streets, the optimum
optimum width for a streets that need width of a two-lane carriageway is
carriageway is 3 m for one-way to accommodate 6.0-6.5 m, and that of a three-lane
movement and 5.5 m for two- buses and trucks, carriageway, 9.0-9.75 m.
way movement. the width of a two-
way carriageway can
vary between 6.5 and
7.0 m, depending on
the volume of heavy
vehicles.
Figure 28. Carriageway widths can encourage safe driver behaviour.

4.6. BUS RAPID TRANSIT
Bus rapid transit (BRT) can offer high-capacity and high-quality public
transport service at a fraction of the cost of rail systems. Realising the
advantages of BRT is a function of several design elements, including
median-aligned dedicated BRT lanes, platform-level boarding, off-board
fare collection, and intersection treatments. BRT also requires safe foot-
paths, cycle tracks, and crossings to enable convenient passenger access.
Besides good physical design, successful implementation of BRT requires
effective system management, operations planning, and traffic control.
More information on BRT is available in the Nairobi Metropolitan Area
Transport Authority's BRT Design Framework.
DESIGN CRITERIA
ff Exclusive BRT lanes with a width of 3.5 m must be provided in
the centre of the street. The lanes should be separated from
mixed traffic through a physical barrier
ff Centrally located BRT stations require a width of 4 m. Larger
widths may be required if demand is high
ff Safe pedestrian access should be provided via crosswalks ele-
vated to the level of the footpath (e.g. +150 mm)
ff Stations should be placed at least 40 m from intersection stop
lines to allow sufficient space for bus and mixed traffic queues
ff To achieve capacities as high as those of metro systems, pass-
ing lanes, multiple sub-stops, and express services are required
Figure 29. BRT offers fast, reliable public transport service.

Figure 30. This typical BRT alignment on a 36 m street can accommodate
passenger volumes of up to 6,000 passengers per hour per direction
(pphpd) with 12 m buses and 10,000 pphpd with articulated buses.

Figure 31. Passing lanes can increase the passenger capacity of a BRT system by allowing express
buses to overtake local buses at certain stations (above). The Transmilenio BRT system in Bogotá,
Colombia, carries 45,000 passengers per hour per direction through the use of passing lanes.
Passing lanes also may be required if separate routes converge on a single corridor in a city centre
context.
To accommodate passing lanes in a narrow profile—or to provide more space for other uses such
as pedestrian and cyclist mobility and informal activities—separate offset platforms can be pro-
vided in each direction (below).

4.7. BUS STOPS
Well-designed bus stops offer a comfortable, weather-protected waiting
area for public transport passengers while leaving clear space for pedes-
trian movement behind the shelter.
Bus bays should be avoided because they increase travel times for public
transport users and result in commuters standing in the street while
waiting for the bus. However, bus bays may be warranted in some cases
where public service vehicles (PSVs) queue for long periods of time or on
undivided carriageways.
DESIGN CRITERIA
ff On streets with two or more carriageway lanes per direction,
bus stops should be placed adjacent to the bus’ line of travel so
that the bus does not need to pull over
ff On streets with one carriageway lane per direction or at termi-
nal locations, the stop may incorporate a bus bay provided that
there is sufficient clear space for walking behind the shelter.
The width of the bus bay should be no more than 2.5 m
ff Bus stops require shelters with adequate lighting; protection
from sun and rain; and customer information
ff Cycle tracks should be routed behind bus shelters
ff Bus stops should be provided at intervals of 200-400 m
✘ ✔
Figure 32. On streets with two-way Figure 33. For carriageways with more
undivided carriageways, a 2.5 m bus than two lanes per direction, the bus
bay should be provided, ensuring stop must be placed on a bulbout in
that there is sufficient clear with for the parking lane, leaving a clear width
walking behind the bus shelter. of at least 2.0 m on the footpath.

✔ Figure 34. This bus stop is located on a bulbout in the parking lane. Passengers can board di-
rectly from the curb rather than stepping into the street. Clear space for pedestrian movement
is provided behind the bus stop.
Figure 35. Cycle tracks should be shifted behind bus stops to create sufficient waiting area for
passengers.

4.8. LANDSCAPING
Landscaping improves the liveability of streets. It plays a functional role
in providing shade to pedestrians, cyclists, vendors, and public transport
passengers. It also enhances the aesthetic qualities of streets.
DESIGN CRITERIA
ff Existing trees are to be retained in the course of street im-
provement projects
ff Minimum distance between trees to provide continuous shade,
depending on the individual trees’ canopy size and shape. A
typical interval is 5-10 m between trees
ff Tree pits locations should be coordinated with the position of
street lights
ff Tree pits should have dimensions of at least 1.5 m by 1.5 m to
accommodate the trunk and root structure at full maturity. On
narrow sidewalks, 1 m by 2.25 m tree pits are acceptable
ff Hume pipes can lower the level at which roots spread out,
thereby reducing damage to road surfaces and utilities
ff Trees with high branching structures are preferable
ff Medium-height vegetation should be trimmed next to formal
crossings to improve the visibility of pedestrians and cyclists
ff Indigenous species are preferable
Figure 36. Landscaping, especially tree cover, can improve comfort for pedestrians and cyclists
while enhancing the beauty of the streetscape.

Figure 37. Every footpath should Figure 38. Landscaping can enhance the character of
have a continuous tree line. market areas and commercial streets. The design of
A single tree line should be the public right-of-way can be coordinated with that of
maintained in order to improve adjoining properties, creating large public spaces.
compatibility with underground
utilities.

4.9. VENDING
Street vending provides essential goods and services to a wide range
of population groups. It also makes public space safer by contributing
“eyes on the street,” particularly on streets lined with compound walls.
If designed properly, vending can be accommodated in the streetscape
without interfering with other uses.
DESIGN CRITERIA
ff Street vendors should be accommodated where there is de-
mand for their goods and services—near major intersections,
public transport stops, parks, and so on
ff Supporting infrastructure, such as cooperatively managed water
taps, electricity points, trash bins, and public toilets, should be
provided
ff Vending areas should be positioned so as to ensure the con-
tinuity of cycle tracks and footpaths. The furniture zone of the
footpath or a bulbout in the parking lane are ideal location
ff The material used for the vending area should facilitate good
drainage
Vending spaces should be

placed in a bulbout in the
parking lane (as pictured
here) or in the furniture
zone, leaving clear space for
pedestrian movement.
Vendors tend to be attracted

to spaces under trees or
close to bus stops. Vendors
also prefer spots that are
visible to passersby.

✘ Figure 40. If streets do not provide designated zones for vending, these activities can become
obstructions, forcing pedestrians to walk in the carriageway.
✔ Figure 39. Footpaths should be designed such that there is sufficient space for
vending outside of the pedestrian zone.

4.10. STREET LIGHTING
Well-designed street lighting enables motor vehicle drivers, cyclists, and
pedestrians to move safely and comfortably by reducing the risk of traffic
crashes and improving personal safety.
DESIGN CRITERIA
ff The spacing between two light poles should be approximately
three times the height of the fixture
ff Poles should be no higher than 12 m. Especially in residential
areas, they should be significantly lower than 12 m to reduce
undesirable illumination of private properties Additional light-
ing should be provided at conflict points
ff The placement of street lighting should be coordinated with
other street elements so that trees or advertisement hoardings
do not impede proper illumination
Table 1. Light pole height and spacing options
Street type Pole height (m) Spacing (m)

Footpath or cycle track
4.5–6 12–16
(< 5 m width)
Local street
8–10 25–27
(< 9 m width)
Arterial or collector
10–12 30–33
(> 9 m width)
Figure 41. Continuous lighting improves safety and personal security.

A single row of On wider streets, dual lights can be If a central post is insufficient
light posts is mounted on a single central post or cannot be accommodated,
sufficient for multiple rows of posts can
streets up to support lights at different
12 m wide. levels
Figure 42. Street lights typically illuminate an elliptical area. As a rule of thumb, the longitudinal
dimension is equivalent to three times the pole height, and horizontal dimension is slightly longer
than the pole height.

4.11. STREET FURNITURE
Street furniture provides people places to sit, rest, and interact with each
other. Street furniture also includes services-related infrastructure, such
as trash cans, street vending, toilets, and signage. Vending stands, tables,
roofs, and water taps can support the formalization of street vending and
promote better sanitary conditions. Finally, other street furniture, such as
way-finding signs and bus stops, provides information.
DESIGN CRITERIA
ff Furniture and amenities should be located where they are likely
to be used. Furniture is required in larger quantities in com-
mercial hubs, market areas, crossroads, bus stops, BRT stations,
and public buildings
ff Most street furniture, especially benches and tables, should be
placed where it receives shade
ff Furniture should be located where it does not obstruct through
movement
ff On streets with large numbers of pedestrians and commercial
activity—especially eateries—trash bins should be provided at
regular intervals (i.e., every 20 m)
Figure 43. Street furniture offers spaces to rest and interact.

On a narrower Bulb-outs in a A parking or service On a shared street,
footpath, parking lane can lane discontinued in furniture can be
furniture and accommodate the vicinity of a bus placed on islands
amenities should street furniture and stop provides space that double as traffic
be provided amenities without for street vending calming elements.
sparingly and in compromising and furniture.
the tree line to pedestrian mobility.
maintain 2 m of
clear space for
walking.
Figure 44. Street furniture should to be aligned in order to leave adequate clear width for the
movement of pedestrians, cyclists, and motor vehicles.

4.12. STORM WATER
Adequate and efficient storm water drainage prevents water logging and
erosion. Many streets presently place pedestrians and cyclists at the
lowest point of the cross section, forcing them to wade through water
and mud during the rainy season. Instead, footpaths should be raised to
permit storm water runoff. Storm water should be carried through closed
drains to free up road space for pedestrian and cycle facilities.
DESIGN CRITERIA
ff The lowest point in the cross section should occur on the car-
riageway. Cycle tracks, footpaths, bus stops, and street vending
areas should be at a higher level
ff 1:50 camber for footpaths and cycle tracks
ff Drain surfaces should be at grade with the surrounding street
surface unless provided in landscaped areas. Drain access
points should be surfaced appropriately to avoid interrupting
pedestrian and bicycle movement.
ff Catch pits should be located at regular intervals, depending on
their size and the catchment area, and at the lowest point of
the street cross section. Gratings should be designed so that
they do not catch cycle wheels
ff Drainage channels should be provided underground to maxim-
ise the area available for NMT
ff More environmentally benign approaches such as landscaped
swales improve groundwater recharge, reduce storm water run-
off, and improve the overall liveability of a street
✘ ✔
Figure 45. Storm water covers should be finished properly to create smooth surfaces for walking
and cycling.

On a narrow street, A simple drainage On wider streets,
storm water can be design has a single drainage lines may be
carried off directly row of catch pits provided on both sides
on the carriageway. connected to an of the carriageway.
The lowest elevation underground pipe.
is at the centre of
the street in order to
maintain drier areas
for pedestrians.
Figure 46. Storm water drainage arrangements allow for storm water to drain off of footpaths and
cycle tracks. Water is collected in the carriageway.

4.13. SERVICE LANES
Service lanes improve safety and throughput by segregating proper-
ty access points and parking from the main carriageway. Service lanes
can increase the mobility function of the main carriageway while also
maintaining liveability for non-motorised road users. They also reduce
interruptions in cycle tracks, and with reduced speeds because of traffic
calming, service lanes can function as slow shared spaces.
Service lanes that are too wide encourage fast driving. In addition, wide
service lanes invite encroachment by shops, parked vehicles, or street
vendors. Therefore, moderate service lane widths are needed to ensure
safe user behaviour.
DESIGN CRITERIA
ff A service lane should be between 3 and 3.5 m wide for a single
lane and 5.5-6.0 m for two lanes
ff Service lanes should contain traffic calming elements to main-
tain safe driving speeds
ff Access into and out of a service lane should be provided via a
ramped crossing over the footpath and cycle track, which con-
tinue at their original levels
ff A service lane need not be continuous, lest it become an alter-
native to the main road
✘ ✔
Figure 47. Wide service lanes encourage overspeeding (left). Appropriately sized and traffic calmed
service lanes enable pedestrians and cyclists to share space with motor vehicles (right).

For single-lane service lanes, a width of 3.0- On major boulevards two-lane service lane
3.5 m is appropriate. The narrow drive lane widths of 6.0-6.5 m are appropriate, depending
discourages fast driving. on the volume of heavy vehicles.
Figure 48. Appropriate service lane widths can encourage safe driver behaviour.

4.14. ON-STREET PARKING
In general, valuable street space should be used for wider walkways, trees,
cycle tracks, cycle parking, vending, and social gathering space rather than
parking. On-street parking may be allowed on streets where all the other
requirements for public transport and non-motorised travel have been met.
DESIGN CRITERIA
ff Parking areas should be allotted after providing ample space for
pedestrians, cyclists, trees, and street vending
ff Parking bay width of 2.0 m width for taxi stands and 2.2 m in com-
mercial areas
ff Tree pits can be integrated in a parking stretch to provide shade.
Otherwise, shaded street elements, such as footpaths, may be
encroached by parked vehicles
ff Near intersections, parking lanes can be discontinued to reduce
conflict and to give additional vehicle queueing space
ff Dedicated cycle parking should be provided at public transport
stops and stations and in commercial districts
✘ ✔
Figure 49. Parking bays should be avoided at intersections, bus stops,
mid-block crossings, or locations with unavoidable changes in the right-
of-way that would compromise the width of the footpath. At crossings,
the footpath should be extended through a bulbout in the parking lane.

✘
✘ Figure 51. Angular and perpendicular

parking occupy a large portion of the
right-of-way. Exiting the parking bay can
be dangerous because drivers have limited
visibility. ✘
Figure 52. The standard width for a parallel

parking lane is 2.2 m in commercial areas
and 2.0 m for taxi stands. Parking stalls
need not be delineated. Larger parking
slots can be provided for persons with
disabilities.
✔ Figure 50. Parallel parking for cars is

preferred over angular or perpendicular
parking because it saves space and is safer
while exiting the parking bay. Parallel park-
ing also doubles as perpendicular parking
for cycles and two wheelers.

4.15. UTILITIES
Streets are the conduits for major services, including electricity, water,
sewage, communication, and gas. The physical infrastructure may occur
in form of pipelines, telephone and fibre optic cables, ducts, and poles.
Some utilities, such as telecommunications cables, require frequent
access for expansion and maintenance. The placement of above- and
below-ground utilities at the appropriate location in the right-of-way en-
sures unconstrained movement as well as easy access for maintenance.
DESIGN CRITERIA
ff Underground utilities are ideally placed below the parking area
or service lane, if present, which can be dug up easily with-
out causing major inconvenience. Where this is not possible,
underground utilities can be placed at the outer edge of the
right-of-way
ff Utility boxes should be sited in easements just off the right-of-
way to reduce conflicts with pedestrian movement. Where this
is not possible, utility boxes should be placed within parking or
landscaping areas. If it is absolutely necessary to locate utilities
in the footpath, a space of at least 2 m should be maintained
for the through movement of pedestrians. Similarly, utility box-
es should never constrain the width of a cycle track
ff Though it is possible to accommodate underground utilities
even below a tree line, this may lead to the destruction of the
trees and a deterioration in liveability if the utilities need to be
uncovered
ff In order to minimise disruptions, utilities should be installed
with proper maintenance infrastructure. For example, telecom-
munication lines should be placed ducts that can be accessed
at frequent service points
✘ ✔
Figure 53. Poorly located utilities can interrupt pedestrian movement (left). Proper placement and
surfacing (right) can help ensure that pedestrian movement can occur unimpeded.

Figure 54. Appropriate placement of underground utilities can improve ease of access and mini-
mise interruptions of the walking and cycling facilities.
Table 1. Underground utility specifications
Utility Duct material Diameter (m)

Water main Milled steel/ductile iron pipe 0.15-0.3
Electricity: Low-tension HDPE DWC 0.15-0.3
Electricity: High-tension RCC 0.3-0.45
Street lighting HDPE 0.1-0.3
Sewage: Trunk RCC hume pipe 0.3-0.45
Sewage: Rider RCC hume pipe 0.5-1.0
Telecom: Copper cables HDPE 0.1-0.3
Telecom: Optic fiber HDPE 0.1-0.3
Storm water main RCC 0.5-1.2

5. STREET TEMPLATES
In this section we provide a collection of street templates to show how
the elements presented above can be combined to provide varying
degrees of liveability and mobility. Each template contains a ground plan
and section at a scale of 1:500. If the template’s cross section changes,
such as in case of a meandering street (see template 9b) or a BRT corri-
dor (see template 18BRT), we provide more than one cross section.
The templates are then shown in order of increasing street width: 6, 12,
18, 24, 30, 36, 50, and 60 m. Each template can be adjusted for a slightly
wider right- of-way by increasing the width of any element except the
carriageway and parking lanes.
Table 1. Guide to the templates
Dual
Shared Cycle
Template Footpath carriage- BRT
space track
way
6
9
12a
12b
18a
18b
18c
18d
24a
24b
30
36
50
60

6m

9m

12 m
Option A

12 m
Option B

18 m
Option A

18 m
Option B

18 m
Option C

18 m
Option D

24 m
Option A

24 m
Option B

30 m

36 m

50 m

60 m

6. INTERSECTIONS
Intersection design has undergone a fundamental shift over the past
decades. What was once seen as simply an exercise in processing the
highest number of vehicles has now been recast as an exercise in safety.
Intersections, by definition, are points of conflict. Experience tells us that
best way to minimise the outcomes of those conflicts is through speed
management—not by assigning priority as is traditionally done through
traffic control devices. The quality of an intersection environment can
vary significantly, depending on turning radii, the presence of refuge
islands, the continuity of cycle tracks, and other design features.
Intersections, rather than the standard section of a street, are the lim-
iting factor in vehicle capacity. Therefore, intersection design needs to
take into account the impact of design choices on mobility. However, this
emphasis on mobility should not be confused with a emphasis on private
motorised traffic. Instead, it may be desirable to design an intersection
in such way that prioritises throughput of public transport, cycles, and
pedestrians.
6.1. TURNING RADIUS

The concept of the turning radius is relevant in the context of designing
street corners and left turn pockets. Larger vehicles require more space
in order to take a turn, so intersection designs need to take into account
the size of vehicles that are expected to pass through an intersection.
Since larger turning radii encourage faster vehicle speeds, tighter corners
3m
9m
Figure 55. An intersection should be sized to minimise pedestrian crossing

distances while accommodating left turns of a design vehicle.

Figure 56. Pedestrian crossings at intersections should be located such that there is minimum
deviation from the path of travel defined by the pedestrian zone in the footpath.
are preferred because they improve safety for pedestrians and cyclists.
For local streets that cater to light vehicles, as well as intersections of
major streets with local streets, a 3 m kerb radius is appropriate.
While larger streets need to take into account the turning radius require-
ments of buses and trucks, it should be noted that the effective turning
radius is often much larger than the radius of the built kerb. The design
of the kerb should assume that trucks and buses make the largest turn
possible.
6.2. CROSSWALKS
Crosswalks delineate an area that is reserved for pedestrian movement
while perpendicular traffic is stopped. They should only be marked where
vehicles are required to stop, such as at signalled intersections. At un-
signalised intersections, painted crosswalks do not necessarily improve
pedestrian safety unless accompanied by a physical measure such as a
speed bump or speed table. At signalised intersections, stop lines for ve-
hicles should be located prior to painted crosswalks. Since many drivers
do not respect painted markings, stop lines require vigilant enforcement
if the crosswalk is to remain free of queuing vehicles.

Figure 57. An intersection should be sized to minimise pedestrian crossing distances while accom-
modating left turns of a design vehicle.
6.3. LEFT TURN POCKETS

Left turn pockets can increase junction capacity by allowing vehicles to
make free left turns. However, if not designed appropriately, they can
compromise pedestrian safety. Traditionally, left turn lanes have been
designed with a circular geometry. However, such a design is unsafe for
pedestrians because it allows for fast vehicle movements. The preferred
design incorporates a 30° angle of approach. Since vehicles enter the
outgoing arm at a more abrupt angle, they are compelled to reduce their
speeds.
The design should assume that a large vehicle completes the turn in the
outermost lane of the exit arm but may enter the central lane while com-
pleting the turn. Otherwise, the left turn pocket becomes so large that
smaller vehicles are able to travel at full speed around the corner.
6.4. REFUGE ISLANDS AND MEDIANS

Pedestrian refuge islands separate conflicts, so pedestrians can judge
whether it is safe to cross by looking at and analysing fewer travel lanes
and directions of traffic at a time. Tall, bushy plants should be avoided in
medians because they obstruct pedestrian visibility. In the case of trian-
gular islands adjacent to free left turn lanes, the island must remain free
of landscaping and fencing in order to serve as a refuge for pedestrians.
6.5. BOLLARDS
Bollards help define refuge islands and other pedestrian spaces and

Figure 58. Pedestrian refuge island and medians improve safety by allowing pedestrians to cross
different streams of traffic in separate stages.
prevent vehicles from driving over these spaces. Bollards are especially
helpful when a pedestrian area is at the same level as the surrounding
road surface. Possible shapes range from slender posts to larger and
heavier obstacles that can double as seats. A minimum width of 815 mm
is required for the passage of wheelchairs. At entrances to cycle tracks, a
wider opening is preferred.
6.6. BICYCLE BOXES

Bicycle boxes typically provide a space for right-turning cyclists to wait
at a red light ahead of mixed traffic. When the light turns green, cycles
start their turning movements first, and motor vehicles follow immedi-
ately behind. Cyclists using a bicycle box have better visibility since they
Figure 59. A bicycle box allows right-turning cyclists to queue ahead of

mixed traffic.

Figure 60. The carriageway can be widened at the approach to an inter-
section in order to provide additional space for queuing vehicles.
are the first road users to move into the intersection. This feature makes
it possible to send them along with main traffic in a single signal phase
instead of adding exclusive cycle phases or requiring cyclists to make
right turns in two stages with straight-bound motor vehicles. Bicycle
boxes also give an advantage to through cyclists who might be cut off by
aggressive left-turning motorists.
Bicycle boxes should be at least 3 m deep to accommodate one row of
cyclists. For larger intersections with higher cycle volumes, a depth of 5 m
is appropriate. Enforcement is necessary to ensure that motorists respect
the stop line.
6.7. QUEUING SPACE

The carriageway can be widened at intersections to provide additional
queuing space for vehicles, which reduces overall signal time. Where the
additional space is provided, the street’s cross section usually becomes
asymmetrical—even if the regular street section is symmetrical—in order
to claim the additional space evenly from both sides of the cross section
instead of eating deeply into the pedestrian/cycle space only on one
side. The number of straight-bound lanes entering a intersection should
equal the number of outgoing lanes in the same direction. Otherwise,
the intersection may become congested as vehicles try to merge into the
narrower outgoing carriageway.
6.8. ROUNDABOUTS
Roundabouts can improve safety for vehicles by simplifying the interac-

tions among vehicles at unsignalised intersections. However, they pres-
ent challenges for pedestrians and cyclists because the increase the size
of the intersection and divert NMT movements from their desire lines.
Roundabouts are warranted at moderate traffic volumes. With higher vol-
umes, roundabouts should be converted to compact signalised intersec-
tions without the central traffic circle. Such conversions will reduce delay
for vehicle and NMT users alike.
6.9. SIGNAL PHASING

The physical layout of a intersection must be designed in conjunction
with the signal phasing. There are generally several possible sequences
of signal phases. The optimal phasing design is determined by the rela-
tive volumes of the various movements taking place at an intersection.
Phasing sequences ensure that the final vehicles from each phase are
in a different part of the junction from the starting vehicles in the next
phase. For example, for four straight plus right phases, a counterclock-
1 2 3 4 Figure 61. Two of the possible

signal phasing options for a
typical four-arm intersection
alternately combine or separate
the right turning and straight
movements.
1 2 3 4
Figure 62. In order to reduce intersection delay along a BRT corridor,

intersections can be simplified by prohibiting right turns across the BRT
corridor and providing alternatives through the network.

wise sequence is preferred.
The simplification of signal cycles through the elimination of turning
movements can help reduce delay at intersections, particularly along
BRT corridors. As described later in this section, squareabouts combine
straight and turning movements, allowing for a two-phase cycle. Signal
cycles also can be simplified through changes at the network level. For
example, a right turn can be substituted by three left turns.
6.10. SQUAREABOUTS
Squareabouts are a means of managing right-turning traffic at large
intersections while minimising signal cycle time. Squareabouts make the
right-turn phase obsolete by creating right-turn queuing space within the
intersection itself. Vehicles queue in this space during one phase and exit
during the next phase.
Squareabouts are a valuable option on BRT corridors. While the BRT
would require the addition of extra phases to a typical four-phase signal
cycle, the squareabout accommodates all turning movements in only two
phases.
Figure 63. Squareabouts allow for two-phase signal cycles, which can
reduce total signal cycle times in intersections with median BRT lanes.

12 m x 12 m
Option A

12 m x 12 m
Option B

24 m x 24 m

30 m x 36 m

7. DESIGN PROCESS
This chapter describes the process of designing streets in an urban
environment. Connectivity and safety are key aspects to consider during
a street design process. Creating an effective design involves analysing
the existing conditions in the project area and then identifying design
solutions to suit the local conditions.
The process of street design involves the following stages:
• Stage I: Data and Information collection
• Stage II: Concept designs
• Stage III: Design review and approval process
• Stage IV: Final designs
• Stage V: Bills of Quantities
7.1. DATA COLLECTION

At the onset of the design process, it is key that the designer consult
relevant government agencies and gather data about street conditions.
Such information may include the following:
City vision. It is useful to have a brainstorming session with key city
officials to understand their vision for the city. A workshop can be held
to explore the best suited options to achieve the city vision while at the
same time aiming for a comfortable, safe and user-friendly street envi-
ronment.
Review of existing transport and land use plans. The designer is required
to compile spatial information existing transport plans, including bus
rapid transit (BRT) networks, cycle networks, pedestrian networks, and
pedestrian zones. The designer should also identify transport system
goals that are stated in these reports.
Topographic survey. The purpose of a topographic survey is to collect
data on the project site including all the existing features (see next page).
The designer should supplement the topographic survey with informa-
tion on underground utility networks obtained from the client.
Underground utility survey. It is necessary to conduct detailed surveys of
underground utilities to establish the location of specific utility lines and
Figure 64. Stages of the design process.

TOPO SURVEY ELEMENTS • Front facade of existing buildings/struc-
tures
The surveys must cover all streets in the
project area plus any intersecting streets up • Footpaths/pathways including all kerbs
to a distance of 100 m from the intersection and level differences
with the study area street. The survey should • Kerbs
locate the following elements, each geoco-
ded with X, Y, and Z coordinates. Each type • Manholes
of element should be on a different layer in • Drains (covered and uncovered)
AutoCAD:
• Signboards/markings
• Main roads, sub-roads, and service lanes,
as applicable • Service lines/cable ducts
• Signals /road marks • The difference in levels wherever it occurs
• Intersection elements • Establishing true/magnetic north point

with respect to each location
• Roundabouts
• Establishing reduced/relative level for
• Medians / bollards /permanent barricades each item
• Compound walls and each access point/ Each map should be georeferenced with
gate latitude, longitude, and height coordinates
• All utility (electricity, telephone etc.) so that it can be combined with other maps
poles/boxes on a GIS platform. Each element should be in
a separate layer.
• Overhead high tension lines
• Trees: to be indicated in 2 categories:
above and below 30 cm of main trunk
circumference
Figure 65. Sample topo survey drawing.

Figure 66. Renderings can help stakeholders envision proposed street designs.
determine whether relocation is necessary. These utilities may include

lines for telecommunication, electricity, natural gas, water, and sewage.
Survey of land uses. The designer should compile land use information
to help inform street design decisions. A land use survey must be carried
out for every building in the study area. The land use analysis should
note important activity generators, such as shopping areas, theatres, and
housing developments. All land use data should be recorded using a GIS
platform.
Stakeholder participation. Public participation is a requirement under
the Constitution of Kenya, 2010, aimed at promoting transparency in
decision making, facilitating public awareness, promoting public owner-
ship of projects, and encouraging collaboration in governance processes.
Public participation is, therefore, a key step in the street design process.
The project team should inform the stakeholders of the planned de-
velopments and to seek their input into the designs. It is important to
engage all key stakeholders including:
• National ministry reponsible for transport
• County and/or city roads and transport department
• County and/ or city planning department
• Local transport authorities
• National roads authorities
• Safety authority
• Environmental management authority
• Public transport operators
• Street vendors
• Business community
• Persons with disabilities
• Donor agencies and development partners

Figure 67. Analysis of footpath presence.
• NGOs in the transport sector

• Utility providers (e.g., water, electricity, telecommunications)
Existing NMT condition survey. Key to designing quality and effective
non-motorised transport (NMT) network is to have an in-depth under-
standing of the existing walking and cycling environment, and the extent
to which it provides safe, convenient access for NMT users. Street condi-
tions can be captured using the smartphone application. The app allows
a surveyor to record street characteristics and remotely upload the
information to an online spreadsheet. The data from these surveys are
then cleaned, mapped, and analysed to inform preliminary interventions
along the surveyed streets.
Figure 68. Pedestrian tracking survey.

Survey of NMT user movements. Information on NMT volumes on each
street can help inform the design and sizing of pedestrian and cycle facil-
ities. There are range applications available online which can be used for
NMT counts, including Device Magic and Multiple Counter. NMT surveys
should be disaggregated by gender, age, and disability.
Traffic counts. Data obtained through a traffic survey is necessary for
intersection design and signal timing optimisation. The traffic survey
quantifies vehicle movements, including non-motorised user movements.
Traffic surveys should be conducted during peak periods when motorised
traffic is and demand for space are highest. Counts can be conducted
manually on site or by using video recording using cameras. The count
should be categorised by vehicle type. Existing classified traffic count
data can be obtained from KURA, KENHA, and other relevant agencies.
Where necessary supplementary counts should be performed at select
locations.
Parking survey. In most urban areas in Kenya, parking appears crowded
and chaotic in some areas, creating the impression of an overall short-
age, yet there could be several unused parking spaces within reasonable
walking distance. A parking survey reveals such imbalances, and appro-
priate measures can be included in the street design to improve parking
efficiency on the street. A parking survey seeks to quantify current park-
ing patterns in the project area by collecting data on the existing parking
capacity and demand. Three types of surveys should be carried out:
• Parking inventory survey: The first step involves recording the number
of parking spaces in on-street and off-street facilities.
• Occupancy survey: The second step involves counting the number of
vehicles parked on each street segment or off-street parking facility
over the course of the day. These counts can be used along with the
Figure 69. Mapping of street vendors.

supply data gathered in the first step to calculate occupancy rates.
• Turnover survey: Turnover data can help determine what types of users
are parking in a particular facility (e.g., all-day parking by office-goers,
short-term parking by shoppers, etc.).
Street vending and related activities survey. The designer must docu-
ment existing vending activity, including the type of vending and the
physical typology of the vending structure (i.e. permanent or temporary
structure). The location and characteristics of each vendor should be re-
corded using GIS. The survey also should capture social gathering spaces
in the study area. This information will inform the placement of street
furniture and other elements in the final design.
Analysis of crash data. The designer should obtain data from NTSA and
the police on traffic crashes over the past 3 years. The crash location,
type, and users involved (i.e. pedestrian, cyclist, two-wheeler, car, bus,
etc) should be mapped using a GIS platform. This information will enable
the designer to identify major traffic safety “black spots” and suggest
traffic calming, intersection modifications, and other interventions to
improve safety for vulnerable street users.
Right-of-way. City management or relevant road authorities (KURA or
KeNHA) may be in a position to provide the available right-of-way (ROW)
widths. In addition maps showing precise, geocoded locations of the
public right-of-way may be obtained from the Survey of Kenya.
Documentation of public transport. To document existing public trans-
port routes and services, data on the public transport services within the
project area should be collected and mapped. For Nairobi, Mombasa, and
Kisumu the matatu routes have been mapped by Digital Matatus and the
information is available online. All boda-boda stands within the project
area also should be mapped. The designer should gather additional
information on planned public transport projects within the project area
from relevant bodies, such as NAMATA.
Consultation with utility providers. Any existing utilities within the pro-
ject area should be identified during the early stages of design. Utility
providers may have information on existing utility networks. Discussions
with relevant utility providers should be held to agree on any necessary
relocations or on the installation of a service duct. It is advisable to
maintain communication with the providers as the design progresses
and also during project implementation. The designer should obtain any
necessary approvals from utility providers for planned relocations.
7.2. CONCEPTUAL DESIGNS

The designer should prepare detailed street designs for all streets in the
Project Area. The design must be consistent with relevant plans, includ-
ing plans for BRT networks, cycling networks, pedestrian networks, and
pedestrian zones.

Figure 70. Existing design (left) and conceptual design (right) for NMT improvements.
Street designs should offer easy and quick access to key public facilities
such as schools, hospitals, bus stops, and markets. Adequate footpath
space should be provided close to areas generating high pedestrian
traffic volumes. Information on land uses in the project area and NMT
user flows will inform the designer's decisions on the width of footpaths,
location and sizing of pedestrian crossings, and other design elements.
Junction designs and the width of the lanes should facilitate speed con-
trol for motorised traffic to enhance NMT user safety. Cycle tracks should
be provided along axes identified in the city's cycle network plan. Facili-
ties such as stations, or bus stop, necessary to support projected public
transport passengers should be established and included in the designs.
Once typical cross sections are assigned, the various street elements
should be captured in the concept layout plan. All street elements should
be included in the conceptual plan, including mixed traffic lanes, public
transport, pedestrian facilities, cycle tracks, bus stops, BRT stations (if
applicable), vending kiosks, and landscaping. The concept design should
be discussed with the city/county management and relevant road agen-
cies for concurrence.
7.3. DESIGN REVIEW

For quality control and to ensure that the standards outlined in this
manual are achieved in the design, the concept street designs should be
submitted to the county transport director or road agency design man-
ager, who will share the designs with members of a Street Design Review
Committee for comments. Concept street designs will be reviewed by the
review team to confirm that they are aligned with city goals, street design
principles, and design standards. Street design review committees should
be comprised of the following members:
• County director of transport
• County landscape architect

Figure 71. Detailed designs should include clear provision for NMT users.
• A representative from the county planning department

• Regional manager from roads authority (as applicable)
• Regional manager from safety authority
• City transport authority
The designer may be required to present the plans at a public stakehold-
er meeting. The designer should revise the conceptual design based on
the feedback received from the Review Committee and other stakehold-
ers. The revised conceptual designs must be submitted to the client for
approval. Most of the reviews should be done at the conceptual stage.
7.4. FINAL DESIGNS

Following approval by the client of the conceptual designs, the designer
will prepare detailed construction drawings. The designs should include
geometric and vertical profiles and should incorporate drainage designs.
The final working drawings must be submitted to the client for approval.
7.5. TENDER DOCUMENTATION

The final stage of the process is to prepare specifications, bills of quan-
tities, cost estimates, and bid documents for the implementation of the
proposed street improvements, including pavements, furniture, street
lighting, landscaping, and other components. The designer should work
with the Client to include appropriate mechanisms in the bid documents
to facilitate long-term maintenance, such as annuity-based compensa-
tion of contractors.
Bill of quantities. To achieve complete street designs, the BOQ should

Figure 72. The designs and BOQ should include provision for pedestrian
elements such as tabletop crossings.
incorporate the following items that are not conventionally included in

road improvement BOQs:
• Footpaths
• Tabletop pedestrian crossings
• Street furniture
• Bus stops and bus shelters
• Bicycle parking
• Public toilets
• Cycle-tracks
• Landscaping
Cost estimates. The designer should prepare a detailed cost estimate for
the project to guide the government during the tendering process.

8. DESIGN CHECKLIST
Element Design criteria
• Height of 150 mm above the carriageway.
• Minimum 2 m clear width in all locations.
• Wheelchair kerb ramps have a maximum slope of 1:12.
• Bollards installed along the edge of the footpath to
prevent driving and parking on the footpath.
Footpath
• At least one set of bollards with spacing of 1,200 mm.
• The footpath surface is uniform and non-slippery, with
slope of 1:100 to avoid water stagnation.
• Tactile warning are strips located at transition points
(e.g., mid-block crossings, intersections).
• Physically separated from the carriageway.
• Elevated 100 mm above the carriageway.
Cycle track
• Clear width ≥ 2 m for one-way movement; ≥ 2.5 m for
two-way movement.
• The footpath remains at the same level through
property entrances.
Property • Bollards are installed on either side of each entrance
entrances to prevent driving and parking.
• Property access is provided at a discrete location for
each plot, with a maximum entrance width of 6 m
• Pedestrian crossings at intervals of 100-150 m.
• Crossing are raised to the level of the footpath with
Mid-block ramps for vehicles (minimum slope of 1:15) OR have
crossings kerb ramps at each end of the crossing.
• Median refuge islands are provided at crossing points,
with minimum dimensions of 2 m by 1 m.
• Kerb ramps on all corners of intersections to provide
wheelchair access to the footpath.
• Median refuge islands with minimum dimensions of 2
m by 1 m on all arms with more than 2 lanes to cross.
Intersection
• Signalisation if any arm has more than 2 lanes to
cross.
• Pedestrian crossings are located along desire lines.
• Turning radii are no more than 5 m.
Shade • Tree pits least every 20 m.
Lighting • No dark spots on footpath or carriageway.
• Parking is provided in parallel orientation rather than
On-street
angled or perpendicular parking.
parking
• Car parking bay size is no more than 5.0 m x 2.2 m
Street • The design includes designated spaces for organised
vending street vending

9. DEFINITIONS
Accessibility: Facilities offered to people to reach social and
economic opportunities, measured in terms of the time, money,
comfort, and safety that is associated with reaching such oppor-
tunities.
Average trip length: The average distance covered by a transport
mode for a trip, measured in kilometres.
Bus rapid transit (BRT): High quality bus-based mass transit sys-
tem that delivers fast, comfortable, reliable, and cost-effective
urban mobility through the provision of segregated right-of-way
infrastructure, rapid and frequent operations, and excellence in
marketing and customer service.
Complete streets: Streets that are designed for all users, in-
cluding pedestrians, cyclists, public transport passengers, and
personal motor vehicles, including all modes of mobility as well
as street vending, trees, street furniture, and other elements.
Greenway: A waterway or strip of land with exclusive facilities
for cycling and walking.
Mass rapid transit (MRT): A high quality public transport system
characterized by high capacity, comfort, overall attractiveness,
use of technology in passenger information system, and ensur-
ing reliability using dedicated right of way for transit vehicles
(i.e., rail tracks or bus lanes).
Mobility: Conditions under which an individual is capable to
move in the urban environment. Mode share: The share of
total trips carried out by a particular mode of urban transport,
including walking, cycling, bus, paratransit, rail, two-wheeler, or
car.
Non-motorised transport (NMT): Human-powered transport such
as walking and cycling.
Nationally Determined Contribution (NDC): National pledges
to reduce greenhouse gas emissions per the provisions of the
2015 United Nations Framework Convention on Climate Change
Conference of the Parties in Paris.
On-street parking: The space occupied by vehicles to park along
the edge of the street.
Paratransit: Service operated by the private sector on a shared
or per seat basis along informally organised routes with inter-
mediate stops. The service may or may not have a predefined
fare structure. The term “intermediate public transport (IPT)”
means the same but is avoided in this document for consisten-
cy. Common paratransit modes include public taxis.

Public transport (PT): Shared passenger vehicles that are publicly avail-
able for multiple users. In this document, the term “public transport” is
used to refer to MRT, paratransit, and formal road-based public transport
services.
Parking management: Pricing, enforcement, and other mechanisms used
to guide parking operations to ensure the efficient use of street space.
Right-of-way (ROW): The width of the road, taken from the compound
wall/property edge on one side of the road to the compound wall/prop-
erty edge on the other side of the road.
School zone: All streets and greenways within a 200 m radius of a school.
Sustainable transport modes: The following modes are categorized as
“sustainable modes” of urban transport because when compared with
personal motor vehicles, they consume the least amount of road space
and fuel per person-km and also entail lower infrastructure costs: walk-
ing, cycling, and public transport (including a regular bus service as well
as MRT systems).
Traffic calming: Traffic calming measures ensure pedestrian and vehi-
cle safety by reducing at least speed and potentially also the volume
of motor vehicles. Traffic calming slows down vehicles through vertical
displacement, horizontal displacement, real or perceived narrowing of
carriageway, material/colour changes that signal conflict points, or the
complete closure of a street.
Vehicle kilometres travelled (VKT): Vehicle kilometres travelled by all the
personal motor vehicles (in a city) in one day.

10. SYMBOLS
Footpath
Street
furniture
Carriageway
Ramp
Utility box
Parking
Trash bin
Bollards
Shared lane
Vending
Bus stop
Cycle track
Drinking
water
Bus rapid
transit Street
lights
Landscaping
Tree

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HOUSING, URBAN DEVELOPMENT, AND PUBLIC WORKS

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STREET DESIGN

MINISTRY OF TRANSPORT, INFRASTRUCTURE,

This work is licensed under a Creative Commons Attribution 4.0 License.

Julius Korir, CBS

MOTIHUD | Street Design Manual for Kenyan Cities iii

iv MOTIHUD | Street Design Manual for Kenyan Cities

MOTIHUD | Street Design Manual for Kenyan Cities v

MOTIHUD | Street Design Manual for Kenyan Cities 1

1.1. POLICIES AND LEGISLATION

2 MOTIHUD | Street Design Manual for Kenyan Cities

MOTIHUD | Street Design Manual for Kenyan Cities 3

1.2. INSTITUTIONAL STRUCTURE

4 MOTIHUD | Street Design Manual for Kenyan Cities

1.3. HOW TO USE THE MANUAL

MOTIHUD | Street Design Manual for Kenyan Cities 5

2.1. DESIGNING FOR SAFETY

IMAGE SOURCE: CHESTER CHELLMAN.

Figure 2. Speed reduction is critical for safe pedestrian environments

MOTIHUD | Street Design Manual for Kenyan Cities 7

8 MOTIHUD | Street Design Manual for Kenyan Cities

Local streets with shared

Local and collector streets.

Arterial streets. Streets

MOTIHUD | Street Design Manual for Kenyan Cities 9

Figure 5. To maximise person-carrying capacity, streets should incorpo-

10 MOTIHUD | Street Design Manual for Kenyan Cities

2.3. UNIVERSAL ACCESS

MOTIHUD | Street Design Manual for Kenyan Cities 11

2.4. GENDER SENSITIVE DESIGN

2.5. MODAL HIERARCHY

12 MOTIHUD | Street Design Manual for Kenyan Cities

MOTIHUD | Street Design Manual for Kenyan Cities 13

3.1. PEDESTRIAN NETWORK

Figure 8. A fine-grained network of streets improves access for pedestri-

MOTIHUD | Street Design Manual for Kenyan Cities 15

3.2. CYCLING NETWORK

16 MOTIHUD | Street Design Manual for Kenyan Cities

designers should incorporate cycle tracks on streets with motor vehicle

3.3. PUBLIC TRANSPORT NETWORK

MOTIHUD | Street Design Manual for Kenyan Cities 17

BANANA TERMINUS KIAMBU KAHAWA WEST KENYATTA UNIVERSITY

100 120 121

KARURA FOREST 44 48B

Kahawa West Pipeline Mombasa

UTHIRU 48 HURUMA KAYOLE Roundabout Kayole Athiriver Wangige

48 48B MASIMBA Roundabout Banana

MAMA LUCY 14A

VALLEY ARCADE JACARANDA

UHURU STADIUM JOGOO ROAD Highrise Banana

33PM Maringo Rongai Limuru

KNH NYAYO 10 Kariobangi S 125 116

WILSON 12 IMARA DAIMA 36 8 11

PIPELINE Buruburu Mama Lucy Mwiki

KAREN ST MARY’S HOSPITAL Karen

NGONG ROAD FOREST

AIRPORT Umoja Hardy Bomas Dagoretti

38/39 Ruaka Marurui

Umoja/Donholm Komarocks Ngumo

48 111 Wangige Kikuyu