Essence of GIS Technology in implementing BRT in Nairobi City

 INTRODUCTION

The steady trend in urbanization worldwide, standing currently at 54% as well as increased utilitarian need for cars by city dwellers has characterized most urban areas by traffic snarl-ups and related inefficiencies. Public transport in the Kenya’s primate city of Nairobi has not been an exception of vehicular congestion especially over the past two decades, which definitely has proven to be a menace. Could it be because there are no reciprocal infrastructural developments to the demands or the efforts towards the regulation of traffic have not been effective? This timely discussion with regards to the establishment of Bus Rapid Transit (BRT) system towards developing Nairobi as a smart city (which is long overdue) will provide insights into how geospatial technologies are part and parcel to its successful implementation.

HOW DO WE EFFECT THE BRT SYSTEM?

The BRT system has been proven to be an attractive alternative for mass transit, a problem which does not affect Nairobi exclusively. With urban sprawl, areas within the surrounding counties of Kiambu, Machakos, Murang’a and Kajiado are of interest when modelling traffic analysis zones. This more so entails collection of additional locational data like origins and destinations using GPS-enabled applications and smart devices as illustrated in Figure 1 below. Aspatial data including the transport modes and their frequency in use by the passengers characterize the study too.

 

Figure 1

Figure 1: Origins and destinations in Nairobi BRT survey

Source: Institute for Transportation and Development Policy (ITDP)

Geospatial technologies come in handy considering the vast area of interest as well as the bulky spatial and attribute data that requires comprehensive and multi-stakeholder analysis to make sense of it. The demand-supply related transport study has enabled the modelling and demarcation of the BRT routes so far with further implementation seemingly slow despite the eager awaiting by the Kenyans.  

How possible is it to ensure that once the project is implemented it does not collapse like in Delhi but rather is able to expand as need be? First, it is essential that city land uses and transport data entailing travel characteristics and demographic data are overlayed to ensure output of critical information that would aid in objective development of scenarios for the BRT systems once it is operational. In addition, it is necessary to model alongside competing modes of transportation to ensure synchronous operations. This multi-modal approach would ensure the lauded Nairobi Expressway and the Commuter Rail would be complement modes to BRT to ensure efficiency in the city movements.

 The fast-growing technological trends especially in the geospatial world like the use of Unmanned Aerial Vehicles (UAVs) in mapping and GeoAI in spatial data processing provide such a platform for technical solutions to this project. Spatial big data analytics using for example MapReduce facilitates the optimum management and use of the huge datasets produced on a day-to-day basis. The GIS environment ensures that the solutions are passenger-centered and hence actual needs are addressed with success stories being Bangkok and South Africa’s Cape Town.

 

Figure 2

Figure 3

Figure 2 and Figure 3: BRT implementation in Cape Town, S.A.

Source www.ggwash.org

The use of BRTs is definitely not bound to be in exclusion of the present modes of transport. The integration of GIS and the Traffic Management Systems would be crucial in reorganizing the fourth-most congested city in the world through:

• Providing timely information to passengers with regards to traffic.

• Informing motorists of alternative routes in real-time.

• Effective signal control using traffic lights. 

• Transport network maintenance and management.

SOLVING THE SETBACKS TO IMPLEMENTATION OF BRT

On the other hand, the implementation of BRT would come along with controversies from the matatu sector operators who would vastly be economically affected and the infamous city cartels selfishly hellbent to failing such an initiative. Experts in participatory GIS would be the best to lead focused discussions with the aim of providing sustainable solutions favorable to the stakeholders in the sector.  This would definitely include providing awareness to the motorists as to why BRT would be economically and environmentally-friendly while offering quality public transport compared to the use of private cars. 

The use of maps which may be interactive on mobile applications enables easy dissemination as well as understanding of the complex information to the target audience who would then positively respond. The multi-stakeholder participation enables the identification of limitations to successful implementation which ranges from financial to technical and most importantly political goodwill. 

It is important to demystify the perception that the cost of use of Geospatial technologies is far too high. Actually, this is an affordable technology considering its capabilities for providing sustainable solutions in terms of cost; be it environmentally through reduced pollution and economically by minimizing wastage of productive time. According to the Nairobi Metropolitan Area Transport Authority (NAMATA), over a hundred billion is lost annually due to the city’s traffic congestion; an amount similar to that allocated for the BRT system in Nairobi. In addition, public-private partnerships are healthy in this case to ensure the utility of resources is maximized.

CONCLUSION

In summary, for effective implementation of the mass transit system, an oversight body responsible for the implementation and maintenance henceforth ought to be established and supported. The key mandates would be to ensure productive intergovernmental and stakeholder relations while assessing the impacts of the initiatives carried out with the aim of providing solutions and capacity-building. In other words, the success of BRT is pegged on a framework for its integrated management and development for posterity.  The use of Geographical Information Systems is timely and the ideal technology for this enormous challenge of implementing the solution to the capital’s mass transit problem just before it is considered a failure.