Urban travel in Nairobi, Kenya: analysis, insights, and opportunities

Salon, Deborah; Aligula, Eric

doi:10.1016/j.jtrangeo.2011.11.019

Cited by 44 publications

(46 citation statements)

References 10 publications

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“…In such situations, anti-densification and de-congestion policies may seem reasonable and logic (Shirgaokar, 2016). Despite this, government investments in transport have mainly been spent on projects that benefit car owners, often to the detriment for provision and use of public transportation (although exceptions exist, Dissanayake et al, 2012;Agarwal, 2012), and bicycle and walking (Tiwari, 2002;Diaz Olvera et al, 2003;Salon and Aligula, 2012). To avoid repeating less successful land use planning from the developed world, suggestions have been put forward to realize a sustainable city, such as poly-centered development (Feng et al, 2008), transit orientation (Suzuki et al, 2013;Shirgaokar, 2016), better use of existing infrastructure and preservation of dense city forms (instead of expanding road capacity), enabling short trip distances and a high share of non-motorized transport (Tiwari, 2002;Huang et al, 2007;Guerra, 2014).…”

Section: Urban Transformation In the Global Southmentioning

confidence: 99%

Built environment and individual travel behavior: Findings from two Bangkok districts

Olsson¹,

Tanangsnakool²

2017

J. Geogr. Reg. Plann.

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As many cities in the global South are expanding rapidly, their urban form and built environment transforms and thus people's travel demand and behaviour. This paper investigates how the built environment on district level influences individuals' travel behavior and rationales for activity and mode choice in two Bangkok districts. Findings shows that individuals in the sparse outer districtwho belong to larger households and have higher average incomes -travel more frequently, travel much longer distances, use more modes per trip, and rely on private motor vehicles to a much larger extent compared to individuals in the dense inner district. Individuals´ selection of activity location is mainly based on a wish to reach the best facility, disregarding of district, in particular work and education, and to reduce distance, especially for grocery shopping, less so for specific goods and leisure, and least for visit purposes. Mode choice is mainly determined by a combination of time, costs, and convenience. In the absence of high-capacity transit systems Bangkok's motorized vehicle fleet (and use) will most likely continue to grow among its close to 30 fringe and outer area districts located far away from the city centre and work place clusters. Here private motor vehicle use is often the only option. If these residents start driving, land use planning and/or provision of high-capacity transit will most likely have a small influence on how much they drive.

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Section: Urban Transformation In the Global Southmentioning

confidence: 99%

Built environment and individual travel behavior: Findings from two Bangkok districts

Olsson¹,

Tanangsnakool²

2017

J. Geogr. Reg. Plann.

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“…This is because of the unique circumstances that define exclusion in these cities. These circumstances include the predominance of non-motorised transport (Gwilliam, 2003;Salon & Aligula, 2012), persistent absolute poverty and consequent low car ownership levels (Lucas, 2011), and the tension between the rapid sprawl of residential locations and the predominant mono-functional urban land-use regime (UN-HABITAT, 2014). All these contrast to factors that cause exclusion in developed cities, where the current proxies of exclusion have been developed.…”

Section: Contextualising Transport Exclusion In Sub-saharan African Cmentioning

confidence: 99%

“…All these contrast to factors that cause exclusion in developed cities, where the current proxies of exclusion have been developed. The interplay of these circumstances creates a situation where as many as 80% of daily trips in SSA cities are made using non-motorised options (Diaz Olvera, Plat, & Pochet, 2013;Salon & Aligula, 2012). In addition, exclusion also takes a gender dimension.…”

Section: Contextualising Transport Exclusion In Sub-saharan African Cmentioning

confidence: 99%

“…Poverty in this case only adds to their invisibility during street-space allocation but does not in itself trigger their exclusion from the streets. Indeed, research shows that not all cyclists are necessarily poor (Bechstein, 2010;Nkurunziza, Zuidgeest, & van Maarseveen, 2012;Salon & Aligula, 2012). This example demonstrates the ease of blurring the real drivers of exclusion when its conception gives undue prominence to the socio-economic statuses of the excluded.…”

Section: The Context Of Exclusion Mattersmentioning

confidence: 99%

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Framing Social Inclusion as a Benchmark for Cycling-Inclusive Transport Policy in Kisumu, Kenya

Alando

Scheiner

2016

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Cycling in many cities of the Global South faces unending exclusion from street spaces despite the on-going transport policy reforms. This exclusion worsens the marginalisation of the poor majority who use this mode. In this paper, we formulate social inclusion as a policy tool for reconciling transport policy to the cycling needs of Kisumu, Kenya. We draw from social quality theory and Lefebvre's right to the city concept to assemble the ideals of social inclusion. These ideals form the benchmark for a qualitative content analysis of the policy pronouncements contained in the Kenya Vision 2030 and the Integrated National Transport Policy to ascertain the opportunities presented by these policies for cycling inclusion. Findings from interviews held with transport professionals in government and private practice support this content analysis. Results show that while the Kenya Vision 2030 focuses on economic growth, the Government has prioritised the implementation of its projects, thus diminishing the fragile opportunity for cycling inclusion presented by the transport policy. To consolidate this opportunity, we propose different policy recommendations to improve the terms for cyclists to claim and produce street spaces.

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“…Based on study of travel behavior in Montreal, Quebec and Canada, it was found that higher income households tend to have a more dispersed travel behavior regardless of their accessibility [6]. Another study investigated the travel pattern in Nairobi, Kenya [7]. It was found that insufficient transport infrastructure has caused travel difficulty across all income groups.…”

Section: Introductionmentioning

confidence: 99%

Analysis of travel pattern and the need to develop sustainable transportation infrastructure in Sarbagita metropolitan area

Suthanaya

2018

MATEC Web Conf.

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Abstract. Denpasar city is the capital of Bali Province and has been developed into a metropolitan city. There has been an agglomeration of four regencies, namely Denpasar, Badung, Gianyar and Tabanan forming a Metropolitan Sarbagita area with a population close to 2 million inhabitants. With heightened population and activity, travel patterns are increasing and scattered. The development of land use in the Sarbagita Metropolitan area occurred rapidly and was not properly anticipated by the provision of adequate infrastructure. This study aims to examine the patterns of movement that occurs and projections for future conditions as a basis to develop a more sustainable transportation infrastructure. The data used are the origin-destination of people and goods, and statistical population data. The prediction method uses four-stages modeling with the help of Visum software and was validated based on the average daily traffic (ADT) data. The results of the study indicate that traffic accumulation occurs on most arterial and collector roads especially around Denpasar with a degree of saturation exceeding 1. To anticipate future population and increased activities, developing a mass public transport system, multi-mode system, ICT system, and limiting the ownership and use of private motor vehicles is necessary.

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Urban travel in Nairobi, Kenya: analysis, insights, and opportunities

Cited by 44 publications

References 10 publications

Built environment and individual travel behavior: Findings from two Bangkok districts

Built environment and individual travel behavior: Findings from two Bangkok districts

Framing Social Inclusion as a Benchmark for Cycling-Inclusive Transport Policy in Kisumu, Kenya

Analysis of travel pattern and the need to develop sustainable transportation infrastructure in Sarbagita metropolitan area

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