By Our Reporter
As Nairobi’s population grows beyond five million and congestion costs the economy an estimated KES 100 billion (USD 770 million) each year, urban transport has become a central policy challenge. In response, transport‑oriented development (TOD) has emerged as a strategy to focus urban growth around high‑capacity transit stations, improving accessibility, reducing traffic, and supporting sustainable expansion.
What transport‑oriented development means
Transport‑oriented development is defined by integrated planning that locates higher-density, mixed-use residential and commercial development within walking distance of transit hubs. Three core elements guide TOD. Density ensures compact development near stations to generate ridership. Diversity mixes residential, commercial, and public services to reduce long trips. Design prioritises pedestrians and cyclists, making transit the most convenient option. Without these features, transit investments risk becoming isolated infrastructure rather than engines of urban transformation.
Nairobi’s commuter rail upgrades
The Nairobi Commuter Rail Service (NCRS) has been a focal point for transport investment, with track rehabilitation and station improvements planned along the Nairobi Central Station to Thika corridor. According to Kenya Railways, consultants are tasked with reviewing regulatory and institutional frameworks related to TOD, mapping stakeholder roles, and identifying barriers to implementation.
Principal secretaries involved in planning have highlighted that rail upgrades will include TOD facilities and improved access roads to commuter stations, along with feeder services and non-motorised transport links. “Provision of improved access to railway stations … including non-motorised transport facilities and feeder bus services” is a central feature of the integrated approach.
At the 2023 Japan-Kenya Urban Development and Transport Symposium, World Bank urban transport specialists emphasised that TOD should link transit infrastructure with surrounding urban development. A senior transport specialist stated, “Urban rail development and urban development should be one strategy.”
Expert view
Academic research underscores the potential of TOD along key corridors. A 2024 study in Africa Habitat Review analysed the Thika Road corridor and found that integrating TOD principles could boost property values, business activity, and local employment while improving accessibility. The authors recommended combining TOD planning with transport infrastructure and managing property value increases to prevent displacement.
Related research from the University of Nairobi highlights that poor coordination between transport policy and urban land use has contributed to congestion and limited accessibility. The authors concluded that a systems approach centred on TOD could optimise commuter patterns and urban performance.
Lessons from Addis Ababa
Addis Ababa’s light rail transit (LRT), operational since 2015, provides a regional reference point. Studies assessing the LRT noted that while the system carries hundreds of thousands of passengers and connects key urban corridors, modal share remains modest and accessibility varies. Research shows that integrated land use planning, including higher-density and mixed-use station areas, is necessary for TOD to achieve its potential.
Benefits of transport-oriented development
When implemented effectively, TOD can:
- Reduce congestion and commute times: Concentrating housing and jobs near stations shifts trips from roads to transit, reducing car reliance.
- Expand housing supply: Higher densities near transit can absorb growth without expanding sprawl.
- Support economic productivity: Shorter, more predictable commutes improve access to jobs and strengthen local labour markets.
- Reduce emissions: Rail and bus transport lower urban carbon emissions relative to car-dominated travel.
Risks and policy considerations
Risks include gentrification and displacement. Rising land values around stations can price out low-income residents, undermining the equity goals of TOD. Experts recommend policies such as inclusionary zoning, social housing mandates, and land value capture to mitigate these effects. Coordination among planning authorities, transport agencies, and developers is also essential to prevent delays or ineffective implementation.
A way forward for Nairobi
Realising TOD requires:
- Aligning institutional mandates: National and county authorities should coordinate land-use and transport planning.
- Reforming zoning: Higher densities and mixed uses must be permitted within station catchment areas.
- Leveraging land value capture: Development charges and joint ventures can fund infrastructure and affordable housing.
- Protecting affordability: Social housing and rent management policies are necessary to safeguard vulnerable communities.
- Investing in access: Pedestrian, cycling, and feeder bus connections are essential for station functionality.
Conclusion
Transport‑oriented development offers Nairobi a structured framework to manage rapid urbanisation while addressing congestion, housing shortages, and environmental sustainability. Research from Nairobi and lessons from Addis Ababa highlight both opportunities and challenges. Success will depend on aligning policy, planning, and investment to ensure that growth genuinely centres on stations, creating more liveable and productive urban environments.
