CHAPTER ONE: INTRODUCTION

1.1 Background information

Nairobi County is the capital and largest city of Kenya lying at 1.2921⸰ S, 36.8219⸰ E. With a
population of 4,397,073 people as per the 2019 census and a growth rate of over 4% annually, it
is ranked as the world’s fourth most congested city (Wairimu, 2019). According to a report by
Nairobi Metropolitan Area Transport Authority, it was stated that vehicles stuck in traffic
potentially cost Kenya almost $1 billion a year in lost productivity. It is for this reason that the
government of Kenya sought to introduce a bus rapid transit system (BRT). The system is a bus-
based public transport system that includes roadways dedicated to buses giving them priority at
intersections where they may interact with other traffic as well as other design features aimed at
reducing delays caused by passengers boarding and alighting or purchasing fares.
The first BRT system in the world was the transit way system in Ottawa, Canada which entered
service in 1973. Since then, more than 166 cities in six continents have implemented BRT systems
with Curitiba, Brazil being the pioneer in implementing a full BRT system. Adaptation of this
system in Kenya will rank Nairobi as the eighth city in Africa with BRT, the first being Lagos,
Nigeria followed by Johannesburg, Cape Town and George in South Africa, Dar es Salaam in
Tanzania, Marrakech in Morocco and Accra in Ghana. The project in Kenya was launched in 2015
by president Uhuru Kenyatta but remained on hold due to lack of funds to buy high-capacity buses
and support transport infrastructure. It was up until April 2018 that pink road markings appeared
on the Thika superhighway. The authority set to conduct the BRT project is the Nairobi
Metropolitan Area Transport Authority and according to the CEO Francis Gitau, preparations are
on course.
A task force will operate on four work streams that include; infrastructure and operation, formation
of bus operating company and transport service contracts, development of bus stations and
transition and communication (Koech, 2019). Modelling of the project is on the basis of the
successful BRT systems at Bogota in Columbia.
1.2 Scope of the study
The study covered the physical extent of the project site and its immediate environment and
entailed carrying out investigations of the project to identify environmental and socioeconomic
impacts during the project’s three stages that include; construction, operation and
decommissioning stages.
1.3 Objectives of the study
The general purpose of the Environmental Impact Assessment was to examine and assess the bus
rapid transit project with a view of ensuring environmentally sound and sustainable development
of the project.
The specific objectives include;
i. To identify any positive or negative socio-economic and environmental impacts of the
proposed project.
 ii. To promote environmentally sound and sustainable development through identification of
alternatives and mitigation measures.
iii. To provide information on the environmental and socio-economic consequences that will
enable proper decision making.
1.4 Terms of reference (TOR)
For preparation of the Environmental Impact Assessment report, the terms of reference are;
i. An in-depth look at project objectives.
ii. Project site proposed location.
iii. Description of project objectives.
iv. A brief description of the national legislative and regulatory framework.
v. Assessment, analysis and description of the potential environmental and socio-economic
impacts of the proposed project.
vi. Assessment of wastes to be generated through the project.
vii. Analysis and proposal of alternatives of the project site, technologies and design.
viii. An Environmental Management Plan that proposes mitigation measures on adverse
impacts.
1.5 Methodology and public participation
The fieldwork was extensive and entailed physical inspection of the site characteristics and
environmental status of the surrounding area. Questionnaires were administered to random
individuals at five linear stops.
1.6 Positive impacts
The potential benefits associated with this project are;
i. Decongestion of the central business district.
ii. Ease of transportation woes.
iii. Time travel reduction.
iv. Creation of job opportunities to material suppliers and in the transportation service stations.
1.7 Negative impacts
i. Waste generation during construction.
ii. Air pollution as a result of dust from construction activities.
iii. Non-compliance by other public service operators during operation.
1.8 Mitigation measures
i. To ease waste pollution, there should be implementation of an effective and efficient waste
disposal system.
ii. Watering on disturbed soils should be done to minimize pollution by dust.
iii. Construction of physical barriers can be done to ensure that only the required buses are
using the dedicated lane.
1.9 Conclusion
Mitigation measures have been put in pace to minimize the negative impacts and therefore, the
implementation of the project should observe all legal and regulatory frameworks governing such
projects and the recommended EMP should also be observed throughout the project.

References
(2020, February 19). Retrieved from wikipedia: https://en.m.wikipedia.org/wiki/Nairobi

(2020, February 25). Retrieved from wikipedia: https://en.m.wikipedia.org/wiki/Bus-rapid-transit

Kiran, P., & Madhumita, P. (2019, July 1). Economy. Retrieved from Down To Earth:
https://www.downtoearth.org.in/news/economy/nairobi-to-soon-roll-out-bus-rapid-transit-
system-65363

Koech, G. (2019, June 25). Retrieved from The Star: https://www.the-star.co.ke/countie/nairobi/2019-06-

25-bus-rapid-transit-pioting-to-be-rolled-out-by-year-end/

Wairimu, A. (2019, September 25). Retrieved from The Kenyan wall street:
https://kenyanwallstreet.com/nairobi-ranked-world's-4th-most-congested-city/