REPUBLIC OF KENYA

MINISTRY OF ROADS AND TRANSPORT

UPDATED INTEGRATED NATIONAL

TRANSPORT POLICY

MARCH, 2024

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Table of Contents

Contents
Table of Contents ................................................................................................................................... 2
List of Acronyms ................................................................................................................................... 8
List of Tables and figures .................................................................................................................... 12
EXECUTIVE SUMMARY ................................................................................................................. 13
1.0. OVERVIEW OF THE TRANSPORT SECTOR...................................................................... 14
1.1. TRANSPORT SECTOR AND THE NATIONAL ECONOMY .......................................... 14
1.1.1. Kenya’s Macro-Economic Setting ................................................................................. 14
1.1.2. Transport Sector and the National Economy ................................................................. 14
1.1.3. Population ...................................................................................................................... 15
1.1.4. International Trade and Development ........................................................................... 15
1.2. TRANSPORT SECTOR AND THE ENVIRONMENT, HEALTH, SAFETY AND
SECURITY ...................................................................................................................................... 16
1.2.1. Environment and Climate Change ................................................................................. 16
1.2.2. Health, Safety and Security............................................................................................ 16
1.3. TRANSPORT SECTOR LEGAL, INSTITUTIONAL AND REGULATORY
FRAMEWORK................................................................................................................................ 16
1.3.1. Legal Framework ........................................................................................................... 16
1.3.2. Regulatory Framework .................................................................................................. 18
1.3.3. Institutional Framework ................................................................................................. 18
1.4. TRANSPORT SUB-SECTORS ............................................................................................ 20
1.3.1. Road Transport............................................................................................................... 20
1.3.2. Rail Transport .................................................................................................................... 21
1.3.3. Maritime Transport ............................................................................................................ 22
1.3.4. Air Transport ...................................................................................................................... 23
1.3.5. Pipeline Transport .............................................................................................................. 25
1.5. URBAN TRANSPORT ........................................................................................................ 27
1.6. RURAL TRANSPORT ......................................................................................................... 28
2.0. STRATEGIC DIRECTIONS FOR THE TRANSPORT SECTOR.......................................... 29
2.1. VISION, MISSION AND GOAL OF THE POLICY ........................................................... 29
2.2. POLICY OBJECTIVES ........................................................................................................ 29
2.2.1. Impact Level Strategic Policy Objectives: ..................................................................... 29

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 2.2.2. Outcome Level Strategic Policy Objectives: ................................................................. 29
2.2.3. Strategic Initiatives ........................................................................................................ 32
2.3. OVERARCHING POLICY PRINCIPLES ........................................................................... 32
2.3.1. Institutional Principles ................................................................................................... 32
2.3.2. Public and Private Sector Participation.......................................................................... 33
2.3.3. Pricing, Investment and Funding Principles .................................................................. 33
2.3.4. Management, Regulation and Control of operations ..................................................... 33
3.0. TRANSPORT SECTOR CRITICAL ISSUES AND POLICIES ............................................. 35
3.1. INTRODUCTION ................................................................................................................. 35
3.2. LEGAL, INSTITUTIONAL AND REGULATORY FRAMEWORKS .............................. 35
3.2.1. Critical Issues ................................................................................................................. 35
3.2.2. Policy ............................................................................................................................. 35
3.3. LAND USE AND TRANSPORTATION PLANNING ....................................................... 36
3.3.1. Critical Issues ................................................................................................................. 36
3.3.2. Policy ............................................................................................................................. 36
3.4. TRANSPORT INFRASTRUCTURE PLANNING AND DEVELOPMENT ..................... 36
3.4.1. Critical Issues ................................................................................................................. 36
3.4.2. Policy ............................................................................................................................. 37
3.5. INTERCITY TRANSPORT SERVICES.............................................................................. 37
3.5.1. Critical Issues ................................................................................................................. 37
3.5.2. Policy ............................................................................................................................. 38
3.6. URBAN TRANSPORT SERVICES ..................................................................................... 38
3.6.1. Critical Issues ................................................................................................................. 38
3.6.2. Policy ............................................................................................................................. 38
3.7. TRANSPORT LOGISTICS .................................................................................................. 38
3.7.1. Critical Issues ................................................................................................................. 38
3.7.2. Policy ............................................................................................................................. 39
3.8. TRANSPORT HEALTH, SAFETY AND SECURITY ....................................................... 39
3.8.1. Critical Issues ................................................................................................................. 39
3.8.2. Policy ............................................................................................................................. 39
3.9. ENVIRONMENT AND CLIMATE CHANGE IN TRANSPORT.......................................... 40
3.9.1. Critical Issues ................................................................................................................. 40
3.9.2. Policy ............................................................................................................................. 41
3.10. TRANSPORT AND SOCIAL EXCLUSION ................................................................... 42
3.10.1. Critical Issues ............................................................................................................. 42

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 3.10.2. Policy.......................................................................................................................... 42
3.11. TRANSPORT RESEARCH AND KNOWLEDGE BASE............................................... 42
3.11.1. Critical Issues ............................................................................................................. 43
3.11.2. Policy.......................................................................................................................... 43
3.12. TRANSPORT SECTOR INSTITUTIONAL CAPACITY ............................................... 43
3.12.1. Critical Issues ............................................................................................................. 43
3.12.2. Policy.......................................................................................................................... 43
3.13. TRANSPORT SECTOR OPPORTUNITIES .................................................................... 44
3.13.1. Critical Issues ............................................................................................................. 44
3.13.2. Policy.......................................................................................................................... 44
3.14. TRANSPORT SECTOR FINANCING ......................................................................... 44
4. ROAD TRANSPORT SUB-SECTOR ........................................................................................ 47
4.1 BACKGROUND ....................................................................................................................... 47
4.2. LEGAL, INSTITUTIONAL AND REGULATORY FRAMEWORK................................. 47
4.2.1. Critical Issues ................................................................................................................. 47
4.2.2. Policy .............................................................................................................................. 47
4.3. DEVELOPMENT AND MAINTENANCE OF ROAD INFRASTRUCTURE .................. 48
4.3.1. Critical Issues ................................................................................................................. 48
4.3.2. Policy ............................................................................................................................. 48
4.4. LAND USE PLANNING FOR ROAD TRANSPORT ........................................................ 49
4.4.1. Critical Issues ................................................................................................................. 49
4.4.2. Policy ............................................................................................................................. 49
4.5. URBAN ROAD TRANSPORT ............................................................................................ 49
4.5.2. Policy ............................................................................................................................. 50
4.5.3. Urban Parking ................................................................................................................ 50
4.5.4. Non-Motorised Transport .................................................................................................. 50
4.5.4.1. Critical Issues ............................................................................................................. 50
4.5.4.2. Policy.......................................................................................................................... 51
4.6. RURAL TRANSPORT AND LOW-INCOME SETTLEMENTS IN URBAN AREAS ..... 51
4.6.1 Background .................................................................................................................... 51
4.6.2 NMIMT Infrastructure ................................................................................................... 51
4.7 ROAD PASSENGER TRANSPORT SERVICES ............................................................... 52
4.7.1 Background .................................................................................................................... 52
4.7.2 Legal and Institutional Framework for Passenger Transport Operations ...................... 52
4.7.3 Boda – Boda Transport services .................................................................................... 53

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 4.8 ROAD FREIGHT TRANSPORT SERVICES ..................................................................... 54
4.8.1 Background .................................................................................................................... 54
4.8.2 Intermodal Freight Transport ......................................................................................... 54
4.8.3 Non-Tariff Barriers ........................................................................................................ 55
4.8.4 Development of Roadside Service Stations ................................................................... 55
4.8.5. Road Freight Operators .................................................................................................. 56
4.8.7. Road Freight Transport and Health................................................................................ 56
4.8.7.2. Policy.......................................................................................................................... 57
4.9. ROAD TRANSPORT SAFETY ........................................................................................... 57
4.9.1. Background .................................................................................................................... 57
4.9.2. Road Safety and Traffic Management ........................................................................... 57
4.9.3. Administration and Adjudication of Traffic Regulations .............................................. 58
4.9.4. Road User Knowledge, Skills, and Attitudes................................................................. 58
4.9.5. Post-Crash Management ................................................................................................ 58
4.9.6. Planning, Engineering, and Vehicle Inspection for Road Safety................................... 59
4.9.7. ROAD TRANSPORT DATA AND ICT ....................................................................... 59
5. RAIL TRANSPORT SUB-SECTOR .......................................................................................... 60
5.1 BACKGROUND................................................................................................................... 60
5.2 . LEGAL, REGULATORY AND INSTITUTIONAL FRAMEWORK .............................. 60
5.2.1. Critical Issues ................................................................................................................. 60
5.2.2. Policy ............................................................................................................................. 60
5.3.1 Critical Issues ................................................................................................................. 61
5.3.2 Policy ............................................................................................................................. 61
5.4 LAND USE PLANNING AND RAIL TRANSPORT ......................................................... 61
5.4.1 Critical Issues ................................................................................................................. 61
5.4.2 Policy ............................................................................................................................. 62
5.5 RAIL OPERATIONS ............................................................................................................ 62
5.5.1 Critical Issues ................................................................................................................. 62
5.5.2 Policy ............................................................................................................................. 62
4.6. INTEGRATION OF RAILWAY WITH OTHER MODES OF TRANSPORT .................. 63
4.6.1. Critical Issues ................................................................................................................. 63
4.6.2. Policy ............................................................................................................................. 63
4.7. URBAN COMMUTER RAILWAY TRANSPORT ............................................................ 63
4.7.1. Critical Issues ................................................................................................................. 63
4.7.2. Policy ............................................................................................................................. 63

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 4.8. REGIONAL INTEGRATION .............................................................................................. 64
4.8.1. Critical Issues ................................................................................................................. 64
4.8.2. Policy ............................................................................................................................. 64
5. MARITIME TRANSPORT ......................................................................................................... 65
6.1. BACKGROUND................................................................................................................... 65
6.2. LEGAL, REGULATORY, AND INSTITUTIONAL FRAMEWORK................................ 65
6.2.1. Critical Issues ..................................................................................................................... 65
6.2.2. Policy ................................................................................................................................. 65
6.3. PLANNING, DEVELOPMENT AND MANAGEMENT OF PORT INFRASTRUCTURE
65
6.3.1. Critical Issues ..................................................................................................................... 65
6.3.2. Policy ................................................................................................................................. 66
6.4. PORT OPERATIONS AND ADMINISTRATION ............................................................. 66
6.4.1 Critical Issues ...................................................................................................................... 66
6.4.2 Policy .................................................................................................................................. 66
6.5. FERRY AND CRUISE TRANSPORTATION ........................................................................ 66
6.5.1. Critical Issues ..................................................................................................................... 66
6.5.2. Policy ................................................................................................................................. 67
6.6 INLAND WATERWAY TRANSPORT .............................................................................. 67
6.6.1. Critical issues ..................................................................................................................... 67
6.6.2. Policy ................................................................................................................................. 67
6.7. SHIP REGISTRATION ............................................................................................................ 67
6.7.1. Critical Issues ..................................................................................................................... 67
6.7.2. Policy ................................................................................................................................. 67
7. AIR TRANSPORT SUB-SECTOR ............................................................................................. 69
7.1 . BACKGROUND ................................................................................................................. 69
7.2 . LEGAL, REGULATORY AND INSTITUTIONAL FRAMEWORK .............................. 69
7.2.1. Critical Issues ..................................................................................................................... 69
7.2.2. Policy ................................................................................................................................. 69
7.3 . AVIATION SAFETY AND SECURITY ........................................................................... 70
7.3.1. Critical Issues ..................................................................................................................... 70
7.3.2. Policy ................................................................................................................................. 70
7.4 . AERODROMES PLANNING, DEVELOPMENT AND MANAGEMENT ..................... 70
7.4.1. Critical Issues ..................................................................................................................... 70
7.4.2. Policy ................................................................................................................................. 70

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 7.5. AIRSPACE MANAGEMENT ................................................................................................. 71
7.5.1. Critical Issues ..................................................................................................................... 71
7.5.2. Policy ................................................................................................................................. 71
7.6. SEARCH AND RESCUE ......................................................................................................... 71
7.6.1. Critical Issues ..................................................................................................................... 71
7.6.2. Policy ................................................................................................................................. 71
8.0. PIPELINE TRANSPORT SUB-SECTOR ................................................................................... 72
8.1. BACKGROUND ...................................................................................................................... 72
8.2. PIPELINE INFRASTRUCTURE PLANNING, DEVELOPMENT AND MANAGEMENT 72
8.2.1. Critical Issues ..................................................................................................................... 72
8.2.2. Policy ................................................................................................................................. 72
8.3. LEGAL, REGULATORY AND INSTITUTIONAL FRAMEWORK ................................ 73
8.4 . SAFETY AND SECURITY ............................................................................................... 73
8.4.1 Critical Issues ................................................................................................................. 73
8.4.2 Policy ............................................................................................................................. 73
8.5. HEALTH, SAFETY AND ENVIRONMENT AND CLIMATE CHANGE ........................... 73
8.5.2. Policy ................................................................................................................................. 73

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List of Acronyms
ATMP Air Transport Master Plan
AU African Union
AFCAC African Civil Aviation Commission
AFI African and Indian Ocean Region Air Navigation Plan
AFRAA African Airlines Association
BASA(s) Bilateral Air Services Agreement(s)
ASAL(s) Arid and Semi-Arid Land(s)
BOO Build Own and Operate
BOOT Build Own Operate and Transfer
BOT Build Operate Transfer
BRT Bus Rapid Transit
CBD Central Business District
CIF Cost of Insurance, and Freight
CFS Container Freight Station
CNS/ATM Communication, Navigation Surveillance/Air Traffic Management
COMESA Common Market for Eastern and Southern Africa
CRS Computer Reservation System
DCA Directorate of Civil Aviation
DOT Department of Transportation (United States)
DRC Democratic Republic of Congo
DWT Dead Weight Tonnage
EAC East African Community
EACSO East African Common Services Organization
EARC East African Railways Corporation
ECA Economic Commission for Africa
EPZ Export Processing Zone
ERC Energy Regulatory Commission
FAA Federal Aviation Administration
FO Fuel Oil
FOB Free on Board
FTZ Free Trade Zone
GBHL Grain Bulk Handlers Ltd
GATT General Agreement in Trade and Tariffs
GDP Gross Domestic Product
GHGs Greenhouse Gas emissions
Government Government of Kenya
HDI Human Development Index
HGV(s) Heavy Goods Vehicle(s)
HIV/AIDS Human Immunodeficiency Virus/Acquired Immune Deficiency Syndrome
IAPH International Association of Ports & Harbours
IASA International Aviation Safety Assessment
IATA International Air Transport Association
ICAO International Civil Aviation Organization
ICC International Chamber of Commerce
ICD(s) Inland Container Depot(s)
ICT(s) Information and Communication Technologies
IDO Industrial Diesel Oil
IGAD Inter-Governmental Authority for Development

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IPCC Intergovernmental Panel on Climate Change
ILO International Labour Organization
IMO International Maritime Organization
IMT Intermediate Means of Transport
INCOTERMS International Commercial Terms
ISC Information Sharing Centre
ISUDP Integrated Sustainable Urban Development Plan
ISPS International Ship and Port Security Code
ITMP Integrated Transport Master Plan
IWTMP Inland Water Transport Master Plan
JIT Just In Time
JKIA Jomo Kenyatta International Airport
KAA Kenya Airports Authority
KAAO Kenya Association of Air Operators
KAPU Kenya Airports Police Unit
KATO Kenya Association of Tour Operators
KCAA Kenya Civil Aviation Authority
KeNHA Kenya National Highways Authority
KeRRA Kenya Rural Roads Authority
KFSL Kenya Ferry Services Limited
KICD Kenya Institute of Curriculum Development
KMA Kenya Maritime Authority
KNSL Kenya National Shipping Line
KOSF Kipevu Oil Storage Facility
KOT Kipevu Oil Terminal
KPA Kenya Ports Authority
KPC Kenya Pipeline Company
KRA Kenya Revenue Authority
KRB Kenya Roads Board
KRC Kenya Railways Corporation
KSh Kenyan Shillings
KURA Kenya Urban Roads Authority
KWS Kenya Wildlife Services
LATF Local Authority Transfer Fund
LAPSSET Lamu Port, South Sudan and Ethiopia
LPG Liquid Petroleum Gases fuel oils (FO) (IDO).
LV Lake Victoria
MTA Metropolitan Transport Authority
MDGs Millennium Development Goals
MEPC Marine Environment and Climate Change Protection Committee
MGR Metre Gauge Railway
MoE Ministry of Energy
MoF Ministry of Finance
MoLG Ministry of Local Government
MoR Ministry of Roads
MoR&T Ministry of Roads and Transport
MoT Ministry of Transport
MoTIHUD&PW Ministry of Transport, Infrastructure, Housing, Urban Development and
Public Works
MPDP Mombasa Port Development Project

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MRT Mass Rapid Transit
MTL Maritime Transport Logistics
NACC National Aids Control Council
NATRI National Transport Research Institute
NAVAIDS Navigational Aids
NCTTA Northern Corridor Transit Transport Authority
NEMA National Environment and Climate Changeal Management Authority
NEPAD New Partnership for African Development
NMIMTs Non-Motorized and Intermediate Means of Transport
NMTs Non-Motorized Means of Transport
OB Occurrence Book
OSHA Occupational Safety, Health Administration
OSMAG Oil Spill Mutual Aid Group
PPM Parts Per Million
PPP Public Private Partnership
PRSP Poverty Reduction Strategy Paper
PSC Port State Control
PSO(s) Public Service Obligation(s)
PTP Passenger Transport Plan
RARP Rural Access Roads Programme
RaTMP Rail Transport Master Plan
RICS Road Condition and Inventory survey
RMRCC Regional Maritime Rescue Co-ordination Centre
RSS Road Side Station
RTMP Road Transport Master Plan
RVR Rift Valley Railway
SACCO Savings and Credit Cooperative
SADC Southern Africa Development Community
SAP System Application Products
SAR Search and Rescue
SARP(s) Standards and Recommended Practices
SCADA Supervisory Control and Data Acquisition
SDoT State Department for Transport
SEZs Special Economic Zones
SGR Standard Gauge Railway
SIDS Small Island Developing State
SMME(s) Small, Medium and Micro Enterprises
SOLAS Safety of Life at Sea
SOT Shimanzi Oil Terminal
STCW Standards of Training, Certification, and Watch Keeping for Seafarers
TEU Twenty Foot Equivalent Unit
TIMS Traffic Integrated Management System
TOD Transit Orientated Development
TVET Technical and Vocational Education and Training
UNCLOS United Nations Convention on the Law of the Sea
UNCTAD United Nations Conference on Trade and Development
UNDP United Nations Development Programme
UNFCCC United Nations Framework Convention on Climate Change
VAT Value Added Tax
VOCs Vehicle Operating Costs

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WHO World Health Organization
WPCI World Ports Climate Initiative
WTO World Trade Organization
YD Yamoussoukro Decision/Declaration

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List of Tables and figures
Table 1: Transport and Storage - Value of Output, 2017 – 2021 (KNBS) 14
Table 2: Kenya Road Lengths by Road Class, Surface Type and Surface Condition 15
Table 3: Storage of the various products at KPC installations 19
Table 4: Pipeline Overview 20
Table 5: Institutional reform roles to achieve strategic policy objectives. 27

Figure 1: Transport Sector Institutions 25

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EXECUTIVE SUMMARY
An efficient transport system is an important prerequisite for facilitating national and regional
integration; promoting trade and economic development; supporting other sectors of the economy;
contributing to poverty reduction; minimizing effects to climate change; and, wealth creation. For
Kenya, the transport sector should contribute to the achievement of the objectives of Vision 2030 and
beyond.

This Integrated Transport Policy Document covers the entire transport sector in Kenya, which consists
of five (5) sub-sectors: Road transport; Rail transport; Maritime; Air transport; and Pipeline transport.
These sub-sectors have their specific contributions to the overall transport system in both urban and
rural areas in Kenya.

This policy document covers key transport sector challenges and policy recommendations related to
transport infrastructure planning, development and management, legal, institutional and regulatory
framework for the sector, safety and security, financing, gender mainstreaming, utilization of
Information and Communication Technology (ICT), Climate Change, Environment and social
considerations. It also contains sector opportunities such as technological development, which Kenya
should exploit.

This document aims to provide a policy that is conducive to the stimulation of rapid development and
efficient management of a safe, widely accessible transport system that responds to modern
technological advancement in a rapidly changing and globalized environment and has been subjected
to Strategic Environmental and Social Assessment in line with National Environment Management
Authority (NEMA) Guidelines.

Structure of the Policy Document

Chapter 1 gives an overview of the transport sector in Kenya on: how it contributes to the national
economy; how it is organized and managed; its performance; and a summary the challenges and
opportunities.

Chapter 2 presents the strategic directions for the sector that the policies in the document should help
in achieving. It gives the Vision and Mission of the sector; the strategic policy objectives at impact
and outcome levels; and, overarching policy objectives.

Chapter 3 summarizes the critical issues at the sector level and policies to address them.

Chapters 4 to 8 presents sub-sector issues and policies, starting with Roads; Rail; Maritime; Air; and
Pipeline.

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1.0.OVERVIEW OF THE TRANSPORT SECTOR
This chapter presents an overview of the mandate of the Transport Sector. It also gives a summary of
the sub-sector mandates, major challenges faced, the institutional framework and current conditions of
the urban and rural transport.

1.1. TRANSPORT SECTOR AND THE NATIONAL ECONOMY

1.1.1. Kenya’s Macro-Economic Setting

The economy has been on a growth path since 2003 giving rise to annual growth rates of about 4.3%
against a population growth rate of about 2.8% per annum. By 2018, the GDP of Kenya had reached
$80 billion, giving rise to a GDP per capita of around $1,600, almost double the $900 recorded in 2009
when the first INTP was drafted. GDP in 2021 was USD 100 billion at a growth rate of 5.6%.

Among the key factors contributing to the recent economic growth are investments in infrastructure,
particularly in transport, energy, water, and improved performance of key economic sectors namely:
agriculture and manufacturing. The proportion of Kenyans living on less than the international poverty
line (US$ $2.15 per day in 2022 – World Bank) has declined from 46.8% in 2005/06 to 36.1% in
2015/16 and 33.4% in 20221 The agricultural sector was a key driver of poverty reduction in the past
decade.

The analysis of the macro-economic environment concludes that Agriculture plays a major role and
considering that the majority of the population lives in rural areas, this transport policy emphasizes the
development of efficient transport systems in rural areas. In addition, considering the GDP is expected
to grow at 5.3% in 2023 (IMF) based on the existing macro-economic environment, this transport
policy envisages a 10% or more growth rate targeted in Vision 2030.

1.1.2. Transport Sector and the National Economy

An efficient transport system is an important prerequisite for facilitating national, regional and
international integration; promoting trade and economic development; supporting other sectors of the
economy; and, contributing to poverty reduction and wealth creation.

The transport sector should contribute to the achievement of the three Pillars of the Vision 2030 and
beyond. Under the economic pillar, transport sector should contribute to the improvement of prosperity
of all Kenyans and the GDP growth, through support to tourism, agriculture and livestock, wholesale
and retail trade, manufacturing, Business Process Outsourcing and Financial Services. Under the social
and political pillars, transport sector should contribute to having social equity, a cohesive society and
a clean Environment. In addition, the transport sector should contribute to creation of employment
opportunities, and human resource development.

Over the period 2002-2022, the transport sector grew at an average annual rate of 13.3% compared to
11.8 % for the overall economy. The growth was mainly due to substantial increase in investments in
transport infrastructure and services. Table 1 gives the transport and storage outputs from 2018 to
2022.

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17th edition of the Kenya Economic Update, World Bank, April 2018

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Table 1: Transport and Storage – Value of Output, KShs. Million, 2018 – 2022
2018 2019 2020 2021 2022
Road Transport 1,377,138 1,531990 1,537,403 1,789,928 2,226,222
Railway Transport 11,497 14,828 12,553 15,731 16,695
Water Transport2 52,750 54,868 54,649 55,915 54,792
Air Transport 202,000 216,376 111,010 144,524 225,569
Storage and Other Services
Incidental to Transport3 186,211 211,248 204,133 254,125 300,000
Pipeline Transport 30,019 31,879 26,667 28,007 29,809
Source Economic Survey (KNBS) 2023

The value of the roads sub-sector contribution was 78% of the total sector contribution in 2022,
followed by air transport at 8%, and rail, water and pipeline combined at a paltry 4% contribution.
This shows the imbalanced contribution and over-reliance on road transport to meet the national
transport demand. The sector’s contribution to GDP for the year 2021-2022 was 11.4%.

1.1.3. Population

In the early years of independence, Kenya had one of the highest population growth rates in the world
at 4.7% p.a. Through population management strategies such as family planning, the intercensal
population growth rate has declined to about 2.2% in 2019, from 2.9% in 2009. The total population
was 47.6 million in 2019 (KNBS, 2019), and it is estimated that by 2050, Kenya’s urban population
will reach 41.6 million persons, accounting for 42% of the total population. The growth rate is expected
to decline to 1.5% between 2020 and 2030, to 1.5% between 2030 and 2040, and to 1.3% between
2040 and 2050, leading to a total population of 85 million by 2050.

In terms of transport, this means that Kenya has to start providing the required transport facilities and
services to meet the expected future demand in line with the projected population growth.

1.1.4. International Trade and Development

Increased domestic and international trade places a considerable demand on the transport system. The
total value of exports to other African countries rose by 25.6% from KSh. 246.1 billion in 2020 to
KSh. 309.3 in 20214. The East African Community (EAC) accounted for 62.2% of the total value of
exports to the Africa continent, growing from KSh. 158.3 billion in 2020 to KSh. 192.4 billion in 2021.
This growth was largely attributed to increase in exports to Uganda (26.9%) and Tanzania (43.1%).
Despite the overall increase in exports to the EAC, exports to South Sudan declined by 26.0% over the
same period. Export earnings from the Common Market for Eastern and Southern Africa (COMESA)
region amounted to KSh. 124.8 billion in 2021, representing an increase of 23.2% from 2020. The
growth was partly contributed by increased exports to the Democratic Republic of Congo which
exhibited an increase of KSh. 10.2 billion from the previous year. However, export earnings from
Sudan declined from KSh. 8.3 billion in 2020 to KSh. 7.2 billion in the period under review, largely
on account of reduced exports of manufactured tobacco.

The EAC seeks to progressively transform into a single market that allows for free movement of goods,
persons, services, labour and capital while guaranteeing rights to residence and establishment. Reviews

2
Water transport refers to the data from the Mombasa Port throughput.
3
Storage and Other Services Incidental to Transport include: grain storage capacity, container freight traffic and shipping
and maritime
4
Economic Survey 2022

15
of the relevant laws to ensure the smooth operation of the EAC Common Market are ongoing in all the
Partner States.

To improve trade with the EAC states, Kenya will prioritize the development of efficient transport
systems in line with existing master plans such as East African Railway Master Plan, Regional Trunk
Road Network, Agenda 2063 of the African Union among others to serve the entire region to meet the
future needs for regional trade development.

1.2. TRANSPORT SECTOR AND THE ENVIRONMENT, HEALTH, SAFETY AND

SECURITY

1.2.1. Environment and Climate Change

Transport sector is one of the largest emitters of GHGs as well as other pollutants. Parties to the Paris
Agreement commit to the achievement of global net zero emissions to control global warming and to
keeping emissions below 20C. The COP 26 in 2021 agreed on the following commitments that relate
to transport: move away from coal power, halt and reverse deforestation, reduce transport GHGs
emissions through Sustainable Aviation Fuels in aviation and maritime and speed up the switch to
electric vehicles. Consequently, this policy addresses environmental degradation, climate change and
gaseous pollution from transport. It will ensure compliance with national, regional and global laws as
well as undertake annual environment audits.

1.2.2. Health, Safety and Security

The COVID-19 Pandemic brought about many transportation challenges, including travel restrictions,
observation of social distance, and restrictions of on-board services in air transport. As a result, new
efficiencies were realized such as contactless innovations through the use of ICT and communication
applications.

Safety and security of a transportation system or mode are important factors in modal choice, trip-
making behaviour, and related costs. Safety and security of the transport system in Kenya is ensured
through enforcement of relevant national, regional and international laws.

There is a legal and institutional framework in Kenya to deal with health, safety and security related
matters in the transport sector. However, there are capacity, coordination and collaboration challenges
among the responsible agencies this policy addresses.

1.3. TRANSPORT SECTOR LEGAL, INSTITUTIONAL AND REGULATORY

FRAMEWORK

1.3.1. Legal Framework

Transport sector is governed by numerous statutes that fall under two broad categories, namely
statutes affecting all sectors of the economy and sector-specific legislation. At the national level, the
Constitution of Kenya 2010 has laid a strong emphasis on fair equitable, transparent and cost-effective
use of public resources. The following legislations directly affect the transport sector:

A. Environmental LIRF
i. Wildlife Policy of 2011
ii. The National Biodiversity Strategy of 2000

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 iii. The Kenya National Climate Change Response Strategy of 2010
iv. The Wildlife Management and Conservation Act 2013
v. Water Act 2016
vi. The Environment and Land Court Act, 2011
vii. National sand harvesting guidelines, 2007
viii. The Environment Management and Coordination Act CAP 387 and Its Tools
ix. The Environmental Management and Coordination Act of 2015 (CAP 387) and its
Amendment
x. Sustainable Waste Management Act, 2022.
xi. The Environment and Land Court Act, 2011
xii. Climate Change Act, 2016
xiii. Consumer Protection Act, 2012
xiv. The Standards Act Cap 496 (KEBS)
xv. The International Convention for the Prevention of Pollution from Ships (MARPOL)
and its Annexes e.g. the Annex II Regulations for the Control of Pollution by Noxious
Liquid Substances in Bulk (entered into force 2 October 1983)
xvi. Annex III Prevention of Pollution by Harmful Substances Carried by Sea in Packaged
Form (entered into force 1 July 1992)

B. Occupational Health, safety and security LIRF

i. Occupational Health and Safety Policy of 2012
ii. HIV/AIDS Policy of 2009
iii. Occupational Safety and Health Act
iv. The Penal Code (Cap. 63)
v. Work Injury Compensation Benefit Act (WIBA) 2007
vi. The Traffic Act Cap 403
vii. Public Health Policy of 2014
viii. The Public Health Act (CAP. 242)
ix. The HIV and AIDS Prevention and Control Act
x. National Gender and Development Policy
xi. The Sexual Offences Act, 2006
xii. Security Laws (Amendment) Act, 2014

C. Socio-economic LIRF
i. Land Act No. 27 of 2016
ii. Land Adjudication Act 35 of 1968
iii. Land Consolidation Act,
iv. Land Control Act 34 of 1967
v. Land Laws (Amendment) Act No 28 of 2016,
vi. Land Registration Act 3 of 2012, Land Act 6 of 2012
vii. National Land Commission 5 of 2012
viii. Physical and Land Use Planning Act 13 of 2019
ix. Physical Planners Registration Act 3 of 1996
x. Urban Areas and Cities Act 13 of 2011
xi. Trusts of Land Act 30 of 1941
xii. Public Service Commission Regulations, 2020

D. Others
i. Public Private Partnerships Act, No. 14 of 2021
ii. State Corporations Act, No. 11 of 1986

17
 iii. Insurance Act
iv. Ratified Regional and International laws (Conventions), Treaties, Protocols and Codes
v. National Construction Act, No. 41 of 2011
vi. Physical Land Use Planning Act No. 13 of 2019
vii. Any other applicable laws

In the aviation and maritime sub-sectors, there are numerous general international rules that govern
regulation and standards including ICAO and IMO among others that are to be adhered to. The
specific sub-sector laws are discussed in details in Chapters 4 to 8 under each of the respective
transport sub-sectors. Some of the sector-specific laws require review to facilitate the effective
operations of the entities they govern and to enhance harmony within transport and other sectors.

1.3.2. Regulatory Framework

The various transport sub-sectors are regulated by the following agencies:

1. National Transport and Safety Authority (NTSA) for road transport services;
2. Kenya Civil Aviation Authority (KCAA) for the aviation sub-sector;
3. Kenya Maritime Authority (KMA) for the maritime transport services;
4. Energy Petroleum Regulatory Authority (EPRA) for pipeline transport; and,
5. Kenya Railways Corporation (KRC) for rail sub-sector.

The Cabinet Secretary responsible for Roads and Transport formulates regulations and sets standards
for transport services and infrastructure development. The regulatory function has not been
effectively performed mainly due to the lack of well-established regulatory agencies under the
respective State Departments to carry out their functions.

1.3.3. Institutional Framework

Overall, the transport sector’s institutional framework is logically structured, with clear mechanism
for transport policy formulation, regulation infrastructure development, transport service provision,
financing, coordination and collaboration.

Figure 1 below illustrates the interactions of the various stakeholders within the transport sector.

18
Figure 1: Transport Sector Institutional Structure

19
As part of the mechanism to enhance provision of policy direction and oversight, the Ministry is
represented on the Boards of each transport-related agency. However, there are concerns over
frequent changes of the transport sector institutional arrangements which has contributed to
inadequate coordination of the sector, which lead to poor integration and disjointed solutions. In
addition, some of the regulatory arrangements would benefit from international best practices.

The roles of the various institutions are discussed in detail in Chapters 4 to 8.

1.4. TRANSPORT SUB-SECTORS

The transport sector in Kenya consists of five (5) sub-sectors: roads; rail, maritime, air and pipeline.
Road, rail, air, maritime and pipeline transport networks are mainly along the Northern Corridor (NC)
from Mombasa Port to the various exit points along the Kenyan-Uganda-South Sudan-Ethiopia
borders. The backbone of Kenya’s transport network therefore is the NC, five (5) major airports, the
SGR and MGR railway and 1,342 km of pipeline.

The infrastructure and services provided by the five sub-sectors are as presented below.

1.3.1. Road Transport

Road transport infrastructure represents a significant portion of the government’s total financial
investment in fixed assets. The Government expenditure on roads increased by 6.1% from KSh. 195.3
billion in 2020/21 to KSh. 207.2 billion in 2021/22, and the total length of bituminous surfaced roads
rose by 2.3% from 21,100 km in June 2020 to 21,800 km in June 2021,

The significance of road transport in the national economy is illustrated by the fact that for the period
2018 to 2022, total value of output of road passenger and freight traffic grew by KSh. 849 billion to
KSh. 2,226 billion in 2022. The road transport mode accounts for over 90% of the total internal freight
and passenger traffic in the country.

Kenya has about 162,600 km of roads of which 45,532 km is managed by the National Government,
and 117,068 is managed by the County Governments. National trunk roads are under four institutions:
Kenya National Highways Authority (KeNHA); Kenya Urban Roads Authority (KURA); Kenya
Rural Roads Authority (KeRRA). The Kenya Wildlife Services (KWS) manages all National Trunk
Roads and County Roads within the national parks and game reserves. These institutions are
responsible for the planning, development, and maintenance of roads for motorized, intermediate and
non-motorized transport under their jurisdictions.

The road lengths per agency and road class are given in Table 2.

Table 2: Kenya Road Lengths by Road Class, Surface Type and Surface Condition

Category Road Agency Road Class Length Km (2016) Length Km (2023)

National Trunk A 7,751 8,108
Roads (NTR)
KeNHA B 10,802 13,783
S 81 357
KeNHA Total 18,634 22,248
KeRRA C 21,585 18,711

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 Category Road Agency Road Class Length Km (2016) Length Km (2023)
KeRRA Total 21,585 18,711
KURA Au 130 120
Bu 315 2,067
Cu 1,945 2,386
KURA Total 2,390 4,574
NTR Total 42,609 45,532
County County D 11,162 10,702
Roads
E 13,858 11,483
F 9,611 9,027
G 86,601 85,855
County Total 121,232 117,068

Grand Total 163,841 162,600

Source: Draft Road Register Review Report (KRB 2023)

The four main roads forming the East African Community (EAC) Regional Trunk Road Network
(RTRN) in Kenya are: (i) the Northern Corridor from Mombasa port through Nairobi to Malaba, with
a branch line to Kisumu; (ii) the Great North Road Corridor from Namanga (Tanzania) through Nairobi
to Thika, Isiolo, and Moyale (Ethiopia); (iii) the Northern Tanzania – Southern Sudan Corridor from
Isebania through Kisumu to Kakamega, Kitale, Lodwar and Nandapal/Nakodok (South Sudan), and,
(iv) Lunga Lunga (Tanzania) to Garissa through Mombasa, Malindi and Lamu.

The other important national roads are: (i) Isiolo to Mandera through Wajir; (ii) Mai Mahiu to Isebania
through Narok and Kisii; and, (iii) Voi – Taveta. These road links are part of the Primary Road network
in Kenya, and important for international transport and trade facilitation.

Although Non-Motorized Transport (NMT) has been recognized as an important means of transport
in Kenya, to date 1,070 km footpaths, 110 km cycle lanes, 97 km footbridges have been constructed.

This policy requires that the planning, development, and maintenance of roads by the various
institutions must embrace inter-modal transport including infrastructure for motorized, intermediate
and non-motorized transport as well as lay emphasis on the regulation and monitoring of the road sub-
sector to ensure harmony in the planning, development and management of the road infrastructure.

1.3.2. Rail Transport

The Kenya Railways Corporation (KRC) is mandated to develop, maintain and manage railway
infrastructure in Kenya. Railway transport involves mixed traffic i.e. freight and passengers. The
freight traffic comprises of containerized and conventional cargo, whereas passenger services
comprise of long-distance transport and urban commuter.

The total railway network currently consists of 592 km of Standard Gauge Railway (SGR) and 2,778
km of Metre Gauge Railway (MGR) line, comprising 1,083 km of mainline, 346 km of principal
lines, 490 km of minor and branch lines and 859 km of private lines and sidings. The SGR rail network

21
is envisaged to be extended by 369 km from Naivasha through Kisumu to Malaba (Kenya/Uganda
border). This will stimulate regional trade, tourism and transport between Kenya and Uganda,
Rwanda, Burundi and the Democratic Republic of Congo via the Northern Corridor. Additionally,
this expansion will improve balance of trade by enhancing exports, inland waterway transport and
supporting manufacturing sector.

The value of total output of rail transport, freight volumes and passenger moved, rose from KSh. 15
billion in 2021 to KSh. 16.6 billion in 2022 while that of passenger traffic went up by 6.7 per cent to
KSh. 990.9 billion in 2021. The volume of cargo transported through MGR and SGR increased by
13.6 per cent from 6051 thousand tonnes in 2021 to 6877 thousand tonnes in 2022. MGR had an
increase of 22.2% while SGR recorded an increase of 12.6 %. As a result, revenue generated from
freight haulage increased by 4.4 per cent from KSh. 13.296 billion in 2021 to KSh. 13.877 billion in
2022. The number of rail passengers moved declined by 10.3 per cent from 6.491 million in 2021 to
5.822 million in 2022. The decrease in passenger numbers was mainly attributed to a decline in the
number of passengers using Nairobi Commuter Railway (NCR). However, passenger average
revenue increased by 15.7 per cent from KSh. 2,435 million in 2021 to KSh. 2,818 million in 2022.

The rail subsector key stakeholders, apart from the line Ministry of Roads and Transport, include
Ministry of East African Community, Ministry of Lands, Housing and Urban Development, Kenya
Ports Authority (KPA), Kenya Airports Authority (KAA), Kenya Power and Lighting Company PLC
(Kenya Power), Kenya Revenue Authority (KRA), Kenya Pipeline Company (KPC), Lamu Port-
South Sudan- Ethiopia Transport (LAPSSET), the Northern Corridor Transit and Transport
Coordinating Authority (NCTTCA), Shippers Council of Eastern Africa and Kenya Association of
Manufacturers (KAM).

Over the last few decades, there has been low investment in rail transport infrastructure expansion
and maintenance, capacity building and modernisation of the rolling stock. The development of rail
infrastructure, service provision and regulation are under one entity, the KRC, which is not a good
practice that requires infrastructure development and service provision to be separated from
regulations. In addition, rail planning, development and management should be integrated with other
modes of transport.

This policy will focus on the development, rehabilitation and expansion of the railway network, and
integration with other modes of transport and associated commercial and logistics hubs, including
Transit Oriented Development (TOD) within the operational railway land. Further, the policy will
focus on improvement of freight and passenger services, and development of a framework for the
economic and safety regulation, open access system and business spin-off in the rail sub-sector.

In order to sustainably support the provision of passenger services provided as part of the public social
obligation, the policy will promote cross-subsidization across the rail business units. In addition, the
policy will encourage private sector participation.

1.3.3. Maritime Transport

Kenya’s maritime transport sector activities include coastal and inland water transportation, logistics
and supply chain, ship building and associated supply sector industries, ports and marinas, and
maritime training. The maritime transport also contributes to manufacturing through building and
repair of ships and boats but has not exploited the potential to manufacture and repair containers and
other related equipment.

22
Kenya’s ocean space consists of its sea area and inland waters with a coastline of about 640 km long
with a sea area comprising a territorial sea of about 9700 km2 and an Exclusive Economic Zone (EEZ)
of about 230,000 km2. Kenya also claims an Outer Continental Shelf of 350 km encompassing
approximately 103,320 km2. Similarly, Kenya’s inland water bodies support transport activities and
comprise approximately 10,700 km2 which include Lakes Victoria (4,128 km2), Turkana (6,405 km2),
Naivasha (210 km2), and Baringo (129 km2). In total, Kenya’s total maritime space is approximately
255,420 km2, equivalent to half of her landmass area of 580,000 km2.

Approximately 90% by volume of Kenya’s international trade is seaborne and amounts to more than
US$ 3 billion annually. Maritime transport sub-sector contributed KSh. 54.8 billion in 20225. The sub-
sector is key for the country’s economic development, investment, wealth creation, and employment.

The key Government MDAs under the maritime transport sector includes State Department for
Transport, State Department for Shipping and Maritime Affairs, State Department for Environment
and Climate Change and Climate Change, Kenya Maritime Authority, Kenya Ports Authority, Kenya
Navy, Kenya Coast Guard, Kenya National Shipping Line, Kenya Shipyard Ltd, Kenya Revenue
Authority, Kenya Plant Health Inspectorate Service, Bandari Maritime A and other METs. The sub-
sector collaborates and works closely with regional and international bodies.

In spite of this potential, the sector faces various critical issues, such as: slow enactment of national
laws and domestication of international instruments; lack of a comprehensive strategy to promote
maritime trade, development and facilitation; low number of vessels in the Kenyan Registry; lack of
incentives to attract and retain investments in the maritime transport; insufficient institutional
capacities and competences for implementation and enforcement of policies and laws; inadequate
number of maritime communication facilities; inadequate human resource capacity; inadequate
infrastructure and/or facilities for effective and efficient surveillance of the Kenyan maritime zones
and inland waterways; lack of maritime research, innovation and development; inadequate investment
in maritime transport infrastructure; lack of integration with road, rail and pipeline infrastructure; and,
inadequate capacity for search and rescue services.

The key policy directions will include ensuring safe, affordable, effective, and efficient port services;
encouraging competitive sub-sector; improving infrastructure; encouraging private sector
participation; and promoting maritime trade and industrial development.

1.3.4. Air Transport

Kenya is a Contracting State of the International Civil Aviation Organization (ICAO), which is a
United Nations Agency responsible for civil aviation planning, development, management, legal and
institutional frameworks of the civil aviation industry. The Ministry for Roads and Transport is
responsible for policy formulation, negotiation of Bilateral Air Service Agreements (BASAs) and
provision of overall strategic direction. The Aircraft Accident Investigation Department (AAID) under
the Ministry, is responsible for the investigation of air accidents and incidents. Kenya Civil Aviation
Authority (KCAA) undertakes safety, security and economic regulation of the civil aviation industry
to ensure that ICAO Standards and Recommended Practices (SARPs) are implemented by all
stakeholders in the aviation sector. KCAA also provides Air Navigation Services (ANS), coordinates
aircraft Search and Rescue (SAR) operations and aviation training through the East African School of
Aviation (EASA).

5
Economic Survey 2023, KNBS, GoK.

23
Kenya Airports Authority (KAA) is responsible for the development, operation and management of
economically viable aerodromes and the maintenance of facilities necessary for the efficient operations
of aircraft. There is also Kenya Airways and its subsidiary Jambo jet which are strategic national assets.
Air Transport is also supported by the Kenya Meteorologicall Department which provides aviation
weather forecasts/climate prediction information.
Kenya has an extensive network of 446 aerodromes of which 230 are public while 216 are privately
owned and managed. Of the public aerodromes, 22 are managed by Kenya Airports Authority (KAA),
145 by the State Department for Interior and Citizen Services, 9 by the Kenya Defence Forces (KDF)
and 53 by the Kenya Wildlife Services (KWS). The annual network passenger terminal effective
capacity for Kenya airports is 10.82 million passengers and 1.955 metric tonnes of cargo. The major
airports are Jomo Kenyatta International Airport (JKIA), Moi International Airport (MIA), Kisumu
International Airport (KIA), Eldoret International Airport (EIA) and Wilson Airport. As at 30th June
2022, there were 1,624 aircrafts with valid licenses and 90 air operators registered in Kenya.

Air transport is critical to Kenya’s economy as well as a key enabler to the achievement of development
aspirations as per Kenya Vision 2030. Airports play a critical role in promoting tourism and connecting
the country to the rest of the world thereby strengthening trading ties and generating new business
opportunities. The aviation sector contributes US$ 1.5 billion to the GDP comprising US$ 740 million
from aviation itself, US$ 515 million through indirect activities down the supply chain and US$ 294
million from employee's and stakeholders spending. It generates 26,000 jobs directly, a further 104,000
indirectly and 59,000 more induced. The aviation impact on Kenya’s tourism industry accounts for an
extra US$ 1.6 billion contribution to GDP and 336,000 jobs6. The attendant gross value-added
contribution by the Air Transport Sub-Sector to the GDP is US$ 3.2 billion equivalent to 3.2% of the
GDP.

Kenya had recorded a consistent year-on-year growth of passenger numbers from 2007 to 2019 but
this performance was adversely affected by the impacts of the Covid-19 pandemic. In 2019, Kenya
registered the highest number of air traffic passengers ever, surpassing 12 million annual passengers;
of which 7 million came from outside the country. The number declined to 4.4 million passengers in
2020 as a result of the measures put in place to reduce the spread of the Covid-19 virus. The industry
has shown signs of recovery with 6.5 million passengers recorded in 2021 and 10.2 million passengers
recorded in 2022. Of the passengers recorded in 2022, JKIA handled over 6.5 million passengers which
were over 64% of the total passenger traffic. Kenya’s second busiest airport, Moi, handled 1.3 million
passengers equivalent to 13%, Wilson handled 0.8 million passengers equivalent to 8%, Kisumu
handled 0.5 million passengers equivalent to 5%, and Eldoret handled 0.3 million passengers
equivalent to 3%. All the other airports handled 0.7 million passengers equivalent to 7%.

Kenya has recorded a steady increase in the volume of cargo handled. In 2019, some 350,684 tonnes
of cargo were moved through Kenya’s airports, while in 2020, some 357,180 tonnes of cargo were
recorded. During the pandemic, the volume of cargo handled showed a steady increase as 380,156
tonnes were recorded in 2021 and 376,553 tonnes were recorded in 2022. The majority of the cargo
recorded in 2022 was moved through JKIA (364,235 tonnes equivalent to 96.7%) while 2.6% was
moved through Eldoret. The volume of cargo moved in all the other airports accounted for less than
1%. There have been fluctuations in the volume of air cargo carried in and out of Kenya as a result of
strong competition from other regional carriers, notably Ethiopian Airlines and the fact that Kenya
Airways has been using smaller aircraft to transport cargo which limits capacity.

6
Aviation Benefits Beyond Borders, September 2020

24
This policy will focus on the rehabilitation, upgrading, expansion and development of the aerodromes
and aviation navigation and communication systems through both government and private sector
financing. The policy also encourages improved management and cross-subsidization to ensure
sustainability of all aerodromes.

1.3.5. Pipeline Transport

The pipeline system consists of a network of 1,342 km of pipeline running from Mombasa through
Nairobi to the Western Kenya towns of Nakuru, Eldoret and Kisumu. The Kenya Pipeline Company
(KPC) has petroleum products storage facilities at its depots located in Nairobi, Nakuru, Eldoret and
Kisumu with a total capacity of 884,000 m3, and manages and operates the 326,000 m3 Kipevu Oil
Storage Facility (KOSF) and another 140,000 m3 under a lease arrangement with Kenya Petroleum
Refineries Limited (KPRL).

The table below highlights the storage of the various products at KPC installations:

Table 3: Storage of the various products at KPC installations (m3)

Station Motor Spirit Automotive Gas Illuminating Jet A-1 Total
Premium (MSP) Oil Kerosene
Moi - - - 7,000 7,000
Airport
Nairobi 71,926 66,651 57,287 37,136 233,000
Terminal

Jomo - - - 54,000 54,000

Kenyatta
Airport
Nakuru 12,630 15,702 2,668 - 31,000
Depot
Kisumu 14,171 19,300 5,013 6,516 45,000
Depot
Eldoret 15,471 21,833 4,413 6,283 48,000
Depot
Sub- 113,731 123,563 69,281 111,405 417,980
Total
KOSF 108,577 92,683 124,973 326,000
KPRL 59,269 80,731 - - 143,000
(in use)
Grand 395,775 420,463 263,635 222,340 884,000
Total

The first 450 km, 14-inch diameter pipeline was completed in 1978 from Mombasa to Nairobi.
Additionally, 325 km of pipeline (8-inch and 6-inch diameter) was constructed from Nairobi to
Eldoret, and a further 121 km of pipeline (6-inch diameter) up to Kisumu was completed in 1994.

To further enhance product availability in the Western Region and satisfy the transit market, a 14-inch
parallel pipeline from Nairobi to Eldoret (Line-4) was constructed and completed in November 2011.
Line 4 increased the previous Western Kenyan Petroleum Extension (WKPE) capacity from 220m3/hr
to 311m3/hr. An additional 10-inch diameter pipeline from Sinendet to Kisumu (Line-6) and a tee-off
from Line 4 with a flow rate of 350m3/hr was constructed and completed in 2016.

25
The new Mombasa - Nairobi 20-inch diameter pipeline (Line-5) was completed and commissioned in
2018 with an initial flow rate of 1,000 m3/hr, replacing the old Line 1 pipeline which had outlived its
economic lifespan. In addition, during the same year, KPC commissioned an additional storage tank
in Nairobi and the Kisumu Oil Jetty.
The details of the pipeline network is shown in the table below:

Table 4: Pipeline Overview

Pipeline Segments Year Distance Diameter Installed Flow No. of pump stations
completed (km) (Inches) Rate (m3/hr.)
Mombasa - Nairobi
2018 450 20 1,000 8
(Line 5)
Nairobi -Eldoret
1994 325 8&6 220 4
(Line 2)
Sinendet - Kisumu
1994 121 6 110 0
(Line 3)
Nairobi - Eldoret
2011 325 14 311 2
(Line 4)
Sinendet-Kisumu
2016 121 10 290 0
(Line 6)

The above pipeline segments are all operational. Pipeline is connected to the Kipevu oil terminal and
Kisumu oil jetty in addition to oil depots along the network. However, the new Line 5 (Mombasa-
Nairobi) is yet to be connected to the new Kipevu Oil terminal for optimization of oil transportation
services to meet the expected demand.

KPC has enhanced its systems to cater for various stakeholder needs including the multi-agency
initiative comprising of KPC, Kenya Railway Corporation and Kenya Ports Authority. KPC has also
put in place a modern bottom loading facility in Western Kenya depots. It has also partnered with
Kenya Railways, Kenya Defence Forces and National Youth Service to rehabilitate and operationalize
the Nairobi-Nanyuki Railway line that will serve Mt Kenya and Northern Kenya Region. KPC has
also revamped its facilities in Western Kenya that has made it possible for Rail loading in both Eldoret
and Kisumu Depots where rail wagons are loaded with product and ferried on the refurbished railway
line from KPC depot to KPA Kisumu depot for onward supply to Uganda.

For pipeline capacity to be optimized and meet the growing regional market demand, the existing
infrastructure requires rehabilitation and construction of additional facilities (pipelines, pumping
stations, storage facilities, etc). In addition, the pipeline’s interface with other transport modes such
as roads, rail and marine transport needs to be improved. This integration will enhance cargo security
and safety, support local distribution from the established depots, and minimize incidents of revenue
loss through cargo diversion.

This policy addresses the renewal and expansion of the existing network requirements, augmentation
of oil receiving facilities from the jetties, and collaboration and partnerships with neighbouring
countries.

26
 1.5. URBAN TRANSPORT

Urbanization in Kenya has been increasing rapidly since independence. Based on the Kenya National
Population and Housing census 2019, some 14.8 million persons lived in the urban areas, representing
31 percent of the total population. The urban population generates over 65% of the national GDP 7.
Nairobi alone contributes 60% of the GDP to the national economy. Urban economies rely on good
transport links to foster efficiency, and limit productivity losses. However, Nairobi and other major
towns face chronic traffic congestion which is estimated to cost the economy $780 million per year,
equivalent to 2.2% of the GDP8.

With the increase in population in urban areas, investment in urban transport is expected to grow in
line with rapid growth in land development to support the population, social and economic needs.

This growth has however not been met with commensurate growth of urban transport infrastructure
expansion and services, such as Mass Rapid Transit Systems (MRTS). In cities and urban areas, urban
transport is majorly road based and to some extent supported by rail and water. However, airport exits
in some urban areas but do not provide intracity transport.

Road transport in urban areas is characterized by low capacity and unreliable public transport services
(mostly buses and matatus) contributing to traffic congestion during peak hours, and inappropriate
competition for limited road space among motorists, pedestrians and cyclists. Urban transport
passenger services are dominated by the private sector, which is poorly organized. In addition, there
is weak enforcement leading to non-compliance with regulations leading to poor service delivery and
high transport costs. Infrastructure for Non-Motorised Transport (NMT) uses is generally lacking and
is a contributory factor to high crash rates for the users.

Urban commuter rail services are a viable alternative, but the services operated in Nairobi suffers
from lack of dedicated infrastructure, inadequate rolling stock and is not financially sustainable as the
demand is too low due to competition from the road-based services, and suffers from operational
inefficiencies.

Poor physical planning has led to dispersed land uses that promotes urban sprawl, long trips, use of
private passenger cars, and generally leads to an expensive urban transport system, especially in
Nairobi. Some land uses along the transport corridors conflict with transport functions and negatively
affect safety and security.

Motorized traffic congestion in urban areas have contributed significantly to emission of Green House
Gases (GHGs) as several trips are made in private cars as opposed to public transport, walking and
cycling. The general poor maintenance condition of the many small capacity buses and mini-buses,
and growing prevalence of motor-cycles for public transport, make the air pollution situation worse.

Motor-cycle taxis are becoming increasingly prevalent in Nairobi, and other urban centres, but there
has been a concern on their safety records as they are involved in many serious crashes. There is lack
of paved road infrastructure, other facilities like footpaths for pedestrians, inadequate dedicated lanes
for cyclists or Non-Motorized and Intermediate Means of Transport (NMIMTs).

7
Civil Society Urban Development Programme, Kenya Urban Areas – A Brief, Undated
8
Atkins, 2019

27
Transport policies have so far largely supported motorized transport at the expense of non-motorized
transport and have denied users benefits inherent in NMIMTs leading to marginalization of NMIMT
users in both urban and rural areas.

The inefficiency of urban transport is due to inadequate infrastructure, lack of integration of roads
transport with other modes of transport and weak traffic demand management. As a result, the
majority of low-income urban workers find public transport costly hence meet most of their transport
needs by walking and cycling.

This policy will address the issue of urban transport policy, integration, coordination, planning for
NMT, MRTS, urban land use and institutional arrangement within urban transport sector.

1.6. RURAL TRANSPORT

Rural areas contained 69% of Kenya’s population based on the 2019 Population and Housing census.
The socio-economic activities within the rural setting are especially based in agriculture, horticulture,
livestock farming and fishing.

It is estimated that 85% of the movements in the rural areas usually take place off the major roads
(using tracks and paths) to support rural mobility needs between homes and farms, markets, rivers,
meeting grounds, schools, health centres, churches, local administrative offices and rural homes.
Most trips are made using Non-Motorized and Intermediate Means of Transport (NMIMTs) which
include walking and head loading, on bicycles, and animal transport. Motorcycles and three wheelers
are also used in large scale. These journeys facilitate the production of goods and their movement to
markets and their supply to urban areas. The government through implementation of the low volume
seal roads, has provided 10,000 kms in the last ten years.

The government has stated its commitment to the promotion of Intermediate Means of Transport
(IMTs) as a strategy for poverty alleviation. Considering the critical role NMIMTs could play in the
development of rural and urban transport for both passengers and goods, there is a need to actively
support this mode and provide guidelines for promoting its development along with other transport
means

The policy direction is to integrate rural transport with the national transport networks through
integrated planning with the County Governments and elimination of transport challenges such as
long detours, poor infrastructure conditions and transport barriers like bridges over rivers.

28
2.0.STRATEGIC DIRECTIONS FOR THE TRANSPORT SECTOR

2.1. VISION, MISSION AND GOAL OF THE POLICY

This Chapter presents the Vision, Mission, Goal, Policy Objectives and Policy Principles, and sets the
strategic direction for a transport system that addresses the challenges and issues arising out of the
current system in Kenya.

This policy has at its core the following vision and mission.

VISION STATEMENT
“A world class integrated transport system that is responsive to the needs of the people”.

MISSION STATEMENT
“To develop, operate and maintain an integrated transport system that is efficient, reliable, safe and
secure to achieve sustainable development”.

THE GOAL OF THE TRANSPORT SECTOR

“To increase the transport sector contribution to the sustainable socio-economic development of
Kenya”.

2.2. POLICY OBJECTIVES

2.2.1. Impact Level Strategic Policy Objectives:

1. Meet overall Government policy objectives, as contained in Vision 2030, its development
plans, regional and international development goals;
2. Promote national, regional and international integration for increased trade and exploitation
of the socio-economic potentials;
3. Reduce disruptive effects of disasters and climate change.

The key Performance Indicators (KPIs) and targets for the impact level objectives are:
1. Population living within 2-km of a transport mode reduces significantly with 2023 as baseline
through to 2030; social and inclusivity targets etc;
2. Trade between Kenya and the neighbouring countries increased from KSh. 1,915,602 in 2013
to KSh. 3, 363, 919 in 2022; and,
3. Disasters on transport related to climate change decrease with 2023 as baseline.

2.2.2. Outcome Level Strategic Policy Objectives:

1. Establish and support transport institutions for efficient and effective performance of their
mandates (KPIs: all sub-sectors are regulated; safety and economic regulations of services;
updates laws and regulations for all institutions; clear mandates without overlaps and grey-
areas; compliance levels with sector laws, regulations, and guidelines);
2. Plan and develop the sector in a coordinated manner based on transport needs of the economy
(KPIs: coordination framework in place; integrated development plans and
programme/project designs; integrated financing and implementation of

29
 programmes/projects; M&E framework developed and being implemented; no. of intermodal
facilities constructed);
3. Establish and support an economically, Environmentally and socially sustainable transport
system that is safe and secure (KPIs: increase financial support to the more sustainable means
of transport based on their capabilities, limitations, Environmental and social impacts, and
safety; improve safety; improve security; number of passengers using the means of transport
(walking, cycling, Non-Motorised and Intermediate Means of Transport -NMIMTs, Mass
Rapid Transit Systems - MRTS; and, tonnes of freight on roads and rail; air transport
passenger growth);
4. Attract private sector financing for transport infrastructure development and service provision
(KPIs: increased investment in the transport sector, by subsector;
5. Plan and develop Multimodal Economic Transport Corridors (METC) with integrated land
use and transportation planning and management (KPIs; no. of METC
planned/secured/developed; approved land use plans along the METCs);
6. Enhance use of new technology in the transport sector (KPIs: no. of new and innovative
technologies adopted/implemented by sub-sector; their measures of efficiency and
effectiveness); and,
7. Support human resource capacity development for specialised professional required by the
transport sector (KPIs: no. of specialist professionals trained and engaged, by sub-sector).

The institutional reforms required to achieve the above Policy Objectives are summarised in Table 5.

Table 5: Institutional reform roles to achieve strategic policy objectives.

Policy Objectives Institutional reforms
Meet overall Government policy • Stronger regulation, monitoring for transparency and
objectives, as contained in Vision accountability and introducing further safety related legislation,
2030, National Climate Change will directly support stated policy objectives in Vision 2030,
Action Plan, its development plans, such as continuity in governance reforms, and enhanced safety
regional and international and security;
development goals • Enhancement of critical skills, improving succession
management and other ‘softer’ proposals such as culture change,
will lead to improvements in Kenya’s human resources
capability and the development of an efficient, motivated and
collaborative public service; and,
• Institutionalization of sectoral climate change action planning to
support the policy objectives in the National Climate Change
Action Plan and facilitate its implementation.
Promote national, regional and • Enhancements in the efficiency of the transport network arising
international integration for from institutional improvements will encourage trade. For
increased trade and exploitation of example, better surface access arising from more integrated
the socio-economic potentials multi-modal planning will improve inter-modal transfer and
freight delivery times; improved port / customs clearance
operations due to more collaborative working will reduce
barriers to trade and a range of economic and commercial
relationships.
• Institutions to leverage the key productive sectors of oil and gas,
agriculture, manufacturing and tourism through enhanced access
to production sites, efficient transportation of produce, better
multi-sectoral coordination.

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Policy Objectives Institutional reforms
Reduce disruptive effects of • Establish institutions with enhanced mandates and resources to
environment and climate change focus on Environmental protection and enhancement. For
example, a strengthened NTSA will be able to test for and
monitor vehicle emissions more thoroughly than at present.
• A well-resourced Climate Change Coordination Unit will be
able to coordinate adaptation and mitigation activities in the
sector and ensure annual reporting on performance of climate
actions.
• Strengthening the ability of Counties to facilitate public
transport and non-motorized transport infrastructure provision
would help move people away from using private vehicles to
public transport.
• Improve the climate resilience of transport infrastructure and
services by introducing regulations for climate risk assessment
as a mandatory part of Environmental impact assessments or
strategic Environmental assessments; improving awareness and
capacities amongst transport and urban planners; and creating
awareness among transport operators of climate change effects.
Establish and support transport
institutions for efficient and effective • Effective institutions will lead to enhanced transport provision,
performance of their mandates widening the horizons of both the urban and rural populations by
bringing a wider range of employment, education and health
provision into range, thereby enhancing inclusivity. They will
enhance social mobility, poverty reduction, and greater
involvement of marginalized groups in decision-making.
Plan and develop the sector in a Improved institutional coordination between transport and disaster
coordinated manner based on response agencies
transport needs of the economy
Establish and support an • Improved procurement processes, better contract management,
economically, Environmentally and greater integrity and accountability of project-related decision-
socially sustainable transport system making and more effective harnessing of the private sector.
that is safe and secure These outcomes will help ensure transport projects and
programmes that are properly and consistently developed,
prioritized and delivered. To deliver these improvements
typically requires institutional interventions such as
strengthening critical staff skill-sets and revision of key
processes and systems.
• Increased regulatory capacity of various agencies and Counties,
and greater emphasis on their cooperation with the police, will
contribute to improved security, ranging from protecting
passengers from theft on public transport, to acts of terrorism.
• Establishing Transport Safety Committees; enhancing safety
expertise and skills in all transport sub-sectors; establishing a rail
safety regulator would greatly improve safety. In addition,
improved institutional cooperation is required to ensure safety.
Attract private sector financing for • Enhanced transparency, customer focus, monitoring and
transport infrastructure development regulation of a range of agencies will bring independent scrutiny
and service provision on financial, Environmental and social outcomes, and thereby
drive sustainability.
Ensure enforcement and compliance • Greater cooperation and coordination with compliance and
with sector laws and regulations enforcement agencies is required in addition to increased
consultation on proposed legal and regulatory reforms.

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 Policy Objectives Institutional reforms
Contribute to gender • Enhanced awareness and capacity of various agencies and
equity(mainstreaming) in transport integrating gender concerns in planning and design of transport
infrastructure and services; as well as cooperation with civil
society organizations with a gender focus, will contribute to
reduce gender inequalities in the sector.
Vulnerable groups and Indigenous • Inclusiveness to reduce inequalities and promote project
people ownership
Integrate transport in land use • Increased institutional coordination between land use planning
planning and management authorities and MoRT.
• Promotion of coordinated land use/transport plans at County
level.

2.2.3. Strategic Initiatives

The Policy objectives will be achieved through the adoption of the following broad strategic initiatives,
individually or in appropriate combinations:
1. Establish the right legal and institutional frameworks for transport sector management,
coordination and regulation;
2. Develop appropriate transport sector financing and funding mechanisms, including
leveraging on private sector financing;
3. Mainstream physical land use planning along transport corridors: along roads and pipelines;
near airports and seaports, and landing bays;
4. Develop an Integrated National Transport Information Management System (INTIMS) for
decision-making for effective and integrated transport planning, development and
management;
5. Enhance investment in the transport sector, especially in sustainable urban transportation
systems and climate-proof infrastructure;
6. Enhance the application of ICT in transport planning, operations and management to enhance
sector efficiency;
7. Protect and conserve the Environment in transportation planning, infrastructure design,
implementation and provision of transport services;
8. Promote public awareness using right media to inculcate positive attitude and behaviour
change;
9. Develop and promote appropriate human resource capacities and good governance in the
sector; and,
10. Create a conducive Environment for research, innovation, knowledge transfer and
technological development in the transport sector.

2.3. OVERARCHING POLICY PRINCIPLES

To meet these policy objectives, the Government will be guided by the following broad
principles.

2.3.1. Institutional Principles

Public policy making will be undertaken at various levels of government. As such, transport
institutional policy needs to address arrangements for relationships at various levels of
government, and among various statutory bodies and the private sector.

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 The Government will play a more facilitative role and provide an enabling Environment for the
development of the transport sector. In this regard, the primary role of the Government will be:
1. Policy formulation, implementation and review;
2. Regulation to ensure safe, secure and sustainable transport infrastructure and services;
3. Facilitation of competition and private sector participation;
4. Protecting and conserving the Environment;
5. Ensuring that there is social equity and gender balance in the transport sector;
6. Intervening in cases of market failure;
7. Availing resources for the development and management of the transport sector, including
for: enforcement of laws and regulations, human resource development, public education,
and, transport research and development; and,
8. Ensuring that all key transport sector stakeholders are engaged and collaborate in the
implementation of this transport policy, including the development of local transport plans.

2.3.2. Public and Private Sector Participation

The Government recognizes that the private sector provides the basis for long-term sustainable
economic growth. The private sector will be encouraged to participate in the provision and financing
of transport infrastructure and services.
Various non-governmental bodies play key roles in the Kenyan transport system. These organizations
will be encouraged to participate in, and lead efforts aimed at, creating public awareness on relevant
transport issues, consumer protection, transport research and lobbying.

2.3.3. Pricing, Investment and Funding Principles

In order to avoid distortions in pricing and users’ choice of transport mode and to promote economic
efficiency, pricing of transport services in Kenya will remain liberalized along with other prices in
the economy. However, pricing should reflect the cost of services rendered or facilities provided (in
the case of infrastructure investment) and that pricing will be undertaken on a cost recovery basis,
taking into account externalities such as pollution and traffic congestion. Thus, investment and pricing
are expected to be undertaken in a manner that promotes sustainable and socially equitable
development.

In view of the above, user charges or cost recovery will be charged for the use of “economic”
infrastructure (i.e. roads, railways, ports, airports and pipelines). For roads, the government will
continue to use the fuel levy and where viable or appropriate, tolls will be applied as a direct user
charge, to finance infrastructure. Thus, all passenger and freight transport services will be operated
on commercial principles except where public transport services are provided as a social obligation.
The Government will encourage stakeholder consultations in pricing and investment decision
making.

Funding approaches will vary across the whole spectrum of infrastructure and operations. Distinction
will be made between infrastructure with tangible economic or financial returns and those that provide
social or strategic benefits which the Government will play a leading role in their provision. This will
be done through appropriations, grants or subsidies to achieve an equitable distribution of resources.

2.3.4. Management, Regulation and Control of operations

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Certain aspects of management, regulation or control of the transport system usually result in financial
income (e.g. charges for vehicle inspections and fines) or in non-monetary benefits (such as reduction
of casualties or preventing abuse of monopoly power through licensing). It is proposed that a more
direct linkage be established between the tangible and intangible benefits of these activities and the
defraying of costs of management, regulation or control. The Government will ensure that revenues
generated from the transport sector are ploughed back into the sector.

The Government will ensure that the goal of the transport sector is realized and desired services are
provided to consumers through appropriate forms of regulation. The form of regulation will differ
according to circumstances as follows:

1. Regulation by contract: This is the highest form of regulation, in which the Government will
specify in detail the service to be provided and can impose a variety of sanctions if the
specifications or standards are not met. This category may include commuter rail services, and
tendered public transport services.
2. Regulation of natural monopolies: The Government has a role in controlling tariffs, and in
setting service and safety standards for the transport industry.
3. Regulation of operations of competing operators: The Government will ensure level playing
fields and regulations for safety, giving service operators as much freedom as possible to provide
customer service as demanded in a competitive Environment. In the case of freight transport,
quality of the service (including safety) will be the guiding principle. For road-based public
passenger transport, the Government will require that operators function in a competitive
Environment, in a manner that complies with the government development objectives.
4. Regulation by establishment of Codes of Conduct: The Government will formulate and
enforce codes of conduct supportive and complementary to legislation to enhance self-regulation
and discipline in the transport sector.
5. Regulation by establishment of Client Service Charters: The Government will institute client
service charters, specifying the Key Performance Indicators (KPIs), including consumer
complaints redress mechanisms.

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3.0.TRANSPORT SECTOR CRITICAL ISSUES AND POLICIES

3.1. INTRODUCTION

Despite the growing demand for transport services, Kenya’s transport sector is currently facing many
critical issues and deficiencies, which should be addressed within the context of Vision 2030 and
beyond.

This section presents the critical issues in the transport sector and outlines the policies that the
Government will implement to address the issues. It is from these sector level policies that the sub-
sector policies/strategies are formulated in Sections 4 to 8.

3.2. LEGAL, INSTITUTIONAL AND REGULATORY FRAMEWORKS

3.2.1. Critical Issues

1. Public and private transport sector institutions do not have an effective collaboration framework
for the development of the sector in a coordinated manner. Placing transport agencies under
different institutional arrangements contributes to disjointed planning and development of the
sector policies and interventions. In addition, there is absence of an effective institutional
coordination framework between National Government and County Governments for
development and management of the transport sector;
2. Existing regulatory framework does not effectively address all the dynamics in the transport
sector leaving some sub-sectors unregulated, like the road and rail sub-sectors. In some cases,
there is lack of policy to support the regulatory framework and development of emerging means
of transport such as boda-boda, unmanned aircraft (drones), Roadside Stations (RSS), floating
bridge and cable cars. In addition, there is weak regulation of road infrastructure development,
rail development and services, and road and rail accident investigation;
3. Infrastructure and institutional arrangements that support efficient and less costly modes of urban
transport such as Mass Rapid Transit Systems (MRTS), commuter rail services, walking and
cycling are lacking, resulting into an imbalanced, costly and environmentally unsustainable
urban transport system. There is a need, therefore, to integrate and coordinate activities and
responsibilities of actors in different transport modes in urban areas to harness the various
synergies of each mode of transport; and
4. The existing legal and institutional framework places a major burden on the government, which
has resulted in under investment in the transport sector. For example, in the rail sub-sector, this
has resulted into a dilapidated Metre Gauge Railway (MGR) infrastructure and rolling stock,
which now require heavy capital investment.

3.2.2. Policy

The Government will:

1. Review the legal framework to allow for the participation of both government and private sector
in the development of transport infrastructure and subsequent management and operation of the
services;
2. Establish a national coordination framework for the development of the transport sector, with
representation from all the relevant institutions and private sector, at national and county levels,
for the planning and development of the transport sector;

35
 3. Review and amend transport sector legislations to create independent regulatory institutions for
port, road and rail sub-sectors, urban transport services; emerging means of transport; and
4. Develop an Urban Transport Policy to promote the development of sustainable transport systems
in urban areas, including the creation of a national institution for coordination of urban transport
development.

3.3. LAND USE AND TRANSPORTATION PLANNING

3.3.1. Critical Issues

Land use planning plays a vital role in reconciling conflicts in land use development from various
competing interests ranging from transport, utilities, housing, commercial, and agriculture uses
amongst others.
1. Uncontrolled and uncoordinated development especially in major urban centres has led to high
urban densities, urban sprawl, inadequate access to transport, long travel times and high
transport and infrastructure provision costs;
2. Many urban areas like Nairobi, Mombasa, Lamu, Kisumu, Nakuru, Nyeri, Embu, among others
lack strategic structure plans to cope with long-term transport infrastructure needs and
consequently cannot reserve land for future transport development;
3. Within urban and rural areas, poor land administration and governance challenges have led to
encroachment of land reserved for transport infrastructure development; and
4. There is general absence of long-term transport and land use plans that consider future transport
needs in all the sub-sectors.

3.3.2. Policy

The Government will:

1. Ensure harmonization and integration of land use policies with transportation policies, including
establishment of appropriate land use planning mechanisms that protect long term transport
infrastructure and service needs;
2. Ensure development and implementation of local transport plans that are fully integrated with
urban and regional land use plans, land use compatibility and secure and/or acquire land for future
development. In urban areas this will follow principles of Transit Oriented Development (TOD)
to promote MRTS;
3. Promote the Multimodal Economic Corridor Concept that takes into account all future possible
modes of transport, and future land use development along the Corridor; and
4. Develop specific physical planning policy in an integrated manner as provided for in the Physical
and Land Use Planning Act No. 13 of 2019.

3.4. TRANSPORT INFRASTRUCTURE PLANNING AND DEVELOPMENT

3.4.1. Critical Issues

1. Transport infrastructure planning and development comprising roads, railways, the pipeline, ports
and aerodromes, is fragmented and inadequate in terms of connectivity and inter-modality.
Although there has been increased efforts to enhance logistic linkages between origin and
destination involving different transport modes, each mode of transport still largely operates on its
own;
2. In its current form, the transport system connectivity is a bottleneck to socio-economic
development of the country since its linkages with centres of production, markets and key

36
 economic sectors such as agriculture, tourism, industry and mining are weak and inadequate.
Socially, it does not facilitate adequate services to: health, education, governance (including access
to government services), security, recreation, among others.

3.4.2. Policy

Development of integrated transport systems involves a fundamental change in the traditional way of
looking at transport of passengers and freight: a mode is increasingly considered only as a link in the
chain from the origin to ultimate destination. Thus, an integrated system providing a seamless transport
service is important in facilitating an efficient transportation. Planning and development of transport
programmes and projects should therefore be mutually harmonized and synchronized to strengthens
the integration between the sector and the national economy. Closer inter-modal consultation,
coordination and harmony will ensure optimal use of resources, reduce or eliminate duplication, and
inefficiencies.

The Government will:

1. Establish an institutional framework for the planning and development of the transport sector in
an integrated manner;
2. Develop an Integrated National Transport Master Plan (INTMP) encompassing all transport
modes the goal to improve and extend transport infrastructure, reduce transport costs and open-
up new frontiers for economic development;
3. Ensure that the following sub-sectoral Master plans are developed and aligned with the INTMP:
a) Road Transport Master Plan (RTMP);
b) Rail Transport Master Plan (RaTMP);
c) Maritime Transport Master Plan (MTMP);
d) Air Transport Master Plan (ATMP); and
e) Pipeline Transport Master Plan (PTMP).
4. Develop the missing links between the various modes along the international transport corridors
linking Kenya to the neighbouring countries, including rail connection to Lamu; extension of the
SGR to Kisumu and Malaba; urban commuter rail networks; rail-road-pipeline linkages;
revitalising inland ports; crude oil pipeline from Turkana to Mombasa; and development of the
LAPSSET corridor.

3.5. INTERCITY TRANSPORT SERVICES

3.5.1. Critical Issues

1. Road transport continues to be the predominant mode of transport for both passengers and
freight in Kenya, due to its comparative advantage in terms of being accessible as the basic
mode of travel. The road network currently carries more than its fair share of traffic,
compared to the other land-based modes, railway and pipeline, despite the superior carrying
capacity of railway and pipeline transport for both passengers and goods;
2. Over-reliance on road transport not only results into high road maintenance costs and high
transport costs, but also exposes the country to high risks of sabotage due to vulnerability to
acts of terrorism. It also contributes high GHG emissions to the Environment and Climate
Change. Freight transport by road is expensive, exposed to insecurity, and slow due to
congestion within urban areas and other operational factors; and,
3. Air, maritime and pipeline transport networks are skeleton in nature and serves a very small
intercity transport demand.

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3.5.2. Policy

The Government will:

1. Ensure that transport sector development is in accordance with the INTP, and its sub-sector plans,
and undertaken in a coordinated manner;
2. Prioritise the development of all modes of transport and their integration with each other for
enhanced inter-city and intra-city transport services;
3. Adopt the Multimodal Economic Transport Corridor planning and development approach to
ensure modal integration; and,
4. Promote the use of Intelligent Transport Systems (ITS) for improved logistics, traffic management
and enforcement to enhance transport service efficiencies.

3.6. URBAN TRANSPORT SERVICES

3.6.1. Critical Issues

1. Urban transport development is not well-guided by policy. It is no clear what path the
development should take as more investment is being made to support motorised transport
services and un-constrained land use development; and,
2. Large urban areas like Nairobi, Mombasa and Kisumu have comprehensive land use and
transport development plans. However, the lack of strict implementation of the plans has
frustrated the planning and provision of integrated public transport infrastructure and services,
resulting in traffic congestion which imposes massive economic losses in productive time,
additional fuel consumption and increased GHG emissions.

3.6.2. Policy

The Government will:

1. Establish an institutional framework for the development of urban transport systems that
promote sustainable transport modes such as MRTS, walking, cycling, and commuter rail
through allocation of more resources for infrastructure development in urban areas; and,
2. Ensure that land use planning and implementation is integrated with transport development at
all levels in the management of urban areas; and,
3. Promote the use of Intelligent (Smart) Transport Systems for traffic management and
enforcement of laws and regulations in urban areas.

3.7. TRANSPORT LOGISTICS

Transport logistics covers the planning, implementation, and control for the efficient and effective
flow and storage of goods and services, and related information. The process starts from point of origin
of goods to the point of consumption and should conform to the requirements of the customer. It
involves information flow, materials flow, financial flows and people.

3.7.1. Critical Issues

1. Despite being important to the Kenyan economy, logistics suffers from weak regulation, which
hampers the growth of the sector;
2. Lack of a coordination framework for transport logistics, particularly at the Mombasa port
where the main actors (KRA, KEBS, KRC and KPA) and organized transport service providers

38
 including shipping lines, airlines, road hauliers and railways operate on different platforms,
have resulted into high transport costs; and,
3. There is no infrastructure and automation to support transport logistics.

3.7.2. Policy

The Government will:

1. Formulate a regulatory framework for transport logistics;
2. Facilitate integration of all transport infrastructure and services, especially between road, rail
and maritime transport modes at the ports, planning and development that supports inter-
modality for freight transport; and,
3. Develop ICT, and other necessary support systems, to encourage seamless transport from one
mode to another.

3.8. TRANSPORT HEALTH, SAFETY AND SECURITY

3.8.1. Critical Issues

1. Transport offers avenues for transmission of diseases. Transport workers are the major
potential transmitters and victims of various communicable diseases;
2. Transport related crashes and incidents are major cause of health complications.
• Land use and traffic conflicts due to incompatibility;
• Poor access control;
• Speeding;
• Inadequate regulation;
• Weak traffic law enforcement;
• Road design and maintenance deficiencies;
• Driver and operator errors;
• Poorly maintained and uncomfortable public transport vehicles; and,
• Weak and compromised law enforcement officers to violate traffic laws and
regulations;
3. High levels of environmental pollution leading to respiratory diseases;
4. Poor safety and security of passengers on board public service transport;
5. Diversion and theft of freight along the international road transport corridors, especially on
the Northern Corridor, is quite common, and sometimes police escort is required;
6. In rail transport, Kenya Railways Corporation (KRC) is both the operator and the regulator,
which is not a good practice as far as safety and security is concerned.

3.8.2. Policy

1. The Government will establish a framework for the development of interventions to reduce
the potential and actual negative effects of transport on health, including implementation of
mitigation measures and emergency services;
2. Develop a framework for capacity building for institutions responsible for oversight on
transport safety, security, public health and enforcement;
3. Develop a national railway safety and security strategy including an appropriate safety and
security management system for the critical infrastructure;

39
 4. Develop a collaboration framework for joint resource mobilization and development of
maritime communications services, navigation safety, hydrographic and bathymetric
surveys and charts to support inter-county transport and inland water transport services; and,
5. Develop and implement a Maritime Transport Security Strategy and the Risk Management
Framework (MTSS&RMF);
6. Strengthen cyber security defense systems and adopt appropriate technologies;
7. Policy interventions will be aligned with international agendas such as Sustainable
Development Goals (SDGs) that cover environmental degradation, climate change
resolutions among others; and,
8. The Government will enhance health, security, and safety for all transport modes through a
combination of measures that will include:
• Improved surveillance by application of ICT and automation;
• Improved regulation of road and maritime transport vehicle standards and conditions,
user education and use of ITS in the enforcement of road traffic and maritime laws and
regulations;
• Improved logistics and traceability of freight and passenger movements;
• Enhanced investigation of incidents, crashes, and accidents for all transport modes,
particularly road and maritime;
• Enhanced enforcement of labour laws and regulations as far as they relate to drivers and
boat operators;
• Provision of Roadside Stations (RSS) and markets along the major transport corridors for
improved access control, safety and security of passengers, freight and the local
communities;
• Independent auditing of health, safety and security provisions in transport infrastructure
and services will be undertaken throughout the project cycle from planning through
construction to operation; and,
• Health, safety and security will be undertaken throughout the transport project cycle from
planning through construction and operation.

3.9. ENVIRONMENT AND CLIMATE CHANGE IN TRANSPORT

3.9.1. Critical Issues

1. Whilst Environmental policies are incorporated in transport infrastructure development,

management and operations, the construction of infrastructure and maintenance of
transport systems still affect the environment through destruction of flora and fauna,
displacement of human settlements and animal habitats, separation of animal herds and
negative changes in environment conditions;
2. At the same time Greenhouse Gas (GHG) emissions from the transport sector have been
increasing rapidly due to economic and population growth. The NCCAP identifies
operational inefficiencies, inadequate and not integrated infrastructure, heavy traffic
congestion and high fossil fuel consumption as the main contributory factors to GHG
emissions;
3. Water pollution from oil spills from ships and pipeline operations;
4. Currently there are no publicized effective control measures in the transportation of
hazardous materials and substances, which can result into an environment disaster
should a road crash or acts of terrorism happen.

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3.9.2. Policy

The Government will:

1. Climate proof transport infrastructure and pursue development of low-carbon sustainable transport
systems;
2. Enforce the Climate Change Act, Number 11 of 2016, revised 2023, on Climate Change
safeguards such as control of gaseous emissions, noise pollution, oil spills, construction activities,
among others;
3. Develop standards for climate proofing of transport infrastructure and long-term strategies for the
development of climate-resilient transport sector;
4. Provide the regulatory framework and appropriate fiscal policies to promote energy-efficient and
low-emission freight transport, including shifting passenger and freight from road to rail;
5. Ensure strict enforcement of regulations governing the transportation of hazardous materials and
substances to minimize chances of occurrence of disasters, such as fires arising from spills of
petroleum products through road crashes;
6. Establish effective disaster management measures, along the major transport corridors;
7. Put in place and enforce necessary regulations to prevent and address fuel spills and consider
diverting such dangerous freight to the rail, pipeline, and inland waterway systems where
population exposure is significantly lower;
8. Put in place a sectoral consensus on climate change, monitor and review mitigation and adaptation
actions on a regular basis in the transport sector;
9. Promote the adoption of e-mobility for transport services including supporting investments in
modern vehicle, aircrafts technologies to reduce GHG emissions and noise;
10. Prioritize implementation of Mass Rapid Transit Systems (MRTS) and Non-Motorized Transport
facilities in urban areas, and dis-incentives for the use of private motor vehicles;
11. Promote the use of renewable fuels including promotion of green mobility;
12. Set an enabling policy framework to incentivize efficiency improvements in freight transport in
conjunction with private sector;
13. Forge closer cooperation with scientists and engineers, industry, and international organizations
to ensure that up-to-date information on climate change impacts is available, widely disseminated
and taken into account by policy makers, transportation planners and development strategists;
14. Explore ways in which further financial resources may be generated as part of mitigation efforts
in the transport sector, such as congestion fees, parking charges, carbon trading etc;
15. Ratify, domesticate and implement all relevant international/regional conventions and protocols
and agreements relating to environmental conservation and climate change;
16. Create regulatory/ institutional structure to ensure that all agencies comply with all the
Environment laws and regulations throughout the project cycle. The planning and development
standards should meet climate change considerations, including incorporation of costs of CO2
emissions and road crashes in assessment of economic viability of transport projects;
17. Pursue innovative technologies in the field of Environmental conservation and use of alternative
materials with less carbon footprints in transport infrastructure construction;
18. Ensure closer co-operation between relevant government agencies in the implementation of
international Environmental legislation/agreements such as the Paris Agreement and the Clean
Air Initiative (CAI) resolutions;
19. Develop and progressively introduce and enforce vehicle emission limits;
20. Develop a legal and regulatory framework to operationalise the domesticated IMO conventions,
including enactment of legislation for the protection of coastal Environment and neighbouring
cities and towns;

41
21. Build capacity and a coordination framework for joint resource mobilisation and management of
pollution incidents among government agencies, private sector and partner states to promote
sustainable transport;
22. Develop and implement Green Port and Green Aerodrome Strategies;
23. Develop a framework for aviation Environment protection including the Carbon Offsetting and
Reduction Scheme for International Aviation (CORSIA) and support coordination between the
aviation stakeholders and Environment experts to enhance expertise and promote knowledge
sharing and harmonization of positions on issues of Environment protection;
24. Develop capacity in terms of personnel and technology and encourage production and deployment
of alternative sources of fuels including Sustainable Aviation Fuels (Biofuels and electricity) and
use of more energy-efficient infrastructure including electric vehicles at aerodromes; and
25. Develop and enforce regulations for the disposal of abandoned and written-off aircrafts and related
aircraft waste such as aircraft parts and fluids within aerodromes.

3.10. TRANSPORT AND SOCIAL EXCLUSION

Whilst transport is not entirely responsible for social exclusion, it can help in reducing both social and
economic exclusion through provision of affordable options such as: universally accessible
infrastructure; appropriate and affordable transport services to all users; and, connectivity to markets,
schools, health centres, and so on.

3.10.1. Critical Issues

1. There is widespread social exclusion, particularly in rural areas, as investment prioritization

in the transport sector is based on engineering and economic criteria. For example, highly
trafficked intra- and inter-city road networks are often favoured for development and
maintenance; and,
2. Vulnerable persons, such as PWDs, the aged, and the poor have limited access to transport
facilities and services.
3. By examining the links between social exclusion, transport and the location of services, the
Government can give particular focus to access to those opportunities that have the most
impact on life-chances, such as work, learning and healthcare.

3.10.2. Policy

The Government will:

1. Incorporate social exclusion vulnerability assessments into the planning and implementation
phases of transport projects.
2. Promote free, prior and informed consent (FPIC), participation and protection of vulnerable
groups and indigenous people.
3. Develop a framework to actively identify, through an audit process, and eliminate social and
economic exclusion in the transport sector, particularly road development programmes and
projects in rural areas and informal settlements in urban areas.
4. Develop a Muli-Criteria methodology for prioritisation of transport programmes and
projects that takes into account engineering, economics, social, environmental, and other
relevant national criteria.

3.11. TRANSPORT RESEARCH AND KNOWLEDGE BASE

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3.11.1. Critical Issues

1. Although a lot of transport research is undertaken in Kenya, the findings often do not
inform policy formulation, as there is no focal point to coordinate, consolidate and
disseminate the findings;
2. Programme and project planning, design, and implementation do not incorporate key
performance indicators (KPIs) and targets that can be used for monitoring and evaluation
of what is achieved at completion, and documentation of lessons learnt to form a national
knowledge base; and,
3. Lack of research stifles policy formulation and innovation in the transport sector.

3.11.2. Policy

The Government will:

1. Establish a Transport Research Centre (TRC) to undertake research and be the custodian
of all transport research work in Kenya where all transport sector related issues, trends,
resilience infrastructure, and dynamics are covered. The centre to collaborate with
universities for research;
2. Provide appropriate incentives to the private sector to invest in transport research and
development;
3. Ensure that all programmes and projects have a Results-Based Logical Framework
(RBLF), with measurable KPIs and targets, and that all programmes and projects are
monitored and evaluated during implementation and at completion, and lessons learnt
documented and used to design future programmes and projects; and,
4. Application of available channels of communication and management of information
including an integrated and shared data management system (ISDMS).

3.12. TRANSPORT SECTOR INSTITUTIONAL CAPACITY

This Policy will require a well-remunerated and multi-disciplinary human resource, materials,
equipment, motivation and incentives to implement and sustain it. The staff will be required
to: manage the sector institutions; develop and maintain infrastructure and service standards;
undertake research; and, monitoring and evaluation of the systems, amongst others.

3.12.1. Critical Issues

1. Transport sector interventions are poorly implemented due to lack of specialised
technical professionals, especially in planning and management of integrated transport
systems, flight safety inspections, incidents and accident investigations, and maritime
operations; among others; and,
2. Inadequate technical capacity in various critical areas such as transport policy
formulation and analysis, policy coordination, planning, development and management
of infrastructure, operations and services.

3.12.2. Policy

The Government, in partnership with the private sector, will:

1. Promote education in specialised transport sector disciplines at Kenyan universities,
TVET institutions, including collaboration with relevant institutions in the

43
 development and regulation of the necessary curricula for all levels of the education
system;
2. Establish a Transport Industry Training Fund to support training of transport industry
professionals; and
3. Develop and support “Centres of Excellence” for each transport sub-sectors. For
example, transformation of the Railway Training Institute (RTI) to a “Centre of
Excellence” for rail transport.

3.13. TRANSPORT SECTOR OPPORTUNITIES

3.13.1.Critical Issues

Technological developments and innovation present the transport sector with many opportunities that
Kenya should exploit. Some of these opportunities include electric vehicles and alternative fuels;
autonomous/driverless vehicles; ride-hailing apps; cable cars; non-piloted aircrafts (drones); and
commercial ferry services, cruise services, coastal shipping and blue economy.

3.13.2. Policy

The Government will:

1. Encourage uptake of new and emerging technologies, including: electric locomotives, motor
vehicles, motorcycles and bicycles to reduce GHG emissions; and,
2. Develop regulations, standards and specifications for autonomous vehicles, cable cars, ride-
hailing application taxis, to ensure safety benefits are realised, while also supporting research
in this area.

3.14. TRANSPORT SECTOR FINANCING

The current sources for financing transport infrastructure development are mainly from the central
government through tax revenues, borrowing from bilateral and multilateral lenders, and user
charges. In general, current financing levels are inadequate to maintain and rehabilitate existing
infrastructure and implement new infrastructure. This is particularly the case for transport sector
institutions that depend on limited direct financing from the Exchequer.
Further, the existing infrastructure ownership, management, and control status is predominantly
vested in the Government and its agencies. Previous Government policies considered transport
infrastructure as strategic and thus emphasized Government ownership. Over time, this has
occasioned an imbalance in the supply of infrastructure and services, and limited modal choice to
the users.
As a result of over-dependence on traditional financing mechanisms, the transport sector is faced
with the challenge of inadequate and aging transport infrastructure and systems, in addition to low
operational efficiency.
This policy focuses on consolidating resources and the optimal use of traditional finances in
addition to innovative financing.
3.14.1. Critical Issues

1. About 90% of the travel demand in Kenya is met by road transport, which has network of about
162,600 km as at 2023 (Road register 2023). The 2022 road inventory and condition surveys9

9
Kenya Roads Boards RICS, 2022.

44
 data indicate that only 22% of the network was in good condition, while the remainder was in
fair and poor condition. The result is that the transport cost in Kenya is quite high due to high
vehicle operating costs, longer travel times, and road crashes due to a large road network being
in fair and poor condition. These losses are due to inadequate investment and over-reliance on
the road sub-sector;
2. There is chronic traffic congestion in major urban areas and on international transport corridors
due to over-reliance on an inefficient road transport system, under-investment in rail transport
and poor traffic management, using outdated technologies, and lack of NMT facilities. All these
contribute to high crash rates and economic losses;
3. The Metre- Gauge Railway (MGR) infrastructure is over 120 years old, is dilapidated, unreliable
and the rolling stock is generally unserviceable. The SGR network is new but incomplete and
therefore should be extended to the Kenya – Uganda border and integrated with the other modes
of transport. In addition, Kenya needs to develop its part of the EAC railway network;
4. There are inadequate resources to expand the civil aviation infrastructure such as expansion of
the JKIA runway and terminals, upgrading of the other aerodromes, and upgrading of air
navigation infrastructure;
5. The pipeline network is skeleton and not integrated with road and maritime modes of transport,
has inadequate storage capacity, and lack financing for infrastructure expansion and
maintenance;
6. Maritime transport is not well-developed. The port of Mombasa infrastructure is not integrated
with road and rail infrastructure, cannot accommodate very large vessels, the container terminals
are old; ferry services are limited and operated using old, unserviceable and unsafe equipment;
and, inland water transport is un-developed;
7. The effects of climate change have caused flooding and global warming that have contributed
to premature infrastructure failures and high maintenance and rehabilitation costs;
8. Research, lack of specialist human resources and adoption of ICT in transport due to financial
resources has stagnated transport sector development in Kenya;
9. Transport sector institutions do not generate enough funds to finance the infrastructure and
services they manage; and,
10. Lack of dedicated funding to address Health, Safety and Security concerns relating to
sustainable environmental management.

3.14.2. Policy
The Government will:
1. Develop a medium (10-year) and long-term (20-year) integrated and prioritised Transport
Sector Investment Plan (TSIP) for the whole sector, based on social, economic and strategic
national/regional/international importance, to guide the optimal allocation of resources for
capital and maintenance programmes and projects; and, develop a Resource Mobilisation
Strategy for the TSIP;
2. Promote Transport Infrastructure Investment Banking by establishing a National Transport
Infrastructure Investment Bank to facilitate sourcing of financing from local and global
markets, and transport sector-related fees, levies and taxes to support development,
management, and operation of transport systems;
3. Operationalize the National Road Transport and Safety Fund to ensure financial sustainability
for lead agencies on road safety to comply with legal and international safety conventions, and

45
 provide an opportunity for development partners and other stakeholders in the sub-sector to
channel resources;
4. Establish a Casualty Investment Fund (CIF) to fund health, safety and security relating to
sustainable environmental management including regulations;
5. Adopt the user-pays principle or growth pays-its-own-way principle, marginal cost pricing and
use of Government grants based on degree of public or private purposes or cross-border
transport facilities for promotion of inter-county, regional and international integration.
Application of Pricing, Investment, and Funding Principles in the Transport Sector Financing
mechanism will avoid distortions in pricing and users’ choice of transport mode and promote
economic efficiency;
6. Review the legal, regulatory, and institutional framework for transport sector financing to
include appropriate incentives to facilitate private sector participation in the development and
management of transport infrastructure and services, through innovative financing and Public
Private Partnerships (PPPs). Options can include:
i. Public ownership and operation by State Agencies;
ii. Public ownership and private operation;
iii. Private ownership and private operation;
iv. Joint ventures between the public and private sectors; and
v. Issuance of infrastructure bonds to raise private finance to expand the revenue base.
7. Develop and promote transport sector inter-agency cross-subsidization among the agencies in
charge of managing transport infrastructure to create financing synergies across the sector;
8. Develop a green financing framework, including a carbon tax to discourage excessive
Greenhouse Gas (GHG) emissions in the transport sector and encourage transport sector
agencies to devise systems to tap into the carbon credit or green financing; and
9. Leverage on land assets within transport corridors to make the corridors economically and
financially self-sufficient through integration of transport infrastructure with associated
commercial and logistics hub facilities. In particular, commercial transport sector agencies will
focus on leveraging revenues from land assets through Transit-Oriented Developments
(TODs), commercial and logistics facilities within their corridors.

46
4. ROAD TRANSPORT SUB-SECTOR

4.1 BACKGROUND

The government’s socio-economic development strategy is to provide integrated, efficient, safe,

reliable, and sustainable road transport infrastructure. The infrastructure should meet national and
regional passenger and freight transportation goals and promote seamless connectivity and
accessibility to services.

The roads transport sub sector objectives will aim at:

1. Developing and maintaining optimal road infrastructure capable of meeting aspirations of
Vision 2030 and beyond;
2. Developing road transport as an enabler for sustainable socio - economic development and
provide the catalyst role for private sector investment;
3. Promoting efficient Mass Rapid Transit Systems (MRTS)over the use of private passenger road
transport and non-motorized transport (NMT);
4. Providing seamless inter-modal connectivity and flexibility;
5. Promoting use of green mobility, Environmental sustainability and climate resilience;
6. Promoting private sector financing and user charges for road infrastructure development and
maintenance;
7. Providing universal access to road infrastructure development and services; and
8. Incorporating technological advances for cost effectiveness in road infrastructure and services.

4.2. LEGAL, INSTITUTIONAL AND REGULATORY FRAMEWORK

4.2.1. Critical Issues

There are many institutions involved in road development and management at the national and the
county government levels that should work in harmony. The critical issues include:
1. Uncoordinated road transport planning, development and management of the road network by
the County governments and National Government Road Agencies;
2. Implementation of development and maintenance of the road network without reference to
medium- and long-term plans in the Road Sector Investment Plan (RSIP); and
3. Application of different standards for construction and maintenance of similar road classes;

4.2.2. Policy

The Government will:

1. Establish a framework for coordinated planning and development of the road network at both
levels;
2. Establish a road sub - sector regulator whose mandate will include developing and reviewing
standards for coordinated planning, economic, technical regulation and enforcement of adopted
national standards for public roads at both National and County levels.

47
4.3. DEVELOPMENT AND MAINTENANCE OF ROAD INFRASTRUCTURE

4.3.1. Critical Issues

1. Planning and development of road infrastructure is mostly not aligned to Road Subsector
Investment Plan (RSIP), and uncoordinated;
2. Road transport infrastructure development is not fully aligned to any plan, with some areas under-
served resulting in skewed development;
3. The development and management of road infrastructure has not fully adopted modern
technology;
4. Current road infrastructure planning, design and construction do not adequately address the
impacts of climate change, which leads to disruption of services due to destruction of
infrastructure and higher costs of emergency maintenance;
5. The continued use of traditional methods for contracting roadworks do not ensure efficient
delivery of outputs in terms of time delivery, costs and value for money;
6. Current axle load control measures have not exhaustively addressed axle overloading which
causes premature road damage;
7. Road infrastructure maintenance financing is inadequate, and a large road network is in poor
condition;
8. Resettlement and compensation of affected persons within the road reserves increases rod
development costs;
9. Road furniture vandalism; and
10. Lack of coordinated planning and development of rail and road infrastructure at crossing points
compromising safety

4.3.2. Policy

The Government will:

1. Regularly monitor and evaluate compliance with RSIP to ensure alignment of road sector
investment with other national developments plans and Medium-Term Expenditure Framework
(MTEF) and have the RSIP approved before the start of the plan period;
2. Make strategic road infrastructure implementation decisions based on data such as traffic
demand forecasts, security status, accessibility needs, untapped economic potential and levels of
access;
3. Invest in new road transport technology, research and innovation;
4. Ensure that road planning, design and construction standards and manuals adequately address
the effects of climate change. In addition, an appropriate framework will be developed to
promote and facilitate climate-risk management in the road sub-sector;
5. Embrace the concept of multimodal corridor development in order to make the best use of
resources for maximum benefits;
6. Undertake an upgrading programme to address deficiencies on existing urban roads with the
objective of appropriate allocation of space to public transport, NMT, and public spaces. NMT
Swill be incorporated as part of the road transport infrastructure planning, design and
development in both rural and urban areas;
7. Introduce city/area-wide traffic control and information systems, including real-time traffic
management and enforcement of traffic laws and regulations;
8. Adopt Output Based Contracting (milestones-based) for development projects and Performance
Based Contracting method for road maintenance;
9. Ensure all roads approved have a maintenance plan

48
 10. Expand axle load control interventions to cover all road network and operationalize and enhance
existing laws (Traffic Act, EAVLC Act, Evidence Act, Data Act, Roads Act) with a view of
aligning with modern technology on incident reporting and prompt payment of fines;
11. Develop innovative ways of raising road financing including tolling and weight-distance user
charges, as appropriate; and
12. Develop a collaborative framework for joint planning, design and development of road and rail
infrastructure at crossing points.

4.4. LAND USE PLANNING FOR ROAD TRANSPORT

4.4.1. Critical Issues

1. Inadequate coordination between land use planning and road transport planning, designs and
development resulting in unintegrated land use development and road transport development,
which often leads to incompatible land uses;
2. Inadequate provision for road reserves, corridors and storm water drainage during land
subdivision resulting in high construction costs due to land acquisition to accommodate the road
and related infrastructure; and,
3. Encroachment and use of land reserved for roads.

4.4.2. Policy

The Government will:

1. Establish a coordination framework between institutions responsible for land use planning
and road infrastructure planning and development. Road transport planning shall be
undertaken in an integrated and complimentary approach so as to link with other modes;
2. Develop and implement a Roads Transport Masterplan (RTMP) that is fully integrated with
urban and regional land use plans;
3. Secure and/or acquire land for future development; and
4. Establish road corridor management framework for mapping out of road reserves and
ensuring they are free of encumbrances.

4.5. URBAN ROAD TRANSPORT

4.5.1. Critical Issues

1. Urban traffic congestion and lack of multimodal transport system;

2. Urban transport passenger services are dominated by the private sector, which is poorly
organized. In addition, there is weak enforcement leading to non-compliance with regulations
leading to poor service delivery and high transport costs;
3. Inadequate information on transport systems and services including public transport routes,
service schedules, terminal locations, fares;
4. Relatively unsafe and insecure urban transport system;
5. Public service vehicles are not accessible to PLWDs, and vulnerable groups without assistance;
6. Urban transport infrastructure is inadequate and lacks appropriate basic facilities such as bus
stops, shelters and terminals;
7. Weak institutional framework for enforcement of road transport laws and regulations; and
8. Lack of urban transport strategy and coordination framework.

49
4.5.2. Policy

The Government will:

1. Develop urban transport policy, strategy and coordination framework;
2. Undertake institutional reform to enhance planning and development of mass rapid transit
systems (MRTS), or appropriate public transport in urban areas;
3. Promote development of urban public transport under public obligation strategy to support
socio-economic development;
4. Undertake integrated development of urban transport infrastructure and associated facilities
including special facilities for use by people living with disabilities (PLWD) and vulnerable
groups. This will include the development of an integrated NMT, bus and commuter rail route
network plans including stops, terminals, information systems, ticketing, park-and-ride; etc.)
for major urban areas and progressively introduce bus lanes and efficient MRTS as demand
increases;
5. Develop a well-coordinated institutional framework for enforcement of road transport laws
and regulations; and,
6. Adopt smart transport systems (use of ITS or Information Technology) to promote optimal
use of urban infrastructure/ facilities, traffic management including enforcement of traffic
laws and regulations. The system will also include the integrated communication and
information management channels and shared data management system

4.5.3. Urban Parking

4.5.4.1. Critical Issues

1. Poor planning and alignment of urban development and urban parking; and,
2. Inadequate spaces for public transport and NMT, and general inefficient allocation and
utilization of urban transport spaces.

4.5.4.2. Policy
The Government will:
1. Encourage use of public transport to reduce need for private transport through provision of park
and ride services in the outskirts of cities;
2. Integrate parking planning and development with construction of buildings;
3. Encourage public and private investment in central parking silos for private vehicles and
termini for public service vehicles in line with the planned urban transport, green areas, and for
NMT users; and,
4. Adopt flexible use of parking spaces for traffic movement during the peak hours.

4.5.4. Non-Motorised Transport

4.5.4.1. Critical Issues

1. Inadequate provision of NMT infrastructure, including pedestrian walkways, footbridges,

underpasses, cycle lanes and bicycle parking lots, in urban areas. Where they are provided,
they are in poor condition, insecure, and often obstructed by informal traders, motor-cycles and
parked vehicles; and,

50
 2. The planning, design and development of NMT network is not comprehensive as it is generally
aligned with motorised road network and does not adequately address users’ needs, especially
for PWDs and vulnerable groups.

4.5.4.2. Policy

The Government will:

1. Enhance investment in NMT facilities in urban road transport planning, design and
development and maintenance. Where the urban road network is in existence modifications
will be made to accommodate NMTs;
2. Develop and review the legal and regulatory framework to promote use and protect the rights
of NMT users and ensure that existing NMT facilities are safe, user-friendly, universally
accessible and secure; and,
3. Develop and implement revenue generating traffic demand measures that actively promote
NMT (such as bike sharing programs) and public transport, and use revenues generated to
improve facilities for public use.

4.6. RURAL TRANSPORT AND LOW-INCOME SETTLEMENTS IN URBAN AREAS

4.6.1 Background

Despite the country’s elaborate road network, the transport scene in rural and low-income
neighbourhoods is still characterized by walking, head or back loading and use of Non-Motorised and
Intermediate Modes of Transport (NMIMT). Public transport is unaffordable to many households,
leading to low productivity and economic exclusion. In both rural and informal settlements in urban
areas, access to NMIMTs is still hampered by many constraints, including lack of appropriate
infrastructure and bias against NMIMTs.

The long-term goal of the Government is to reduce transport burden and travel times with a view to
increasing economic efficiency through widespread use of NMIMTs in Kenya. The Government’s
efforts will be directed towards:
1. Complementing and enhancing the last mile connectivity through integration of the rural
road and informal settlement road networks to the national road network; and,
2. Increasing accessibility and mobility, especially among people in the lower income groups
in both rural and urban areas, through elimination of detours, missing-links, and so on.

4.6.2 NMIMT Infrastructure

4.6.2.1 Critical Issues

1. NMIMTs infrastructure is unplanned, underdeveloped, and not incorporated into the National
Transport system;
2. Lack of gender and PWDs friendly NMIMTs facilities adversely affects the performance of
individual and household-based social and economic activities;
3. There are no routes for NMIMTs-only and therefore trips are made unnecessarily long because
of significant detours created by barriers like rivers, buildings, and high-speed highways. Foot
bridges, access culverts, etc have been inadequately provided and/or poorly maintained; and,

51
 4. The existing NMIMTs facilities have over time experienced vandalism which significantly
impact accessibility, safety and security.

4.6.2.2 . Policy

The Government will:

1. Plan, finance and develop all forms of NMIMTs infrastructure and services and incorporate them
into the national transport system to enhance connectivity, national cohesion and security;
2. Promote development and use of NMIMTs across the country to enhance gender, vulnerable
groups and indigenous people’s inclusion in the performance of socio-economic household tasks
and to increase time spent on economic and commercial activities;
3. Eliminate transport bottlenecks by opening up rural access roads to key strategic community
installations i.e hospitals, schools, marketplaces, water points, places of worship, and for
improved security; and,
4. Promote community sense of ownership of NMIMT facilities by involving them (mainly women,
PWDs and Indigenous people) in planning, design and maintenance of the infrastructure.

4.7 ROAD PASSENGER TRANSPORT SERVICES

4.7.1 Background

Urban and rural public transport services are mainly road-based, predominantly served by buses,
matatus, taxis, motorcycles, three-wheelers (tuk-tuks) and private cars. Inter-city passenger
transport services are mainly provided by buses, matatus, private vehicles and to a lesser extent
by air and rail transport.

The long-term goal of the Government is to promote an efficient, coordinated, integrated,

affordable, safe, reliable and environmentally friendly road passenger transport services in
Kenya. The objective is to enhance passenger mobility, connectivity and accessibility.

4.7.2 Legal and Institutional Framework for Passenger Transport Operations

4.7.2.1 Critical Issues

1. Lack of spatial integration of motorized and non-motorized road passenger transport needs in
urban and rural areas;
2. Inadequate coordination framework and capacity to comprehensively manage optimal operations
of passenger transport;
3. Lack of professionalism in provision of road passenger transport operations;
4. Inadequate integration of road transport services planning and other modes of transport in urban
areas;
5. Dominance of urban public transport services by low-capacity public transport vehicles;
6. Weak enforcement of existing laws and regulations on passenger transport operations; and,
7. Lack of a traffic demand-driven licencing of public service vehicles.

52
4.7.2.2 Policy

The Government will:

1. Enhance the mandate of NaMATA to plan and develop mass rapid transport systems
(MRTS) in all urban areas;
2. Establish of a coordination framework for planning and development of road passenger
transport system with other modes and land use;
3. Promote Transit Oriented Development (TOD) along major urban transport corridors to
enhance demand for public transport services;
4. Promote planning, development and use of MRTS and NMT with a view to enhancing
efficient and effective mobility and accessibility in urban areas;
5. Establish a PSV licencing framework based on route traffic demand;
6. Enhance institutional capacity of training institutions to offer specialised driving lessons
to PSV drivers and crew; and,
7. Acquire and secure land earmarked for public transport services;

4.7.3 Boda – Boda Transport services

4.7.3.1 Background

The two-wheeler and three-wheeler motorcycle taxi services commonly known as boda-boda
and tuk-tuk, respectively, play a key role in Kenya’s social – economic development. According
to the Motorcycle Assemblers Association of Kenya, there are over 1,000,000 people earning
more than Ksh. 600 million per day, generating more than Ksh. 219 billion annually. Their
services have reduced the number of unemployed youth in both urban and rural areas, hence
increased per capita income and improved quality of life.

Boda-bodas are often the preferred mode of transport due to their flexibility, ability to navigate
poor roads and rough terrains in rural areas, faster in congested roads in urban areas, and offer
faster door-to-door transport services. They are also able to transport odd-sized luggage.

However, most operators are responsible for increased number of crashes leading to loss of lives
and injuries. In 2005 for instance boda boda service was only responsible for 1.4 % of all road
traffic crashes and deaths while in 2018, they were responsible 23% of all crashes and fatalities.

4.7.3.2 Critical Issues

1. Non-compliance with traffic laws by boda-boda riders;

2. Boda boda operations account for majority of road crashes;
3. Air and noise pollution from motorcycles.

4.7.3.3 Policy
The Government will:
1. Legislate necessary laws and regulations for the management of two and three-wheeler public
transport services;
2. Promote the adoption of e-mobility for the two and three-wheeler transport services to reduce
GHG emissions and noise they generated; and,
3. Enhance training of two and three wheelers’ riders.

53
4.8 ROAD FREIGHT TRANSPORT SERVICES

4.8.1 Background

Road freight transport services embraces domestic and international conveyance of goods by
heavy commercial vehicles (HGVs) mainly comprising of trucks and vans. The common goods
transported are gas, fuel, crude oil, and containerised cargo.

According to the Economic Survey 2022, the value of total output of road freight traffic rose by
30.5 per cent to KShs. 794.5 billion in 2021. The basic requirements for road freight transport
include high quality service to customers with regard to: cost, reliability and timeliness of
delivery; seamless inter-modal operations; optimized use of capacity and management of
operations; protection of infrastructure; and, minimal Environmental and social impacts.

The long-term goal of the Government is to facilitate provision of an efficient, safe, reliable,
flexible, cost-effective, environmentally friendly and fully integrated land freight transport system
that adequately meets the needs of all stakeholders in a sustainable manner and supports socio-
economic development. The pursuit of this long-term goal is grounded on the fact that besides her
own domestic requirements for goods, Kenya is also an important transit country for hinterland
neighbouring countries, namely, Uganda, Rwanda, Burundi, eastern parts of the Democratic
Republic of Congo (DRC), South Sudan, Southern Ethiopia, and Northern Tanzania.

4.8.2 Intermodal Freight Transport

4.8.2.1 Critical Issues

1. There is lack of a seamless inter-modal transportation system, which is a system of

transporting goods from origin to final destination, including information exchange, using
multiple modes of transportation (e.g., rail, ship, and truck), without the customer
handling the freight itself when changing modes; and,
2. An effective freight transport system also requires the harmonization of technical
standards and an interface with all concerned stakeholders.

4.8.2.2 Policy

The Government will:

1. Undertake integrated road transport planning and development that supports inter-
modality for freight transport; and,
2. Develop ICT, and other necessary support systems, to encourage seamless transport of
freight from one mode to another, but particularly between road, rail, maritime and inland
waterways.

54
4.8.3 Non-Tariff Barriers

4.8.3.1 Critical Issues

Non-Tariff Barriers (NTBs) to trade inhibit the movement of freight traffic along the
international transport corridors and thus raising transport costs. Multiple customs procedures
have hampered efficient flow of freight leading to costly delays at the port of Mombasa, and at
various international border points, that are reflected in the prices of imported and exported
goods. Such delays are largely caused by physical verification of transit cargo by various
governments due to slow adoption and application of modern information and communication
technology (ICT) at the port and border points. Other causes of delay include long waiting times
at customs, police roadside checks, incident management, police escorts and incidences of
bribery.

4.8.3.2 Policy

The Government will:

1. Harmonize and comply with regional transit cargo instruments through bilateral and
multilateral engagements with partner states and international conventions for seamless flow
of freight; and,
2. Promote the adoption and application of modern information technology in freight transport
backed by strong linkages with other transport modes.

4.8.4 Development of Roadside Service Stations

4.8.4.1. Critical Issues

The national trunk roads in Kenya do not have planned and developed Roadside Service
Stations (RSS) and lacks government regulations and oversight. Some of the roads traverse
very remote areas prone to insecurity. In addition, long distance freight drivers ride for very
long distances before they can rest in the urban areas with limited infrastructure to support their
needs. This results in increased exposure of road users to danger and premature damages to the
road infrastructure.

4.8.4.2. Policy

The Government will:

1. Develop RSS guided by Regulations for Development and Management of Roadside Service
Stations in the country;
2. Promote development of Roadside Service Stations (RSS) along major highways in the country
to contribute towards making the highways smart Transport and Economic Corridors, starting
with the Northern Corridor; and,
3. Partner with private investors for the development of the RSS.

55
4.8.5. Road Freight Operators

4.8.5.1. Critical Issues

Liberalization and weak regulation of the road freight industry has resulted into an increase in
the number of operators who are generally inexperienced and lack relevant transport fleet and
freight managerial skills. This has contributed to unroadworthy freight vehicles, poor operating
standards and services. The consequence of this is road transport services that are expensive,
poor vehicle utilization and low returns on investment for the operators.

4.8.5.2. Policy

The Government will:

1. Work with the logistics sub-sector to set high standards and discipline for the entry of
goods vehicle drivers and vehicle maintenance; and,
2. Promote self-regulation of the logistics sub-sector to enhance professionalism and
improve workers’ health, safety, security, gender equity and environment.

4.8.6. Road Freight Transport and the Environment

4.8.6.1. Critical Issues

Freight transport contributes significantly to generation of GHG emissions, noise and water
pollution. Currently there are no publicized effective control measures in transportation of
hazardous materials and substances, which can result into environmental disasters should a
road crash or acts of terrorism happen.

4.8.6.2. Policy

The Government will:

1. Provide the regulatory framework and appropriate fiscal policies to promote energy-
efficient and low-emission freight transport, including shifting long-distance freight from
road to rail;
2. Ensure strict enforcement of regulations governing the transportation of hazardous
materials and substances to minimize chances of occurrence of disasters, such as fires
arising from spills of petroleum products through road crashes;
3. Establish effective disaster management measures, along the major highway corridors; and,
4. Put in place and enforce necessary regulations to prevent and address fuel spills and
consider diverting such dangerous freight to the rail, pipeline, and inland waterway systems
where population exposure is significantly lower.

4.8.7. Road Freight Transport and Health

4.8.7.1. Critical Issues

Road freight transport in the country has been identified as one of the major contributors to road
crashes due to lack of intermediate RSS establishments, which result into high health care bill as well
as emotional suffering, occasioned to family members and friends. The role of freight transportation,
and the workers in the sector, in transmittal of diseases is also an issue.

56
4.8.7.2. Policy

The Government will:

1. Develop a framework to address the potential and actual negative effects of freight
transport health related issues;
2. Integrate health related issues in road transport planning, design, development and
operations, including the development of Roadside Service Stations (RSS) at strategic
locations within the road network. The RSS will be equipped with health facilities, as well
as serve as centres for sensitization on HIV/AIDS and human trafficking.

4.9. ROAD TRANSPORT SAFETY

4.9.1. Background
Road transport has also become a source of danger, a threat to private property, Environment,
health and life. Road transport has contributed to high number of traffic crashes leading to
fatalities and huge socio-economic costs.

The long-term strategic objective for road transport safety is to promote and implement efficient,
integrated, and coordinated road traffic management systems in the country, involving role-
players in all functional areas of road transport management.

4.9.2. Road Safety and Traffic Management

4.9.2.1. Critical Issues

1. Low capacity of NTSA to enforce road safety regulations;
2. Ineffectiveness of the traffic control function;
3. Inadequate resources for Road Safety and Traffic management; and,
4. Lack of a sustainable road safety investment programme.

4.9.2.2. Policy
The Government will:
1. Adopt the “Safe Systems Approach” road safety in Kenya, which advocates for “Safe
Road users”, “Safe road environment” and “Safe vehicles”;
2. Domesticate and enforce legal and international road safety conventions;
3. Strengthen the capacity of NTSA for better coordination and management of road traffic
safety, particularly on: driver training and testing; vehicle inspections; crash data
collection and analysis; and, using technology to pro-actively prevent road crashes from
happening;
4. Strengthen all road agencies involved in planning and developing road transport
infrastructure, and regulating transport services, to have the necessary skills and
adequate funding to deal with road traffic crashes through collaborative and proactive
planning and implementation;
5. Enhance the level of professionalism of the Traffic Police in traffic control, modern
methods of enforcement focused on the psychology of the road user and
unpredictability, prosecution, and post-crash emergency response; and,
6. Enhance traffic control, safety management and enforcement through the use of ICT
(e.g. Intelligent Transport Systems (ITS), cameras, CCTVs, etc.), emergency response
vehicles and equipment.

57
4.9.3. Administration and Adjudication of Traffic Regulations

4.9.3.1. Critical Issues

1. Delay in adjudication of traffic offences in law courts due to poor coordination between
enforcement of the traffic law and its regulations, and the adjudication function;
2. Deficiencies in existing traffic regulations; and,
3. Non-compliance with traffic regulations and vehicle standards by users.

4.9.3.2. Policy
The Government will:
1. Review the Traffic Act (Cap 403) to seal existing deficiencies that are currently being
exploited, and enhance management of fines;
2. Adopt the use of ICT in the automation of administration of fines; and,
3. Operationalize the points demerits system for driving licenses.

4.9.4. Road User Knowledge, Skills, and Attitudes

4.9.4.1. Critical Issues

1. Low level of safety awareness amongst road users;
2. Limited driver/rider skills and poor attitude; and,
3. Low level of research in Road Safety management.

4.9.4.2. Policy
The Government will:
1. Allocate adequate resources for sensitization and enhancement of road user safety
knowledge, skills, attitudes, and traffic law enforcement while enhancing collaboration on
best practices on transport safety;
2. Enhance driver/rider training standards, testing, re-testing, licensing and implementing
physical check-up in collaboration with relevant government and vetted private institutions
in accordance with approved curriculum; and,
3. Implement traffic management controls and law enforcement programmes through
research and adoption of modern traffic management systems.

4.9.5. Post-Crash Management

4.9.5.1. Critical Issue

Uncoordinated and inadequate post-crash care including relaying of information,
coordination of rescue services, and trauma care.

4.9.5.2. Policy
The Government will:
1. Establish coordination mechanisms for development and implementation of effective
post-crash incident management;
2. Build capacity for incident management and establishment of trauma centres; and,
3. Facilitate and enhance detailed crash investigations to build knowledge on road crash
preventive measures.

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 4.9.6. Planning, Engineering, and Vehicle Inspection for Road Safety

4.9.6.1. Critical Issues

1. Lack of integrated land use and transport plans that address incompatible road uses and
access control;
2. Inadequate framework for the development and review of road design manuals and road
safety audit manuals;
3. Low compliance to the requirements of the road design manuals; and,
4. Use of unroadworthy vehicles leading to increased crashes and pollution.

4.9.6.2. Policy

The Government will:

1. Establish a coordination framework between institutions responsible for land use
planning and road infrastructure planning and development;
2. Develop a framework for regular review of road design manuals to international best
practices in road safety. The manuals shall have guidelines for traffic engineering control
devices such as traffic signals; road signs and road markings; protection measures; off-
carriageway (roadside) safety measures; monitoring and evaluation;
3. Enhance the framework for instigation of road safety audits during planning,
development and operation of roads; and,
4. Undertake continuous review of vehicle quality standards (including GHG emissions)
and enforce compliance through random and periodic vehicle inspections.

4.9.7. ROAD TRANSPORT DATA AND ICT

4.9.7.1. Critical Issues

1. Inadequate utilisation of automation in the roads sub-sector for real time data
management. Several software applications have been developed to solve some of the
major transport problems, including Regulation of traffic, by traffic signals; Monitoring
of road traffic offenders and accidents, Web-based information on the condition of roads,
and global positioning systems for road transport; and,
2. Poor coordination of stakeholders involved in road information administration has
contributed to lack of, and segregated road transport data.

4.9.7.2. Policy
The Government will:
1. Establish a comprehensive and coordinated data and information management system,
based on models that enable for the provision of an integrated demand and supply
driven road transport infrastructure and services;
2. Develop a data management framework that accommodates modern data collection
technologies such as GIS, HSWIMS, CCTVs and Virtual Stations, to continuously
collect traffic data;
3. Standardize, upgrade and integrate existing databases for road traffic aspects not
covered by TIMS and make this available to the relevant authorities; and,
4. Invest in ICT infrastructure, capacity building, and integrate national and regional ICT
systems.

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5. RAIL TRANSPORT SUB-SECTOR

5.1 BACKGROUND

This policy will focus on the development, rehabilitation and expansion of the railway network which
is integrated with other modes of transport. It will also embrace integrated development of rail
network and associated commercial and logistics hubs including Transit Oriented Development
within the operational railway land while also promoting commercialization of landed assets within
non-operational areas. Further, the policy will focus on improvement and financial sustainability of
freight and passenger services and development of framework for the economic and safety regulation,
open access system, and business spin-off in the railway sector.

In order to avoid reliance on exchequer and sustainably support the provision of passenger services
which are provided as part of the public social obligation, the policy will promote cross-subsidization
across the rail business units. In addition, the policy encourages private sector participation.

5.2 . LEGAL, REGULATORY AND INSTITUTIONAL FRAMEWORK

5.2.1. Critical Issues

1. KRC is currently the developer and owner of railway infrastructure, provider of rail services and
regulator of the sub-sector in terms of economic and safety regulation. The existing arrangement
is inconsistent with best practices because delivery of services (development and operations) and
regulatory (Economic and safety) roles are bundled together;
2. The existing legal and institutional framework places the whole burden of railway development
on the Government, which has resulted in under-investment in the sub-sector. The result is a
dilapidated MGR infrastructure and rolling stock, which now require heavy capital investment;
3. The existing institutional and operational framework does not provide for dedicated freight and
passenger services as both services share the same railway tracks and rolling stock. For example,
on MGR, long distance passenger and commuter operations share rolling stock and railway track
with freight; and
4. The existing legal framework does not have adequate provision to address encroachment and
grabbing of land reserved for railway use and vandalism of railway infrastructure.
5. Lack of harmonized railway development, operation, laws and regulations within East Africa
Community and Africa Network.

5.2.2. Policy

The Government will:

1. Review the legal framework to allow for the participation of both Government and private
sector in the rail infrastructure development and operations including provision of business
spin-off and protection of railway land and landed assets against encroachment and grabbing;
2. Establish an appropriate legal and regulatory framework for economic and safety regulation;
and open-access system that allows for the adoption of the following three options:
(i). Public rail infrastructure development, ownership and operations;
(ii). Public rail infrastructure development and ownership with operations contracted out;
and

60
 (iii). Private rail infrastructure development, ownership and operations.
3. Develop a collaborative framework to review and harmonize railway development standards
and operational regulations within the EAC region

5.3. RAIL TRANSPORT NETWORK PLANNING, DEVELOPMENT AND

MANAGEMENT

5.3.1 Critical Issues

1. The Metre Gauge Railway (MGR) which has a total track of 2,778 km and is 120 years old is
constrained by low design capacity and limited coverage. In addition, Standard Gauge
Railway (SGR) has high design capacity but limited coverage of a total track of 721km
(including loop/yard lines) which is under-utilized;
2. Freight and passenger services share a single track, which does not provide for exclusive
railway corridor network for urban commuter transport designed for Mass Rapid Transport
(MRT) and optimization of railway operation services;
3. Inadequate inland waterway rail link infrastructure connecting Kenya and other countries;
4. The railway network planning and development is not integrated with associated commercial
and logistics hubs as well as multimodal and intermodal transport which inhibits seamless
connectivity between different modes of transport and affects last mile connectivity and
utilization of its capacity; and,
5. Lack of coordinated planning and development of rail and road infrastructure at crossing
points compromising safety.

5.3.2 Policy
Government will:
1. Integrate railway development with associated commercial and logistic hubs and other modes
of transport;
2. Develop National Rail Transport Masterplan (NRTMP) based on the concept of the e Integrated
National Transport Masterplan (INTMP);
3. Develop long term capital investment plan for improvement, maintenance, expansion and
development of railway network;
4. Develop an exclusive commuter rail network and a dedicated commuter rail management as
part of Mass Rapid Transit System (MRTS) and
5. Develop a collaborative framework for joint planning, design and development of road and rail
infrastructure at crossing points.

5.4 LAND USE PLANNING AND RAIL TRANSPORT

5.4.1 Critical Issues

1. Non-alignment of County land use plan with railway network development affecting
accessibility to the railway facilities, optimal utilization and discouraging investment
supporting rail operations e.g. Commercial and logistics hubs, parking and marshalling yards
etc. which results in inadequate reserve for rail and high land acquisition costs;

61
 2. Encroachment and grabbing of railway land adversely impacting on railway safety operations
and future expansion of the railway network ultimately necessitating resettlement;
3. Railways has land spread across the country most of which is not demarcated and titled and
whose development and utilization is not integrated with railway network planning; and,
4. Lack of development plan and commercialization strategy for the operational (rail
infrastructure and associated commercial and logistics facilities) railway land and landed
assets.

5.4.2 Policy
1. Develop a collaborative and coordination framework between the County Governments and
railways to facilitate regular realignment and integration of the railway master plan with
National and County Spatial Plans;
2. Develop a National Railway Transport Masterplan (NRTMP) that is integrated with National
and County Spatial Plans and cross border transport plans and strategy. The NRTMP will align
with existing national and county land use plans and cross border plans and strategy to guide
reservation and acquisition of land for future rail development;
3. Develop commercialization plan for landed assets; and an integrated development plan for
railway infrastructure and associated commercial and logistics hubs within operational land
facilities including land value capture; and,
4. Develop a plan for securing railway land reserved for railway development and landed assets.

5.5 RAIL OPERATIONS

5.5.1 Critical Issues

1. Commuter rail operations are not supported by transit-oriented development (TOD) resulting
in limited operation during peak hours only;
2. Rail operation is not aligned to the socio-economic development in the country due to
inappropriate stocking and sharing of locomotives and rolling stock between freight and
passenger services resulting in distortion in allocation of assets;
3. Lack of seamless operations across railway networks and cross borders;
4. Low market share of only 22.2% in 2022 of the port throughput of 34 million tonnes, resulting
in under-utilization of design capacity of the railway network;
5. Inadequate leverage on technology for railway operations;
6. Reliance on exchequer and unsustainable provision of passenger services as part of the public
social obligation; and,
7. Inadequate commercialization of operational railway land and landed assets.

5.5.2 Policy
The Government will:

1. Address network deficiencies and operational inefficiencies, and allow for adequate pricing
of railway services based on demand and supply;
2. Promote Modal shift from road to rail for transportation of bulk cargo over long distances,
and support social economic development within various parts of the country;
3. Support exploitation of cross border rail freight markets/destinations to address lack of a
bilateral agreement for cross boarder movement;
4. Promote digital transformation and automation of rail operations, and progressively integrate
ICT solutions in rail transport;

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 5. In order to avoid reliance on exchequer and sustainably support the provision of passenger
services, which are provided as part of the public social obligation, the policy will promote
business spin-off and cross-subsidization across the rail business units and encourage private
sector participation;
6. Ensure progressive digitization of railway records and information; and
7. The system will also include the integrated communication and information management
channels and shared data management system.

4.6. INTEGRATION OF RAILWAY WITH OTHER MODES OF TRANSPORT

4.6.1. Critical Issues

1. The railway network is not well-linked to other modes of transport for seamless connectivity.
This adversely affects exploitation of their comparative advantages in terms of costs and transit
times; and,
2. There is no national rail transport development plan to guide rail network development and
integration with other modes.

4.6.2. Policy
Government will
1. Promote integrated inter and multi-modal transport planning and development particularly to
link railway transport systems with other transport modes for both freight and passenger
transport;
2. Develop National Rail Transport Masterplan (NRTMP), as part of the Integrated National
Transport Masterplan (INTMP); and,
3. Develop a long-term rail capital investment plan to guide prioritization of resource mobilization
for the sub-sector.

4.7. URBAN COMMUTER RAILWAY TRANSPORT

4.7.1. Critical Issues

1. Lack of exclusive railway corridor for urban commuter transport;
2. The existing commuter railway system is not designed for mass rapid transit;
3. The urban commuter railway transport is not run separately from long-distance passengers and
freight thereby creating operational inefficiencies and accounting; and,
4. Commuter rail services is not financially viable.

4.7.2. Policy
The Government will:
1. Develop exclusive commuter railway transport corridors, ensure that commuter rail system is
designed as part of the Mass Rapid Transit System (MRTS) and establish a commuter railway
unit within KRC;
2. Provide and set out arrangements for Public Service Obligation (PSO) payments to passenger
railway services;
3. Develop Transit-Oriented Development (TOD) along commuter railway networks to increase
passenger transport demand as part of the MRTS development strategy;
4. Develop Transit-Oriented Development (TOD) along commuter railway networks to increase
passenger transport demand as part of the MRTS development strategy;
5. Provide a subsidy programme for commuter services; and

63
 6. Modernize commuter service rolling stock.

4.8. REGIONAL INTEGRATION

Kenya is geographically located between the Indian Ocean and land-locked countries of Uganda,
Ethiopia and South Sudan. In addition, the colonial government strategically constructed an integrated
railway network between Kenya, Uganda and Tanzania. Therefore, Kenya stands to gain economically
by promoting further development and integration of the railway network with other East African
Countries.

4.8.1. Critical Issues

1. Delay in implementation of EAC regional railway projects due to lack of investment; and,
2. Lack of harmonized railway development, operation, laws and regulations within East Africa
Community and Africa Network.

4.8.2. Policy

The Government will:

1. Facilitate investment for the EAC regional railway projects;
2. Develop special economic zones along the railway corridor to encourage local and foreign
investments; and,
3. Advocate for harmonization and implementation of UN Regional Integration Standards on
railway development and operational regulations within the EAC region.

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 5. MARITIME TRANSPORT
6.1. BACKGROUND

The Government is cognisant of the strategic importance of the maritime industry and the impact it
bestows on the wider economy. An efficient and affordable maritime transport will support increased
economic activities as envisaged in Kenya’s Vision 2030.

The maritime industry operates in an international competitive Environment where quality of service
and efficiency are paramount. The activities of the Kenyan maritime industry heavily depend on
international shipping service providers. Therefore, the non-optimal performance of the maritime sub-
sector is a major impediment to the competitiveness of the country’s exports and of its products in the
liberalized domestic market, especially in the East African region.

This policy addresses maritime transport issues relating to economic principles, trade and cargo,
financing, ship registration, ports administration and operations, safety, health and Environment,
human resources and capacity building, ferry and inland waterways among others.

6.2. LEGAL, REGULATORY, AND INSTITUTIONAL FRAMEWORK

6.2.1. Critical Issues

1. The existing legal and regulatory frameworks, namely Merchant Shipping Act 2009,
Kenya Maritime Authority Act 2006 and Kenya Ports Authority Act, CAP 391 do not
adequately address institutional setup and emerging issues/trends in the maritime industry
(e.g modern ports operations model), and are not alignment with the Constitution 2010
and;
2. Delay in operationalization of the Merchant Shipping Act 2009 and domestication of
conventions/protocols/treaties including the IMO convention on maritime transport
facilitation to promote efficient delivery of maritime services.

6.2.2. Policy
The Government will review the legal and regulatory frameworks and operationalization of
the Merchant Shipping Act and domestication of conventions/protocols/treaties including the
IMO convention on maritime transport facilitation to promote maritime service delivery
efficiency.

6.3. PLANNING, DEVELOPMENT AND MANAGEMENT OF PORT

INFRASTRUCTURE

6.3.1. Critical Issues

1. Planning and development of port infrastructure is not integrated with evacuation systems
for cargo and passengers, and other auxiliary port infrastructure such as storage and
logistics, amongst others;
2. Inadequate port infrastructure and natural configuration restricting navigability and
manoeuvrability of larger vessels at the Port of Mombasa and inland water ports;

65
 3. Lack of a long-term maritime sub-sector investment plan for development, maintenance and
operationalization of port infrastructure and facilities;
4. Lack of a strategy to guide development of container and general cargo terminals based on
industry needs and trends;
5. Lack of integrated development of port infrastructure and associated commercial and
logistics hubs such as special economic zones and industrial parks; and,
6. Encroachment of port land resulting in unwarranted compensations and overall delays in
port infrastructure development.

6.3.2. Policy
The Government will:
1. Integrate planning and development of Port infrastructure with multi-modal cargo and
passenger evacuation system and commercial logistics and hubs;
2. Develop Maritime Transport Master Plan (MTMP), including a National Port Masterplan
for the development and management of deep seaports along the coast line and inland
ports, in line with the concept of the Integrated National Multimodal Transport Master
Plan (INTMP);
3. Develop a strategy to guide development of container terminals and general cargo
terminals based on industry needs and trends;
4. Develop a long-term Maritime Sub-Sector Investment Plan (MSIP), including resource
mobilisation strategies to attract investments in the Port sector; and,
5. Secure the existing land for future maritime development and undertake review of the
land use plans.

6.4. PORT OPERATIONS AND ADMINISTRATION

6.4.1 Critical Issues

Kenya’s current model which combines port planning, development, management, operation and
economic regulation under KPA impacts negatively on port efficiency, regional competitiveness
and participation of the private sector.

6.4.2 Policy
The Government will develop a legal and institutional framework that separates the port planning and
management and economic regulation from port development and operations.

6.5. FERRY AND CRUISE TRANSPORTATION

6.5.1. Critical Issues

1. Ferry services have not been fully developed and exploited for freight and passenger
transportation along the coastline and inland waterways;

2. Lack of a legal and regulatory framework to support development and management of ferry
transport; and,
3. Inadequate and aging ferry infrastructure and equipment that is unable to cope with
increasing passenger travel demands.

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 6.5.2. Policy
The Government will:

1. Develop a legal and regulatory framework, and strategies to support development and
management of ferry transport along the coastline and inland waterways; and,
2. Develop a medium and long-term capital investment plan, as part of the MSIP, and strategy
to attract invest for ferry transport.

6.6 INLAND WATERWAY TRANSPORT

6.6.1. Critical issues

1. Underdeveloped inland port infrastructure and unavailability of adequate vessels for cargo
and passengers;
2. Uncoordinated development of inland port infrastructure at the EAC regional level inhibiting
inter-operability;
3. Outdated hydrographic surveys and charts leading to safety of navigation concerns;
4. Inadequate intermodal transport linkages; and,
5. Lack of a legal and regulatory framework to support maritime cabotage.

6.6.2. Policy
The Government will
1. Develop a strategy and masterplan, as part of the MTMP, for development and
management inland waterways infrastructure;
2. Develop a medium and long-term capital investment plan and strategy, as part of MSIP)
to attract investment for inland water transport;
3. Develop and align inland water port development plans and hydrographic surveys with
EAC partner states; and,
4. Develop a cabotage regulatory framework to support private investments.

6.7. SHIP REGISTRATION

6.7.1. Critical Issues

Kenya has a closed ships register that restricts registration of vessels from other countries,
which impact negatively on development of Kenya as a maritime hub.

6.7.2. Policy
The Government will:

1. Develop the legal and regulatory framework for an open ship register (KenShip) to promote
development of Kenya as a maritime hub; and,
2. Revive and strengthen the Kenya National Shipping Line (KNSL) to compete with
international shipping, promote cabotage and support exploitation of the Blue Economy.

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6.7. MARITIME TRANSPORT SERVICES

6.7.1 Critical Issues

1. Low investment in maritime transport services such as international sea transport, shipping
agency, coastal shipping, security services, ship handling, ship repairs, marine insurance,
seafarers’ recruitment agencies, and bunkering;
2. Inadequate legal framework to regulate maritime transport services; and,
3. Low optimisation of port and inland waterways’ capacity due to over-dependence on imports,
insignificant export volumes and inadequate investment and development of maritime transport
related economic activities.

6.7.2. Policy
The Government will:
1. Domesticate international treaties/conventions and develop requisite legal and regulatory
frameworks to promote domestic private sector investment in maritime transport services and
supporting infrastructure (local ship building, repair, inspection and bunkering facilities); and,
2. Review and develop a coordination and collaboration framework/strategy for provision of
inland waterways and inter-county maritime transport services with County governments and
EAC partner states, respectively.
6.8 HUMAN CAPITAL DEVELOPMENT AND TRAINING FACILITIES

6.8.1. Critical Issues

Low investment in local human capital and development of training facilities resulting in high cost of
training and shortage of skilled maritime transport workforce.

6.8.2. Policy
The Government will formulate and implement a national strategy for the development of human
capital and training facilities for the maritime sub-sector.

6.9. TECHNOLOGY AND INNOVATION

6.9.1 Critical Issues
1. Inadequate application and integration of technology in planning, development and management
of the maritime sector including low end-to-end automation of Port processes and disjointed
systems leading to inefficiencies; and,
2. Inadequate systems for Rapid Data Management and Recovery.

6.9.2. Policy
The Government will develop and implement a Maritime Transport Information Management System
(MTIMS), including a Rapid Data Management and Recovery, as part of the NTIMS.
6.10 MARITIME ACCIDENTS INVESTIGATION

6.10.1. Critical Issue

Lack of institutional setup for independent maritime accidents investigation as per the requirement of
the IMO.
6.10.2. Policy

The Government will develop a legal and institutional framework for maritime transport
accidents investigation in line with IMO requirements.

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7. AIR TRANSPORT SUB-SECTOR

7.1 . BACKGROUND
There is a need for improvement and modernization of critical infrastructure and facilities as well as
air navigation equipment and utilities in all aerodromes for the country to establish itself as a regional
aviation hub of choice and remain competitive.

The policy objective is to create an enabling framework that will nurture the development of a safe,
secure, efficient, accessible and affordable air transport system, whilst keeping at the leading edge of
technological advancement within the globalized Environment.

7.2 . LEGAL, REGULATORY AND INSTITUTIONAL FRAMEWORK

7.2.1. Critical Issues

1. Delays in domestication of changes in international conventions and global aviation standards
into national laws and legislations related to the air transport sub-sector to ensure compliance;
2. The existing institutional set-up for Air Accidents Investigation function does not provide
financial and operational autonomy required as per the international aviation standards;
3. Lack of a framework for the proper planning, development and maintenance of public and private
airstrips in accordance with the set aviation safety standards;
4. Weak institutional framework for airspace operations and management;
5. Lack of a regulatory framework to implement ICAO Annex 9 on air transport facilitation by
government agencies, provision of efficient air transport services, and enhance synergy between
the relevant government agencies; and,
6. Inadequate economic regulatory framework to inform setting of tariffs, aeronautical charges and
fees, investments and service quality standards.

7.2.2. Policy
Government will:
1. Review the primary legislations and regulations governing the operations and management of air
transport (Civil Aviation Act) and align them to relevant international conventions, global
aviation standards and national requirements;
2. Review KAA Act, Cap 395, to incorporate modern airport management practices and business
trends and develop requisite regulations;
3. Develop an institutional framework that provide financial and operational autonomy for the air
accident investigation function as per international aviation standards;
4. Develop and implement a framework for planning, development and maintenance of public and
private airstrips in order to meet the required aviation safety standards;
5. Develop and strengthen legal and institutional frameworks respectively for airspace operations
and management;
6. Establish regulatory framework to facilitate compliance with SARPs pertaining to Annex 9 of
ICAO; and,
7. Review and strengthen the economic regulatory function within the existing regulatory
framework for sustainable civil aviation.

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 7.3 . AVIATION SAFETY AND SECURITY

7.3.1. Critical Issues

1. Inadequate Aviation Safety and Security Oversight capacity to ensure enforcement and
compliance with ICAO Safety and Security Standards and Recommended Practices within the
entire aviation sector; and,

2. Cyber security threats.

7.3.2. Policy

Government will:

1. Develop a strategy to build and strengthen the Aviation Safety and Security Oversight
capacity; and,
2. Strengthen cyber security defence systems.

7.4 . AERODROMES PLANNING, DEVELOPMENT AND MANAGEMENT

7.4.1. Critical Issues

1. Limited capacity of aerodromes contributing to congestion and poor services;

2. Lack of aerodrome master planning to inform intermodal planning and operations, and
alignment to adjacent land use, which compromise aviation safety and security;
3. Lack of integrated development of aerodrome infrastructure and associated commercial and
logistics hubs e.g. Special Economic Zones, (SEZs);
4. Lack of a national strategy to promote air transport market access within the Yamoussoukro
Decision framework as envisaged in the Single African Air Transport Market (SAATM); and,
5. Inadequate application and integration of ICT in aviation planning, development,
management and service provision, including data management.

7.4.2. Policy
Government will:
1. Develop a prioritized a medium- and long-term Air Sub-Sector Investment Plan (ASIP) for
aerodromes and associated facilities to improve their operational and financial sustainability;
2. Develop a Air Transport Master Plan (ATMP), based on Integrated National Multimodal
Transport Plan (INTMP), and aligned with land use planning around aerodromes;
3. Develop a strategy for integrated development of aerodrome infrastructure and associated
commercial and logistics hubs e.g. Special Economic Zones, (SEZs);
4. Develop a national strategy to promote air transport market access within the Yamoussoukro
Decision framework as envisaged in the Single African Air Transport Market (SAATM); and,
5. Adopt smart transport systems, such as Integrated National Transport Information
Management System (INTIMS), for planning and management of the aviation industry
including data management.

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7.5. AIRSPACE MANAGEMENT

7.5.1. Critical Issues

1. Large portions of the airspace are prohibited, restricted or declared dangerous areas for civilian
use which limits the optimal utilization of the Kenyan airspace; and,
2. Inadequate capacity and lack of application of ICT in air space planning and design.

7.5.2. Policy

Government will;
1. Develop a national strategy for optimal allocation and utilisation of Kenyan airspace between
civil and military operations and for scientific purposes; and,
2. Develop a strategy to build and strengthen capacity in airspace planning and design.

7.6. SEARCH AND RESCUE

7.6.1. Critical Issues

1. Lack of a coordination framework between aeronautical and maritime search and rescue
operations, including joint resource mobilisation and sharing of information.
2. Delayed action on emergency beacon alerts due to over-dependence on the mission control
centre in Italy.

7.6.2. Policy
Government will:
1. Develop a National Search and Rescue coordination and response framework for joint operations,
resource mobilisation and sharing of information between Aeronautical and Maritime agencies;
and,
2. Establish a Mission Control Centre to receive and distribute emergency beacon alerts for Kenya
and the region for swift action.

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8.0. PIPELINE TRANSPORT SUB-SECTOR

8.1. BACKGROUND

During the last five years, the Government has accelerated investments and activities to ensure the
swift and effective commercialisation of Kenya’s oil reserves. One major activity was the Early Oil
Pilot Scheme (EOPS). KPC was at the heart of EOPS and refurbished three tanks at KPRL, with a
capacity of 429,000 m3 litres, to receive and store crude oil from Turkana for export. These are
specialised heated tanks to cater for the viscous nature of Turkana oil. KPC also modified Kipevu Jetty,
and installed a steam boiler, all in readiness for Kenya’s emergence as an oil exporter.

The forecast demand for the Mombasa-Nairobi pipeline is 14.9 million m3 by 2030 (with 75% modal
split using pipeline from 2030) and 22.47 million m3 by 2040 against a current existing capacity of
10.8 million m3. To meet the various demand and boost the capacity, KPC is currently undertaking
various initiatives, including upgrading of pipelines, construction of jetties, construction and
rehabilitation of storage tanks and pump stations.

The Government’s long-term plan is to ensure that pipeline transport capacity and network is adequate,
safe and integrated with other modes through the formulation and implementation of appropriate
policies and strategies.

8.2. PIPELINE INFRASTRUCTURE PLANNING, DEVELOPMENT AND

MANAGEMENT

8.2.1. Critical Issues

1. Inadequate infrastructure for the supply of petroleum products for all sectors of the
economy;
2. Inadequate intermodal system (change over system from pipeline to other modes) for
efficiency, safety and to prevent diversion of petroleum before it reaches the destination;
3. Incompatibility of common user facilities at KPC terminals with rail and road transport,
which results in inefficiencies in loading of petroleum products; and,
4. Use of outdated ICT systems that do not guarantee integrity of the pipeline system and
operations.

8.2.2. Policy

The Government will:

1. Develop a Pipeline Transport Masterplan (PTMP) in line with the Integrated National
Transport Master Plan (INTMP);
2. Develop a medium and long-term Pipeline Sub-Sector Investment Plan (PSIP) and strategy to
attract investment in pipeline transport;
3. Develop a framework for intermodal system for transportation of petroleum products; and,
4. Strengthen and upgrade existing ICT system in line with the concept of Smart Transport
System/ Integrated National Transport Information System to support pipeline operations.

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8.3. LEGAL, REGULATORY AND INSTITUTIONAL FRAMEWORK
8.3.1. Critical issues
The mandatory requirement to new oil companies to maintain minimum stock levels equivalent
to 2,400 m³ limits the pipeline’s access to many small oil companies, which has made these
companies transport their fuels by road increasing the risks associated with spillages and fires
and the consequences thereof.

8.3.2. Policy
The Government will review current regulations to promote accessibility of pipeline transport
by large and small companies at all levels to reduce the risks associated with long distance
transport of petroleum products.

8.4 . SAFETY AND SECURITY

8.4.1 Critical Issues

1. Vandalism of oil and gas facilities and infrastructure, which results into product theft and spillage;
2. Inability of inter-agency team to adequately address petroleum product-related emergencies
within the country, lack of contingency plans and emergency responsiveness;
3. Mushrooming of informal settlements along the pipeline way-leave poses a danger to the pipeline,
inhabitants, and the Environment and Climate Change; and,
4. ICT system vulnerability to terrorism and cyber-attacks can result in significant damage to critical
pipeline infrastructure and operations.

8.4.2 Policy
The Government will:
1. Develop a robust cybersecurity/ terrorism and disaster management systems for the pipeline
transport sub-sector;
2. Develop a coordination and response framework for joint mobilisation of resources and operations
among inter-agencies involved in emergency response relating to petroleum products; and,
3. Adopt IT intelligent-based system for prevention and detection of vandalism of pipeline
infrastructure.

8.5. HEALTH, SAFETY AND ENVIRONMENT AND CLIMATE CHANGE

8.5.1. Critical Issues

1. Spillage of petroleum products at the depots and service points negatively impacts human
health and Environment (flora and fauna); and,
2. Large carbon footprint due to use of outdated technologies (e.g. pipeline pumps) that require
high fossil fuel energy.

8.5.2. Policy
The Government will:
1. Enforce the Occupational Safety and Health Act (OSHA), 2007 to ensure the safety and health
for all persons and property within oil and gas facilities;
2. Enforce the Environment Management and Coordination Act (EMCA), 1999 to ensure
Environment protection; and,
3. Develop and introduce energy saving measures and technologies that will reduce carbon
footprint.

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GLOSSARY OF TERMS
Concession: Is the authority and contract to operate a road, rail line, or network at an agreed price.
It could be awarded to either the public or private sector.
Contract: Is an agreement between an authority and an operator regarding the delivery of a service
at an agreed price.
Critical Issue: An issue arises in a national, district or local community when there are conflicting
goals and objectives (desires or perceptions) within the community.
Framework: Is an outline or skeleton which provided the structure and form around which a plan
or policy or strategy is constructed.
Integrated Plans: Plans which encompass a system which includes land use, spatial development,
infrastructure, services and the finance thereof.
Intermodal Transportation: Is the concept of transporting freight in such a way that all the parts
and facets of the transportation process, including information exchange, are efficiently linked and
coordinated, offering flexibility, irrespective of the particular transport mode or modes used. It is
not just the infrastructure, vehicles, rolling stock or equipment involved, but the management and
operation processes. The true advantage of inter-modalism is the ability to logistically and
effectively link two or more modes of transportation for the benefit of customers and users.
Land Passenger Transport Planning: Is a comprehensive and integrated process for generating a
plan relating to the regulation and management of transport infrastructure (roads, rail, stations,
terminals and public transport facilities) and for regulating public transport operations/services and
the use of infrastructure by both operators of public transport and private travellers. Because of the
spatial relationship between human and economic activities, resulting in the demand for travel, it is
essential that an integrated passenger transport plan should be developed in the context of a land use
plan which is supportive of efficient land passenger transport.
Land Passenger Transport: Is a generic term which describes the movement of people by land-
based travel modes, including movement by Motorized and non-motorized modes, and on foot. It
encompasses both urban and rural passenger travel, for any purpose, by both private and public
travel modes.
Logistics: Is the process of planning, implementing, and controlling the efficient, cost- effective
flow and storage of raw materials, in-process inventory, finished goods, and related information
from point of origin to point of consumption for the purpose of conforming to customer
requirements.
Passenger Transport: Is a generic term which describes the movement of people by any travel
mode, including movement by motorized and non-motorized modes, and on foot. It encompasses
inter-city, urban and rural passenger travel, for any purpose, by air, sea and over land and by both
private and public travel modes.
Permission: The authority to operate a public transport route or network without subsidy.
Plans and Planning: A plan is a product of the process of planning which is an organized method by
which things are to be done. In the transport context, a plan is a vision of the desired future condition,
a set of objectives to achieve the vision, policies to regulate the transport system, strategies, actions
and projects to implement the plan and a financial statement and budget.
Policy Goal: A goal is an idealized end-state of the system or a desired direction of the evolution of
the system.
Policy Objective: An objective is a target, the attainment of which will help towards reaching a
stated goal.
Policy Recommendation: Is an adopted framework or basis for the action needed to overcome
identified problems and achieve stated goals and objectives.
Public Transport: Is the conveyance of people or freight for reward by any travel mode whether
car, metered taxi, minibus-taxi, bus, tram and light and heavy rail.
Seamless Transport Services: A user-friendly service from origin to destination which is not

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disrupted by time-consuming or costly transfers between uncoordinated modes or carriers, or by
compliance with non-integrated formalities at border crossings.
Strategy: A strategy is a plan or programme of action to be taken in terms of a policy. Such action
may often take the form of a series of projects.
Vision: A vision is a commonly-shared foresight of future conditions.
Airport Operator: Generally, refers to the entity responsible for provision and maintenance of
airport infrastructure and the provision of essential services including passenger search and
perimeter security, firefighting and cleaning and maintenance of passenger terminal areas. They
also allocate space and resources to airlines and commercial concessionaire
Spin-off: is a form of divestiture; a new and separate company created by a parent company

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