LINKING JKIA TO NAIROBI NATIONAL PARK USING

Transcription

LINKING JKIA TO NAIROBI NATIONAL PARK USING LANDSCAPING AS A
GREEN INFRASTRUCTURE MANAGEMENT PLAN.
BY:
MWANG’A KEZIAH MWELU
REGISTRATION NO. B65/0371/2006
A PLANNING DEVELOPMENT PROJECT SUBMITTED IN PARTIAL
FULFILMENT OF THE AWARD OF BACHELORS DEGREE IN URBAN AND
REGIONAL PLANNING.
DEPARTMENT OF URBAN AND REGIONAL PLANNING
UNIVERSITY OF NAIROBI
JULY 2010
DECLARATION
I declare that this is my original work and, has never been submitted in any form in any
university or any other research institution for the award of a degree or any other
qualification.
Signature………………………….………………………Date………………………………
Mwang’a Keziah Mwelu - B65/0371/2006
(Candidate)
Supervisor
This work has been submitted for examination with my approval as the assigned University
Supervisor.
Signature………………………….………………………Date………………………………
Prof. George Ngugi Njuguna
(Supervisor)
Department of Urban and Regional Planning
University of Nairobi
DEDICATION
To Mrs G. Gichoga, former Principal Kaaga Girls High School, for believing in me,
and giving me a chance to acquire education, My sweet Parents Mwang’a and Nzwili, for
your love and support, Pastor Kitetu for your prayers, my Siblings, Sisters-in-law and
Friends.
Mwang’a K.M (B65/0371/2006)
Page ii
ACKNOWLEDGEMENT
I am sincerely indebted to the many public and private institutions and, individuals that have
provided resource material from which I was able to shape this work. Special thanks to my
supervisor Prof. George Ngugi for his unrelenting guidance in the development of this
project.
Great thanks to the staff at Kenya Airports Authority, Kenya Wildlife Service, City Council
of Nairobi and the Kenya Railways Corporation and especially Fred Odawo of KAA and
Michael Wanjau of KWS. Sincere thanks to my research assistants David Zinny and Daniel
Koech (DK)
My earnest thanks go out to my friend Tom for always printing my works, and to Dr. Filbert
Musau for guiding me in developing my Project.
Finally, most special thanks to my family, friends and colleagues, especially my parents,
lecturers in DURP, and former teachers whose emphasis on the importance of education and
the sacrifice to offer it to me has penned an indelible mark on my personal and professional
life.
Above all glory to the Almighty God for His everlasting grace, love and guidance.
Mwang’a K.M (B65/0371/2006)
Page iii
ABSTRACT
Kenya’s urban areas are growing at an unprecedented rate as more and more people move to
cities and towns in search of employment and other opportunities urban areas offer. Kenya’s
urban population is at present 40 percent of the total population. Nairobi being the capital city
hosts the highest urban population in Kenya. The annual growth rate of the city of Nairobi
currently stands at 4% with a total population of approximately 3.2 Million. This population
is putting a lot of pressure on the available resources within the city including green
infrastructure. This has in turn led to deterioration of green spaces within the city,
encroachment to land reserves and ecologically sensitive areas which serve as green
infrastructure. Even with such growth, there seems to be no management plans to safeguard
green infrastructure within the city.
A study was carried out to investigate the land use challenges facing green infrastructure
within the city of Nairobi with an aim of providing working solutions. Following the study, it
was clear that green infrastructure is under serious threats and needed urgent interventions.
The study focussed on a stretch along the Mombasa road corridor with an emphasis on Jomo
Kenyatta International Airport land reserve, Railway line reserve and the Nairobi National
Park. Various challenges were identified and recommendations put forward to deal with the
same. The recommendation selected for the purpose of implementation involves integration
of urban green infrastructure with urban development. A project site was selected from the
former research study area and a landscaping project will be carried out to enhance the
quality of green infrastructure within the site. The landscaping project will run from the JKIA
terminal to the edge of the park. It will involve the use of tree buffers along the transportation
channels (Mombasa road and railway line) within the site. Other functions to be included will
be: a green park; a nature walk trail from the airport terminal to the park; a cultural centre; a
tourist guide centre along the trail walk; a mini zoo at the edge of the park; and a theme park.
The project report is organized into five chapters. The Introduction (Chapter 1) deals with the
background to the development project. It outlines some of the research findings and
recommendations from the research project. It also contains a statement of the selected
recommendation for implementation within the development project. Statements of
justification for the development project, location, objectives, assumptions and scope of the
project have also been outlined in same chapter. The chapter also presents the methodology
used for the development project; data needs and requirements; data sources; methods of data
Mwang’a K.M (B65/0371/2006)
Page iv
analysis and presentation and the limitations. Chapter 2 presents review of relevant literature
outlining the policies; planning designs and standards guiding the implementation of the
project. In addition, it lays out the conceptual framework for the study and discusses various
case studies on landscaping in respect to airport environs. Chapter 3 presents the situational
analysis of the project area in terms of the location; physical characteristics; physical
boundaries; developments and population. Chapter 4 presents the planning and design of the
project; design alternatives; evaluation of alternative plan proposals; site planning, design
process stages and implementation schedule. It also states the expected outcomes of the
project. Chapter 5 provides monitoring and evaluation guidelines for the project and the
guidelines for the implementation process and Environmental management plan.
Mwang’a K.M (B65/0371/2006)
Page v
T ABLE OF C ONTENTS
DECLARATION ............................................................................................................................... i
Dedication ......................................................................................................................................... ii
ACKNOWLEDGEMENT ................................................................................................................ iii
ABSTRACT ..................................................................................................................................... iv
Table of Contents ............................................................................................................................. vi
List of Figures ................................................................................................................................... x
List of Tables ................................................................................................................................... xi
ACRONYMS .................................................................................................................................. xii
CHAPTER ONE: INTRODUCTION ................................................................................................ 1
1.0 OVERVIEW............................................................................................................................ 1
1.1 Background to the Development Project .................................................................................. 1
1.2 Summary of Research Findings of Planning Research Project .................................................. 1
1.3 Summary of Recommendations of Planning Research Project .................................................. 1
1.4 Selected Development Project .................................................................................................. 2
1.5 Justification of the Project ........................................................................................................ 2
1.5.1 Airports Redevelopment Programme ................................................................................. 2
1.5.2 Character .......................................................................................................................... 3
1.5.3 Sustainability .................................................................................................................... 3
1.5.4 Ecology............................................................................................................................. 3
1.5.5 Function ............................................................................................................................ 3
1.5.6 Management ..................................................................................................................... 4
1.5.7 Economic Payback ............................................................................................................ 4
1.5.8 Policies and Strategies ....................................................................................................... 4
1.6 Location of Project Area and Coverage .................................................................................... 4
1.8 Project Assumptions ................................................................................................................ 6
1.9 Scope of Development Project and Organization of Chapters ................................................... 6
1.10 Methodology ......................................................................................................................... 7
Mwang’a K.M (B65/0371/2006)
Page vi
1.10.1 Data Needs ...................................................................................................................... 7
1.10.2 Data sources .................................................................................................................... 7
1.10.3 Data Collection Methods ................................................................................................. 7
1.10.4 Data Analysis and Presentation........................................................................................ 8
1.10.5 Methods of Data Presentation .......................................................................................... 8
1.10.6 Limitations ...................................................................................................................... 8
1.10.7 Definition of Key Terms and Concepts ............................................................................ 8
CHAPTER TWO: LITERATURE REVIEW ................................................................................... 11
2.0 Overview ............................................................................................................................... 11
2.1 Policy Legal and Institutional Framework .............................................................................. 12
2.1.1 Policy Framework Review .............................................................................................. 12
2.1.2 Legal Framework Review ............................................................................................... 13
2.1.2.3 The Environmental Management and Co-ordination Act, 1999 ..................................... 14
2.1.2.4 The Kenya Airports Authority Act (Cap 395) ............................................................... 14
2.1.2.5 The Kenya Civil Aviation Authority Act (Cap 394) ...................................................... 15
2.1.3 Institutional Framework .................................................................................................. 15
2.2 Planning and Design Standards and Regulations .................................................................... 17
2.2.1 Physical Planning Handbook (2008) ................................................................................ 17
2.2.2 The International Civil Aviation Organization (ICAO) .................................................... 19
2.2.3 International Air Transport Association (IATA) .............................................................. 19
2.3 Landscaping Guidelines ......................................................................................................... 19
2.4 Past and Future Development Plans For Project Site............................................................... 20
2.5 Relevant Case Studies ............................................................................................................ 21
2.5.1 Case One: Brisbane International Airport Landscape Master Plan .................................... 21
2.5.2 Case Two: The O’Hare Modernization Program (OMP) - (O’Hare International Airport) 31
CHAPTER THREE: SITUATION ANALYSIS ............................................................................... 34
3.1 Location Context of Project Area ........................................................................................... 34
3.2 Background and Historical Development of Project Area ....................................................... 35
Mwang’a K.M (B65/0371/2006)
Page vii
3.2.1 Jomo Kenyatta International Airport (JKIA) .................................................................... 35
Source: Author, 2010 ................................................................................................................... 37
3.2.2 Nairobi National Park...................................................................................................... 37
3.3 Site Analysis .......................................................................................................................... 38
3.3.1 Climate ........................................................................................................................... 38
3.3.2 Vegetation....................................................................................................................... 39
3.3.3 Soils................................................................................................................................ 40
3.3.4 Terrain .......................................................................................................................... 40
3.4 Population and Demographic Characteristics ......................................................................... 42
3.5 Land Use Analysis ................................................................................................................. 43
3.6 Compatibility of the Uses with Airport Operations ................................................................. 44
3.7 Institutional, Legal and Financial Issues of the Project Area ................................................... 46
3.7.1 Institutional and Legal Organization of Project Area........................................................ 46
3.7.2 Financial Organizations for the Project Site ..................................................................... 46
CHAPTER FOUR: PROJECT PLANNING, DESIGN AND IMPLEMENTATION ........................ 47
4.1 Planning and Design of Projects (Expected Outcomes and Outputs) ....................................... 47
4.1.1 Objectives of the Project ................................................................................................. 47
4.1.2 Development of the Spatial Plan and Design of Alternatives ............................................ 48
4.1.3: Evaluation of the Plan proposals..................................................................................... 55
4.1.4: Preferred Plan ................................................................................................................ 58
4.2 Site Planning/ Design Process Stages ..................................................................................... 59
4.2.1 Detailed Design Formulation Stage and Development of Detailed Action Plans ............... 61
5.0 CHAPTER FIVE: MONITORING AND EVALUATION...................................................... 74
5.1 Monitoring and Evaluation Stages in the Implementation of the Projects ................................ 74
5.1.2 Tools and Techniques of Monitoring and Evaluation to be used ....................................... 75
5.1.3 Objectives of the Monitoring and Evaluation Process .......................................................... 76
5.2 Guidelines for the Implementation Process ............................................................................. 76
5.2.1 Adoption of Planning and Landscaping Standards ........................................................... 76
Mwang’a K.M (B65/0371/2006)
Page viii
5.2.2 Stakeholder Participation and Involvement ...................................................................... 76
5.2.3 Institutional Linkages ...................................................................................................... 77
5.2.4 Memorandum of Understanding ...................................................................................... 77
5.2.5 Establishment of an Enforcement Task Team: ................................................................. 77
5.2.6 Reporting ........................................................................................................................ 77
5.2.7 Continuous Consultative Meeting .................................................................................... 77
5.2.8 Community Involvement/Awareness ............................................................................... 77
5.2.9 Communication ............................................................................................................... 78
5.3 Site/ Environmental Management Plan................................................................................... 78
Mwang’a K.M (B65/0371/2006)
Page ix
L IST OF F IGURES
Figure 1: Quick Bird Image (resolution 60cm) showing Location of Project Site…………... 5
Figure 2: Pillars of Sustainable Development…………………………………………………9
Figure 3: Walking trail and cycling Trail.................................................................................10
Figure 4: Land Use Sensitivity Matrix....................................................................................12
Figure 5: Typical Examples of Compatible Land Uses around Airports……………………18
Figure 6:.Current layout of the Domestic Terminal and surroundings of Brisbane Airport....21
Figure 7: Highly detailed landscape patterns made up of drought tolerant plants to enhance
clear way finding pedestrian pathway......................................................................................22
Figure 9: Trees and landscaping at entrance to balance the International Terminal built-form.
..................................................................................................................................................23
Figure 10: Tall Bunya Pines at the entrance to the International Terminal.............................23
Figure 11: Screen front car parking from street.......................................................................25
Figure 12: Dense shade trees to car parks................................................................................25
Figure 13: Sculptural plantings help to provide interest and character....................................25
Figure 14: Integrate landscape between streets and leasehold land, including street planting
to provide shade and character................................................................................................26
Figure 15: Plaza space between buildings to incorporate artwork for interest and to provide
a cultural context to the site.....................................................................................................27
Figure 16: Brisbane Airport Site Analysis Map.......................................................................28
Figure 17: Brisbane Airport Biodiversity and Landscape Connectivity..................................30
Figure 18: Conceptual Framework...........................................................................................33
Figure 19: Google Image Showing Location of Project Area................................................. 34
Figure 20: Study Area in National, Regional and Local Context............................................35
Figure 21: JKIA Proposed Expansion Land Use Plan ............................................................36
Figure 22: Proposed Airport Expansion in Relation to Project Site........................................37
Figure 23: Mean Monthly Rainfall (mm) in Study Area.........................................................39
Figure 24: Monthly Temperature (Maximum and Minimum).................................................39
Figure 25: Map Showing Nairobi Vegetation and Land Cover..............................................40
Figure 26: Existing Wind patterns, sun path and drainage Situational Analysis.....................41
Figure 27: Map Showing Population Densities and Distribution in Nairobi...........................42
Figure 28: Residential at Kyangombe
Settlement...........................................................................................................................43
Mwang’a K.M (B65/0371/2006)
Page x
Figure 29: Light Industry along Mombasa road.......................................................................43
Figure 30: Livestock grazing at project Site............................................................................43
Figure 31: A dam in project site just next to the park..............................................................43
Figure 32: Activities carried out in the study area...................................................................44
Figure 33: Summary of Land Use Analysis............................................................................45
Figure 34: Model Showing Nil Intervention............................................................................49
Figure 35: Layout Plan for Alternative 1.................................................................................51
Figure 36: Context and Layout Plan for Alternative 2.............................................................54
Figure 37: 2D Proposed Layout Plan for the Landscaping Project.........................................59
Figure 38: Proposed Layout Plan in Relation to Action Plans.................................................60
Figure 39: Floor Plan for the Proposed Theme....................................................................62
Figure 40: 3D Model of Proposed Theme Park.......................................................................62
Figure 41: Poster and Maps Branding Kenya at the Tourist Guide centre...............................64
Figure 42: 3D Model of Proposed Cultural Park, Tourist Guide and the General Park next to
the Airport................................................................................................................................65
Figure 43: 3D Model of Proposed Mini Zoo........................................................................... 67
LIST OF T ABLES
Table 1: Evaluation of Alternatives Plan Proposals Based on Strengths and Weaknesses......57
Table 2: Project Implementation Matrix..................................................................................68
Table 3: Project Costing and Resource Requirements.............................................................71
Table 5: Roles of Various Stakeholders...................................................................................72
Table 6: Goal achievement matrix…………………………………………………………...75
Table 7: Site/ Environmental management plan Table..........................................................78
Mwang’a K.M (B65/0371/2006)
Page xi
ACRONYMS
CCN-City Council of Nairobi
EMCA-Environmental Management and Coordination Act
GI- Green infrastructure
IATA - International Air Transport Association
ICAO - International Civil Aviation Organization
JKIA- Jomo Kenyatta International Airport
KAA- Kenya Airports Authority
KENSUP- Kenya Slum Upgrading Programme
KPA- Kenya Ports Authority
KRC-Kenya Railways Corporation
KWS- Kenya wildlife Service
MoNMD- Ministry of Nairobi metropolitan Development
NEAP-National Environment Action Plan Committee
NEC -National Environmental Council
NEMA-The National Environmental Management Authority
NNP-Nairobi National Park
Mwang’a K.M (B65/0371/2006)
Page xii
CHAPTER ONE: INTRODUCTION
1.0 OVERVIEW
1.1 Background to the Development Project
This development project builds upon a research project (conducted by the author in early
2010), which aimed at investigating the land use challenges that are facing green
infrastructure within the city of Nairobi. It focuses on the stretch of land along Mombasa road
covering Jomo Kenyatta International Airport (JKIA) land reserve, Railway line reserve, and
the Nairobi National Park. The research project report identified various challenges and
suggested recommendations as indicated below. The theme of the development is ‘Integration
of Green Infrastructure with Urban Development’.
1.2 Summary of Research Findings of Planning Research Project
The study found different challenges facing urban green infrastructure, namely:
·
encroachment by informal settlements;
·
Illegal allocation of green infrastructure land
·
Uncontrolled dumping of waste within green infrastructure
·
Ignorance by members of public on green infrastructure
·
Lack of proper records on green infrastructure by relevant authorities/City Council of
Nairobi.
·
Inadequate laws and policies on green infrastructure
·
Deficient management of existing green infrastructure.
1.3 Summary of Recommendations of Planning Research Project
Based of the findings, the study put forward a number of recommendations that include:
·
Recognition and promotion of urban green infrastructure as an important pillar of
sustainable development by the City Council of Nairobi and other development
partners.
·
Involvement and co-ordination of multiple stakeholders in planning and management
of green infrastructure by the Planning and enforcement agencies within the city.
·
Recognition of urban green infrastructure as a land use in its own respect by the City
Council and developers.
·
Integration of urban green infrastructure with other urban functions.
·
Entrenchment of urban green infrastructure in a more appropriate and stronger legal
and institutional framework which address, among other issues, governance and
funding needs.
1.4 Selected Development Project
For the purpose of the Development Project, ‘integration of green infrastructure with other
urban uses’ is the recommendation selected, among the recommendations of the Research
Planning Project. The theme of the project is “integration of green infrastructure with
urban development for sustainable development”. The development project explores ways
in which the Jomo Kenyatta International Airport and the Nairobi National Park can be
integrated and linked by way of landscaping the land between them. The proposed
landscaping comprises of recreational parks (a general park, a theme park, and a cultural
park) and a mini zoo. Transportation links will be provided. These include a road, walk ways,
cycling paths, and a tram system in the long run. The recreational parks will help improve the
land quality. It will also increase the amount of land that can be counted as green spaces. The
parks will then be linked to the Nairobi National Park (NNP). This will help achieve the idea
of green infrastructure. Green infrastructure typically consists of a network of interconnected,
multi-functional natural and managed open spaces that are strategically planned and managed
in both urban and rural settings to: conserve ecosystems; maintain natural ecological
processes; and contribute to the general health and quality of life of plants, animal and human
communities.
1.5 Justification of the Project
1.5.1 Airports Redevelopment Programme
Kenya Airports Authority (KAA) is in the process of redeveloping its airports within Kenya,
including JKIA. The redevelopment process will need to take in to consideration proper
planning that will ensure integration of the airport with various land uses within the vicinity
of the airport. This will also help safeguard the airports land that is not currently in use.
During the research it was evident that encroachments within the airport land were due to a
Mwang’a K.M (B65/0371/2006)
Page 2
perception that the land was idle. The landscaping of the airports land will therefore give it
added value and keep off encroachments such as the ones that have been happening. The
linking of the park to the airport will improve both local and foreign tourism. This is because
it will open the park to tourists easily and also the residents living in estates along Mombasa
road. Owing to the potentially green land that airports take up, and their pollution effects to
the environment around them, it is only fair that they are able to compensate for such effects.
One way of doing so is by the provision of Green Infrastructure and other services that are
beneficial to the adjacent communities which may include recreational parks etc.
1.5.2 Character
Landscape works contribute directly to the character and identity of any place and the
experience of users. The landscaping will provide consistency, and enhance the distinctive
character of the airport, and the city at large through branding and greening. Nairobi is known
as the “green city in the Sun”. The landscaping will result in greening which will well reflect
the green character of a tropical city. One of the key objectives of the plan is to integrate the
principles of sustainable development, economic viability and operational efficiency into
decision making at all levels.
1.5.3 Sustainability
Kenya is a signatory to treaties that are committed to sustainable development. This thus
means providing sustainable landscapes that contribute to biodiversity, manage water
resources effectively, reduce energy requirements, and minimises waste production. The
EMCA requires that all developments should be sustainable enough and should not affect the
environment adversely, thus the need to ensure sustainable airport expansion.
1.5.4 Ecology
Improvements of environmental conditions within the open space on the selected site; and
effective control of the ecology will add to the positive contribution of the site within a wider
context of the airport region and related catchments.
1.5.5 Function
The proposed landscape works will support the operational and functional requirements of air
transport, and facilitate movement and controlled access to facilities. Aviation safety is
paramount to all activities occurring within the airport thus landscaping will ensure controlled
access and better definition of the territory of the airport space.
Mwang’a K.M (B65/0371/2006)
Page 3
1.5.6 Management
Landscaping of the airport land will promote effective management. This will ensure new
works are consistent with environmental objectives, and provide resources to maintain an
appropriate quality standard.
1.5.7 Economic Payback
Linking the two areas will improve both domestic and foreign tourism. The trail and road
from the airport to park will make it easier for visitors to access the national park, without
having to pass through the busy town. It will also open up to residents living along the same
area. This will improve earning from tourism. The losses that would have been caused by the
encroachments such as degrading land value, and quality will be minimised. The proposed
activities will add value to the land and generate income to the airport operations.
1.5.8 Policies and Strategies
According to the vision 2030 the airport and the Nairobi National Park are some of the major
flagships that are going to be used to bring about development. The park is also one of the
unique aspects of the city of Nairobi and is among the projects that can be used to brand the
city. Thus the airport being the channel that brings about foreigners and being near the park it
would be of great value to utilize the two together to give the city an instant character for
foreigners.
1.6 Location of Project Area and Coverage
The project will utilise part of JKIA land along Mombasa road stretching from the flight
terminal to the border of the park and measuring 2.9 Km long. The railway reserve buffering
the park and the airport is also within the project area and will be utilised for the same. The
project site is as indicated in the Quick Bird image below.
Mwang’a K.M (B65/0371/2006)
Page 4
Figure 3: Quick Bird Image (resolution 60cm) showing Location of Project Site
JKIA Terminal
Project Site
Source: http://www.bing.com/maps (accessed on 10th march 2010)
1.7 Project Objectives
·
To link Nairobi National Park to JKIA, in a bid to encourage human interaction with
nature and improve conservation of green infrastructure.
·
To provide a sustainable green Infrastructure management plan using landscaping as a
green infrastructure management tool.
·
Landscape the seemingly idle JKIA land between the airport and the park.
·
To improve the quality of green spaces along Mombasa road and improve its desirability.
·
To create a character that provides awareness of the park existence right from the airport.
·
Link the green infrastructure (Mombasa Road Reserve, Railway reserve, Airport land
reserve and NNP) along Mombasa road to create a network of green spaces.
Mwang’a K.M (B65/0371/2006)
Page 5
1.8 Project Assumptions
The project assumes that:
·
The land belonging to JKIA is available for planning and development.
·
The proposals made through the development project will be implemented by the
relevant authorities who include Kenya Airports Authority, Kenya Wildlife Service
MoNMD and City Council of Nairobi among others.
·
The relevant stakeholders’ i.e Kenya Airports Authority (KAA), Kenya Wildlife
Service (KWS), Kenya Railways Corporation (KRC), and City Council of Nairobi
(CCN) will work together in realizing the project and will commit their resources in to
the same.
1.9 Scope of Development Project and Organization of Chapters
The development project focuses on the improvement and provision of green spaces within
the city. This involves planning and integrating of green spaces within every development.
This specific project will focus on land reserves along Mombasa corridor. These land reserve
are; JKIA land reserve, Railway reserve, and Nairobi National Park. The project will cover an
area of an approximate 7Km2. The project report is organized in 5 chapters. Chapter one
outlines the focus of the research project and its findings. It also highlights the main
recommendations of the research project and the preferred recommendation for
implementation within the development project. It also gives reasons for the selection of the
development project; the objectives; assumptions, and scope of the development project. The
methodology used in developing the project is also part of this chapter. Chapter two contains
review of relevant policies; plans; regulations; strategies; planning design guidelines and
standards. It also contains references to case studies and the projects conceptual framework.
Chapter three covers the location context of study area; background of project area and
historical context; site analysis; land use analysis; institutional, legal and financial issues of
the project area. Chapter four contains the planning and design of project; design alternatives;
evaluation of alternative plan proposals; site planning; design process stages and
implementation schedule. Chapter five provides monitoring and evaluation guidelines for the
project, it also contains guidelines for implementation process and Environmental
management plan.
Mwang’a K.M (B65/0371/2006)
Page 6
1.10 Methodology
This section focuses on the procedures and techniques that were used in the development
project. It includes the methods that were used to collect data, instruments of data collection,
techniques of analysis, and presentation.
1.10.1 Data Needs
The project data needs included; land use data within the vicinity of the project site, physical
environmental data of site, policy data, past, present and future planning and development
trends within project area, institutional data, land tenure and ownership data and demographic
data.
1.10.2 Data sources
Various sources were utilised to acquire data and they include among others: Published and
unpublished relevant books in Libraries, Government and Non-government institutions,
Media and internet sources, field surveys which involved observations and photography.
1.10.3 Data Collection Methods
Both primary and secondary methods were used to obtain data. Primary methods involved
observation and photography during site visits. Secondary data was collected through
literature review of both relevant policies, plans, regulatory guidelines, handbooks, manuals
and analysis of past relevant case studies.
1.10.3.1 Primary Data
Primary data was obtained using different methods. During field visits observations were
made and recorded. This involved careful observation of the subjects and phenomena
relevant to the study. Information was also got from key and relevant informants who
included Persons from City Council of Nairobi, Nairobi National Park, Kenya Railways,
Jomo Kenyatta International Airport, and University of Nairobi (DURP) among others.
Photographs were taken in the project site to enhance data analysis and give firsthand
information on the activities in the study area. Mapping was also used. Existing maps were
used to mark out the existing physical boundaries and spatial distribution of activities of the
study area. Oral Interviews were carried out focussing on relevant stakeholders. This was
used to get general information from various respondents. Written questionnaires were
administered to key stakeholders who include Kenya Airports Authority, KWS and the City
Council of Nairobi.
Mwang’a K.M (B65/0371/2006)
Page 7
1.10.3.2 Secondary Data
Secondary data was collected through literature review of both published and unpublished
works by different authors on airport land use planning and related subjects. Other sources
included relevant documents and publications in libraries, government and non- government
institutions records, KWS and JKIA publications, media and internet sources and case
studies.
1.10.4 Data Analysis and Presentation
Data collected was analysed using both qualitative and quantitative techniques. Data obtained
was in different categories and involved spatial data, descriptive data. Spatial data was
analyzed through mapping and trend analysis. Quantitative techniques were used to analyze
data through the use of statistical package for social scientists especially for the
questionnaires.
1.10.5 Methods of Data Presentation
The data presentation is in the form of maps, figures, graphs, tables, charts and a written
report. The development project is presented in the form of a planning development project
report. Proposed designs have been shown in form of images. Photos have also been used to
explicitly explain issues regarding the project.
1.10.6 Limitations
Limitations in the Development Planning Project were as follows;
Ø Limited information on the subject of landscaping with respect to Kenyan context and
developing countries in general.
Ø Time constraints in data collection and ease of access to information
Ø Limited access to landscaping projects to relate as relevant case studies especially
from developing countries.
Ø Bureaucracy in the relevant organizations which led to more time in accessing data.
1.10.7 Definition of Key Terms and Concepts
Some terms used in the development project which might require definition are as below;
1.10.7.1 Green infrastructure
“Green infrastructure is the physical environment within and between our cities, towns and
villages. It is a network of multi-functional open spaces, including formal parks, gardens,
Mwang’a K.M (B65/0371/2006)
Page 8
woodlands, green corridors, waterways, street trees and open countryside. It involves natural
and managed green areas in both urban and rural settings”.
(http://www.greeninfrastructure.eu/section=006.002&page=39 last accessed on 06/10/2009)
“Green infrastructure is strategically planned and managed networks of natural lands,
working landscapes and other open spaces that conserve ecosystem values and functions and
provide associated benefits to human populations.”
(http://www.greeninfrastructure.net/content/definition-green-infrastructure last accessed on
06/10/2009)
“Green infrastructure is an interconnected network of protected land and water that supports
native species, maintains natural ecological processes, sustains air and water resources, and
contributes to the health and quality of life ………communities and people.”
(http://www.csc.noaa.gov/magazine/2009/03/article2.html last accessed on 09/10/2009
1.10.7.2 Sustainability
Sustainability is the capacity to endure. In ecology the word describes how biological systems
remain diverse and productive over time. There are three pillars of sustainability according to
the brunt land commission which are social, environmental and economic.
Figure 4: Pillars of Sustainable Development
Source: http://www.uneporg/categories.asp?catid=270
Mwang’a K.M (B65/0371/2006)
Page 9
1.10.7.3 Theme park
A theme park is an amusement park in which all the settings and attractions have a central
theme. Such themes may include the world of the future, the airport city among others. In this
case, the theme of the park will be based on wildlife.
1.10.7.4 Zoo
A zoo is a facility in which animals are confined within enclosures, displayed to the public
for the purpose of entertainment or education. They are also used as homes to protecting
endangered species.
1.10.7.5 Cultural Bazaar/Park
A bazaar is a market area, especially a street of small stalls.
1.10.7.6 Trail walk
A trail, or track, is a simple thoroughfare used for travel. Trail systems may be used for
community travel in less developed villages, for commercial purposes such as moving cattle
herds, or recreational purposes such as hiking, cycling, or cross-country skiing. Below are
examples of trails.
Figure 3: Walking trail and cycling Trail
Bicycle trail
Source: http://www.greenspaces.asp?catid=231
Mwang’a K.M (B65/0371/2006)
Page 10
CHAPTER TWO: LITERATURE REVIEW
2.0 Overview
This section reviews relevant Plans, policies and legislations that will guide the planning,
design, implementation and administration of the proposed project. Various policies
regarding planning within the vicinity of airports, green infrastructure and recreational parks
have been reviewed. Guidelines and standards borrowed from such policies will be used to
enhance the proposed project. Kenya however lacks clear and specific policies and guidelines
on green infrastructure and landscaping. There is no single policy on such. The few standards
that are available are only mentioned in a few legislations and strategies. This means for the
project to be attained and to be sustainable, guidelines will have to be developed and adhered
to.
Airports are sensitive areas and the land uses adjacent to them should be given careful
attention. There is therefore need to carefully plan these areas and ensure that only
compatible uses are allowed near airports to ensure safety, preservation and environmental
protection. Generally, the compatibility of existing and planned land uses in the vicinity of an
airport is usually associated with the extent of the airport’s noise impacts. There are though,
land uses that are not related to noise but may have adverse effects to the operations of
aircrafts. Some of these are municipal landfills and wetlands that attract wildlife species
hazardous to aviation. The degree of compatibility of different uses differs. Figure 4 below
indicates the degree of compatibility of different uses with aviation operations. The
compatibility is based on the ability of the different uses to accommodate noise, promote
aviation safety etc.
According to airport Planning and Management 5 th edition, there are different categories of
planning in airport planning and one of the major ones is environmental planning. This
concentrates on maintaining or improving existing environmental conditions in the face of
changes in future airport activity. Environmental planning includes land use planning, noise
mitigation, wetland reclamation and wildlife preservation. Recreational uses such as golf
courses and picnicking areas are quite suitable for airport land and might in effect serve as
good buffer areas. (Young et al, Airport Planning and Management, 2004, pg 405,)
Mwang’a K.M (B65/0371/2006)
Page 11
Figure 4 : Land Use Sensitivity Matrix
Source: Land Use Compatibility and Airports, Page V-10
Following the above chart recreation is among the most compatible activities that can be
carried out within airports vicinity.
2.1 Policy Legal and Institutional Framework
The idea of landscaping/ greening areas within airports is not clearly articulated in any
legislation within Kenya but there are various legislations and policies that govern planning
and development of green infrastructure and development within the vicinity of airports.
2.1.1 Policy Framework Review
2.1.1.1 Vision 2030
According to the Kenya Vision 2030, the Kenyan government plans for the rehabilitation,
maintenance of airstrips, airport expansion and modernisation. This will involve
rehabilitation and expansion of airstrips and airports serving tourist and commercial sites in
the country. This therefore requires careful planning and management of land uses around the
Mwang’a K.M (B65/0371/2006)
Page 12
airports to ensure comprehensive planning of the airports. Thus, in the expansion of the JKIA
airport it would be fit to consider it in relation to its surrounding areas which include the NNP
which is a major tourist attraction site.
2.1.1.2 Nairobi Metro 2030
Nairobi metro 2030 is a strategy that seeks to optimise the role of the Nairobi Metropolitan
region in the national development effort contained in the vision 2030. The strategy aims to
spur development within the region by making use of the strengths of within the metro
region. According to the strategy the JKIA and the NNP are some of the strengths that are
going to be utilised to achieve development. The strategy is also going to use unique qualities
within the region for branding the city. The location of the NNP near the city and the airport
is one of the unique qualities of the region. Tourism is one of the leading income earners for
the country and thus linking the JKIA which is the major channel for international transport
to the NNP means promoting international tourism.
2.1.1.3 Millennium Development Goals
Kenya is committed to the achievement of the aspirations of the Millennium Development
Goals (MDGs). The principles guiding development and improvement of green infrastructure
is encapsulated in the United Nations Millennium Development Goal number 7 (Ensuring
Environmental Sustainability). It aims at integrating the principle of sustainable development
into country policies and programmes; reversing the loss of environmental resources which
include parks and green spaces.
2.1.2 Legal Framework Review
2.1.2.1 The Physical Planning Act (Cap 286), 1996
This act of parliament provides for the preparation and implementation of physical
development plans. It emphasizes the need for local physical development plans to provide
the framework for development control, land use planning and other planning issues. It gives
the Director of Physical planning the powers to make plans “in reference to any government
land, trust land or private land within the authority of a county council, for the purpose of
improving the land and providing for the proper physical development of such land including
parks, open spaces and reserves. This Act empowers local authorities to grant development
approvals, formulate building by-laws and carry out development control in their areas of
Mwang’a K.M (B65/0371/2006)
Page 13
jurisdiction. All development planning applications for airports therefore, have to be
submitted to the respective local authorities for consent. The Act also gives local authorities
the power to reserve and maintain all the land planned for open spaces, parks, urban forests
and green belts in accordance with the approved physical development plan. The Act also
gives power to Local Authorities to require developers to submit EIA reports for
developments that the authority thinks may have adverse effects to the environment.
2.1.2.2 The Local Government Act (Cap 265)
This is an act of parliament that guides the operation of local authorities in relation to
development. Section 166 gives local authorities mandate to prohibit and control the
development and use of land and buildings in the interest of proper and orderly development
of its area of jurisdiction. Local authorities are empowered to formulate building by-laws and
relevant guidelines or development control regulations for their areas of jurisdiction. JKIA
and NNP lies within the jurisdiction of the Nairobi City council.
2.1.2.3 The Environmental Management and Co-ordination Act, 1999
This is Kenya’s framework environmental law. The legislation provides a new approach to
environmental management and recognizes modern environmental principles and concepts
like public participation, international cooperation, the precautionary principle, and cultural
and social principles traditionally applied by any community in Kenya for the management of
natural resources. The Act outlines projects to undergo environmental impact assessment
which include among others; establishment or expansion of recreational areas; establishment
or expansion of recreational townships in mountain areas; national parks and game reserves;
railway lines; airports and airfields.
2.1.2.4 The Kenya Airports Authority Act (Cap 395)
This Act establishes the Kenya Airports Authority (KAA) and outlines its functions. Kenya
Airports Authority is the body responsible for management of airport operations. According
to this Act, the property of airports is under KAA including land. This Act empowers KAA to
administer land in its jurisdiction, control and prohibit development. KAA is also empowered
to grant permission to developers in the airports environs to ensure development does not
interfere with aerodrome operations.
Mwang’a K.M (B65/0371/2006)
Page 14
2.1.2.5 The Kenya Civil Aviation Authority Act (Cap 394)
Legal notice No.60 signed in May 1998 by the minister for transport for the purpose of the
Cap 394 restricts buildings in restricted/declared areas within airport grounds. The notice in
effect defines obstacles limitation and prohibits development within airport ground without
permission of the Director-General Kenya Civil Aviation Authority. The Act also establishes
the Kenya Civil Aviation Authority which should provide accurate, timely, comprehensive
and relevant airport operations information for proper planning and decision making
purposes.
2.1.2.6 Wildlife (Conservation and Management) Act
This Act addresses laws related to the protection, conservation and management of wildlife in
Kenya. Provisions of National Parks and all wildlife habitats are contained in this Act.
2.1.3 Institutional Framework
2.1.3.1 The Kenya Airports Authority (KAA)
KAA is mandated to establish and manage airports. It has direct control of land under its
jurisdiction. It works in co-ordination with local authorities to ensure proper land use
planning in the immediate environs of airports. The authority seems to have failed to
effectively perform its duties because there are so many encroachments that are facing
airports within the city, especially high rise developments and informal settlements. In the
project site there are two informal settlements within the airport land and various high rise
developments coming up.
2.1.3.2 Kenya Wildlife Service (KWS)
Kenya wildlife service is a state corporation which manages wildlife on behalf of the state
through a system of protected areas. National parks are part of these protected areas. The
NNP is one of the major conservation areas in the country and also acts as a rescue centre for
endangered species.
2.1.3.3 The Kenya Civil Aviation Authority
KCAA’s main role is to safeguard security and safety in the aviation sector especially as
regards airspace. Development applications inside the airport or its immediate environs are
Mwang’a K.M (B65/0371/2006)
Page 15
scrutinized by KCAA to ensure that desired heights are achieved. It also ensures that there are
no obstructions or animal hazard on flight approaches.
2.1.3.4 The Physical Planning Department
This is the department in charge of formulation and approval of physical development plans.
It lies under the ministry of lands. According to the findings of the research project, there
does not seem to be any plan that guides development within the airport vicinity. This has led
to encroachments and incompatible uses within the airport, railway reserve and the park.
There seems to be poor coordination between the department and various development
institutions like Kenya Airports Authority. This has caused disorder and lack of clear and
updated plans to guide development along the JKA airport.
2.1.3.5 The City Council of Nairobi
The project area is under the jurisdiction of Nairobi City Council. The NNC is mandated to
grant development plan approvals for all land under its jurisdiction. Working with the Civil
Aviation authority and the Kenya Aviation Authority, they should formulate building by-laws
and carry out development control in areas around airports in order to ensure that all
neighbouring developments are compatible with the airport operations.
2.1.3.6 Kenya Railways
This is the body responsible for the maintenance of railway operations. They are charged
with management of land along the rail line i.e. the railway reserve and are governed by
Kenya Railways Corporation Act (Cap 397) and The Kenya Railways (Amendment) Act
2005.
2.1.3.7 The Local Community
The project is going to affect various settlements which include KPA and Kyangombe
informal settlements. There are also other users within the vicinity of the airport which
include commercial and industrial and agricultural uses. They bear the inconveniences of
being close to the airport and their input is important in establishing ways in which they can
co-exist peacefully with the airport and the proposed development.
Mwang’a K.M (B65/0371/2006)
Page 16
2.2 Planning and Design Standards and Regulations
2.2.1 Physical Planning Handbook (2008)
The physical planning handbook stipulates guidelines that should be observed in the planning
of airports and the location of uses within the vicinity of airports. Safety and noise
compatibility are some of the concerns highlighted in the handbook and the land uses around
airports are zoned according to such considerations. The standards and guidelines in this
handbook have been adopted from ICAO guidelines on land use planning. The compatibility
of an airport with its environs is made possible by proper planning of the airport, control of
pollution generating sources and land use planning of the area surrounding the airport. The
aim is to provide the best possible conditions for the needs of the airport, community in the
surrounding area and the ecology of the environment. It gives considerations that should be
taken in the planning of airports. Some of the considerations are outlined below.
2.2.1.1 Considerations in Airport Planning
A number of considerations need to be taken when planning for airports. They are:
·
Atmospheric pollution:
Emissions from aircraft and ground vehicle engines,
incinerators, terminal buildings and other sources contribute to the air pollution in the
vicinity of airports.
·
Flora and Fauna:
Utilization of land for airport purposes inevitably creates
disturbances to flora and fauna. Development works frequently entails clearing and
cutting back of trees and other vegetation. Developments around airports should have
the least disturbance on ecological services of the surrounding areas.
·
Noise: The activities proposed around airports are supposed to be noise tolerant or
are not immensely affected by noise. Trees may be planted to screen certain areas
from some airport noise. When proposing trees to be used for the development of a
sound insulating forest considerations should be given to species which:
(a) Are suitable to the climatic conditions of the airport site.
(b) Have effective sound insulation properties (e.g. do not shed their leaves or
needles grow rapidly and densely, etc
(c) Do not generate a bird hazard.
Mwang’a K.M (B65/0371/2006)
Page 17
(d) Are easy to care for after their growth (e.g. normally healthy and not
readily affected by blight or noxious insects etc.
·
Environmental Impact Assessment Studies: Detailed study of the impact of airport
and airport related developments on the environment is an essential part of the
assessment for any major project.
Social ecological impacts should also be
investigated.
Figure 5: Typical Examples of Compatible Land Uses around Airports
Examples
of ZONE
compatible land uses
or developments
A
B
C
Unrestricted land uses Some restrictions on Most land uses and
and developments
land
uses
developments
Agricultural
Crop farming
Industrial
Machine shop
Commercial
-
Ware housing and
shipping
-
Office and banking
Residential
- Low density housing
Public facilities
- Schools
Source: Draft Physical Planning Handbook (2008)
Mwang’a K.M (B65/0371/2006)
Page 18
and developments
permitted
not
The length of the bar indicates where the uses might be permitted without restriction in
relation to aircraft noise exposure only, and excluding other planning considerations. With
respect to certain uses, e.g. housing, commercial a development might be allowed in a zone
of higher restriction when other planning considerations indicate a need and where suitable
building techniques, sound insulation, etc., can reduce the aircraft noise exposure to an
acceptable level.
2.2.2 The International Civil Aviation Organization (ICAO)
Internationally, the recommended standards for the operation and management of civil – use
airports are provided by ICAO. ICAO was formed in 1944 as part of the Chicago convention
on international Civil Aviation for the purpose of providing a source of communication and
standardization among participating states with respect to civil aviation operations. Kenya is
a signatory to ICAO. ICAO publishes a series of recommended policies and regulations to be
applied by individual states in the management of their airports and civil aviation systems. Its
signatories are required to adhere to specific standards and regulations in order to ensure that
civil aviation is developed in a safe and orderly manner. Specific standards and guidelines
governing land use planning are set; dealing with land use issues and environmental
management in and around airports. The airport planning manual part two details out land
uses compatible with the airport and planning tools to be adapted for compatible land use
planning in and around airports.
2.2.3 International Air Transport Association (IATA)
This is an international association of scheduled carriers in international air transportation. It
represents airlines which are the main users of airports. This therefore requires the association
to be fully involved in airport planning with regard to design and development to ensure
effective, safe, efficient and secure air transport.
2.3 Landscaping Guidelines
There are no specific airport landscaping guidelines in Kenya. The specifications that are
provided in the physical planning handbook just dictate generally what can be allowed within
airports for compatibility purposes. This therefore means that the guidelines to be used in this
project will be borrowed largely from the case studies and other countries that have been able
Mwang’a K.M (B65/0371/2006)
Page 19
to landscape successfully within their airports. The case studies that were considered are
Brisbane Airport Master Plan Landscaping and O’Hare International Airport Landscaping
Programmes.
2.4 Past and Future Development Plans For Project Site
There has never been a comprehensive plan for the project site covering the airport land and
its environs. There is however a proposed redevelopment land use plan for the airport, which
is a 20 year development plan. This is one of the major tools that are going to guide the
design of the project. The plan has proposed the expansion of the runway and inclusion of
commercial activities within the airport. The plan did not though take in to consideration a
detailed environmental management plan.
Source: JKIA Redevelopment Plan, 2009
Mwang’a K.M (B65/0371/2006)
Page 20
2.5 Relevant Case Studies
2.5.1 Case One: Brisbane International Airport Landscape Master Plan
2.5.1.1 Introduction
Brisbane Airport is located in Australia in Brisbane city. In the context of Brisbane City, the
airport lies on the eastern edge of the city limits to the north of the Brisbane River, and is
approximately 15km from the CBD. A key priority for Brisbane Airport Management in
developing the Airport Precincts is ensuring a balance between built form and landscape.
Central to this balance is promoting environmentally responsible landscape design and
facilitating a publicly accessible open space network. The landscaping master plan of the
airport took in to consideration all aspects of the airport ranging from the terminal, access
ways, industrial parks, business parks to the open green spaces.
Figure 6:.Current layout of the Domestic Terminal and surroundings of Brisbane
Airport.
Source: Brisbane Airport 2009 Landscape Master Plan, July 2009
Mwang’a K.M (B65/0371/2006)
Page 21
2.5.1.2 Airport Planning Principles used in the Master Landscaping Project
The Airport Planning Principles guiding the Landscaping process and providing a reference
point for the plan’s landscape sustainability objectives, strategies and actions are as below.
2.5.1.2.1 Planning principle 1: Landscape Sustainability
Brisbane Airport used sustainable landscape and open space planning and design. Some of
the components include: Drought tolerance species and Non-bird attracting plant species.
Figure 7: Highly detailed landscape patterns made up of drought tolerant plants to
enhance clear way finding pedestrian pathway
2.5.1.2.2 Planning principle 2: Landscape Values
Landscape values were managed to minimise adverse environmental impacts, balance the
airport’s built-form and complement biodiversity values. Landscape values used were;
Biodiversity and landscape connectivity, Scenic amenity, Design for water, Separation of
Urban Areas and Buffering as discussed below.
Mwang’a K.M (B65/0371/2006)
Page 22
Figure 8: Strong street character and balancing built-form with subtropical landscape
design
• Biodiversity and landscape connectivity - A high landscape priority was to protect
biodiversity values. The Landscape Master Plan recognises that majority of the airports
surrounding Biodiversity Zone will remain in a natural state to preserve the biodiversity of
this regional landscape management area which also forms part of a broader inter-urban
break.
• Scenic amenity- Areas of significant scenic amenity existing along the waterways,
coastline and vegetated areas on Airport, including the Biodiversity Zone were to be
enhanced using landscape techniques.
Mwang’a K.M (B65/0371/2006)
Page 23
Figure 9: Trees and landscaping at entrance
Figure 10: Tall Bunya Pines at the
to balance the International Terminal built-
entrance to the International Terminal.
form.
• Design for water
Biodiversity and scenic amenity value can be enhanced by designing for water, including
water conservation and recycling. As a significant scenic amenity feature, designing for water
within the airport site was integrated into design layouts to balance the built-form and provide
sustainable drainage solutions to the increased hard surfacing occurring with development. A
high priority in sustainable landscape design is minimisation, conservation and reuse of
water. Designing for water in the landscape incorporates sustainability techniques, including
using drought tolerant native plant species and using recycled water as the primary water
source available for irrigation.
• Separation of Urban Areas and Buffering
This was done by buffering the airport. Some of the buffers include Moreton Bay and BAC’s
Biodiversity Zone.
Mwang’a K.M (B65/0371/2006)
Page 24
Figure 11: Screen front car parking from street.
2.5.1.2.3 Planning principle 3: Open Space Network
An open space network facilitates public access through an attractive and innovative
landscape setting for the enjoyment of the community. The open space network consisted of;
• Landscape character
The open space network was enhanced through the landscape character, identity and sense of
place, strengthened with social and cultural aspects. Landscape character themes included
creating interpretive and distinctive landscapes, ensuring public safety, maximising
surveillance and incorporating subtropical design. Examples of subtropical design included
shade and cover from the sun and wet weather integrated into new developments and
landscape to reduce temperatures and glare.
Figure 12: Dense shade trees to
Figure 13: Sculptural plantings help to provide
car parks
interest and character
Mwang’a K.M (B65/0371/2006)
Page 25
Figure 14: Integrate landscape between streets and leasehold land, including street
planting to provide shade and character
• Cultural connection
Cultural connection in landscape and open space design helped create special character,
culture and sense of place at Brisbane Airport. Recognition and expression of artwork was
used to enhance the open space network, including promoting the Brisbane Airport’s
distinctly Australian landscape character. The character, identity and sense of place were
strengthened with cultural aspects, expressed through artwork reflections. Managing access to
landscapes of significance to the community, such as a biodiversity boardwalk encourages
education and cultural connection. The historic Kingsford Smith Memorial also provides a
cultural connection to the origins of aircraft design.
Mwang’a K.M (B65/0371/2006)
Page 26
Figure 15: Plaza space between buildings to incorporate artwork for interest and to provide
a cultural context to the site.
• Outdoor recreation and connectivity
Brisbane Airport contributed to outdoor recreation activities for the enjoyment of the onairport workforce and community through providing a publically accessible open space
network. Outdoor recreation activities include walking and cycling. To support outdoor
recreation opportunities, including walkways and cycleways, publicly accessible linkages
were provided between activity nodes. A key design principle used was connecting the
airport cycle network to regional cycleways. Walkway and cycleways connections were
maximised between and within Airport precincts to produce a safe and secure on-Airport
publicly accessible open space network.
• Sport and recreation
The primary sport and recreation area is located within the Airport Village, which is to
accommodate a golf course and driving range, including a clubhouse.
• Community focus and tourism
The landscaping contributed to the on-airport and wider community through best-practice
urban design practices that reflect a local sense of place. A priority was to provide pedestrianfriendly streets, outdoor recreation opportunities and community focus places where people
can meet. For example, locations of high public use are designed with outdoor centres and
meeting places including outdoor dining, entertainment and recreation, around public
transport nodes.
Mwang’a K.M (B65/0371/2006)
Page 27
2.5.1.2.4 Planning principle 4: safety
Safety issues were also key in this project. Some of the safety issues in the Landscape Master
Plan, from an operational perspective include;
·
Minimising bird attraction - Landscape methods to minimise likelihood of bird and flying
fox attraction included selecting trees that do not produce the type of flowers and seeds
sought by birds and maintaining the grass at a length which deters birds
·
Lighting - The lighting to be used should not cast past the horizontal so as not to provide
conflicting light sources for planes in their landing approach.
2.5.1.3 Outcomes of the landscaping Programme
The landscaping process was comprehensive taking in to consideration all aspects of the
airport. Some of the outcomes of the landscaping are outlined below in form of images and
maps as shown above and below.
Mwang’a K.M (B65/0371/2006)
Page 28
Figure 16: Brisbane Airport Site Analysis Map
Mwang’a K.M (B65/0371/2006)
Page 29
Figure 17: Brisbane Airport Biodiversity and Landscape Connectivity
Mwang’a K.M (B65/0371/2006)
Page 30
2.5.1.4 Lessons Learned
·
Comprehensive Planning is Paramount for Any Project to Succeed.
The landscaping plan took in to consideration all aspects of the land which include;
Landscape Sustainability, Landscape Values, Biodiversity and landscape connectivity, Scenic
amenity, Design for water, Cultural connection, Separation of urban areas, Outdoor recreation
and connectivity.
·
Detailed Study Of Existing Aspects
Detailed study of the existing situation and site analysis is necessary to be able to effective
deal with all issues. Proper analysis of the airport environment was done as shown in figure
16 above. This ensures that all proposed interventions are well informed and fit well in to the
airport operations and environment.
·
Use Of Existing Features
The plan to a large extent made use of the natural space to enhance the character of the place.
Areas of importance and great biodiversity were maintained as they were. This minimised
cost and ensured fewer disturbances to the natural environment.
·
Policy Guidelines
The plan made extensive use of existing legislature including environmental strategies in
planning for ecological sensitive areas which ensured compatibility and acceptance of the
plan by different agencies.
2.5.2 Case Two: The O’Hare Modernization Program (OMP) - (O’Hare International
Airport)
2.5.2.1 Introduction
O’Hare International Airport is located in Chicago in the United States of America. The
O’Hare Modernization Program (OMP) was a programme of landscaping the O’Hare
International Airport in Chicago. The landscaping took effect within few basic requirements.
The three main criteria for sustainable landscaping at ORD for both Airside and Landside
areas were:
Mwang’a K.M (B65/0371/2006)
Page 31
·
Minimizing Wildlife Hazards
The landscaping focussed on minimizing wildlife hazards with particular emphasis on large
birds (e.g. waterfowl, gulls, raptors), small mammals that may attract raptors, and small birds
that congregate into large flocks (e.g. blackbirds, starlings). Landscape that provides food or
shelter to these types of birds and small mammals was avoided. The acceptable trees to be
used for the landscaping were also specified. The spacing between the trees was also clearly
indicated in the plan. For instance the guidelines stipulate that; trees must be spaced apart at
such distances that do not allow their canopies to grow together. The minimum distance
between trunk centrelines for trees is supposed to be equal to one and a half times the
spread/width of the crown of the tree at maturity. (i.e. two trees that have a 30’ spread at
maturity cannot be placed closer than 45’ between each trunk centreline). When two different
tree species are placed near each other, the tree with the larger canopy width at maturity must
be used to calculate the minimum distance.
·
Increase Landscape Sustainability
In concert with wildlife management, Airport landscaping must be low-maintenance and
environmentally sound. Plants that have little or no maintenance requirements were to be
used. Plants that minimize or eliminate fertilization, mowing, pest control, and irrigation were
to be used whenever possible.
·
Safety and Security
All Airport safety and security protocols related to the placement of landscape features were
to be adhered to in all cases. These include sight lines for security sensitive areas (i.e. guard
posts) and the line-of-sight for the air traffic control towers and runway approaches.
The lessons learnt from case study two therefore, is that it is important to take in
considerations aspects of Minimizing Wildlife Hazards, Landscape Sustainability, Safety and
Security in development processes around airports.
Mwang’a K.M (B65/0371/2006)
Page 32
Figure 18: Conceptual Framework
Sustainable landscape
Wildlife management
Principles
INTERVENTION
Kenya
Airports
Authority
and GoK
Actors
Safety and security
Kenya wildlife
Landscaping
Tree and grass planting
Use of lighting
Creation of recreation parks,
zoo, theme park, trail
Kenya Railways
Corporation
Service
Actions
Enforcement of and
adherence to regulations
Nairobi City
Council,
MoNMD
Land profiling
Measuring
Mapping
Registration
Containing
current
encroachment
Relocation of residents to slum
upgrading programmes in Kibera
Mapping to stop further
encroachments
Implementation
Economic benefits
Source: Author, 2010
Mwang’a K.M (B65/0371/2006)
Sustainable
management of
Green Infrastructure
Ecological benefits
Page 33
Social benefits
CHAPTER THREE: SITUATION ANALYSIS
3.1 Location Context of Project Area
The project site lies along Mombasa road. It comprises of a stretch of land belonging to Jomo
Kenyatta International Airport, Kenya Railways and Kenya Wildlife Service. The project
area stretches from the Jomo Kenyatta Airport to the Nairobi National Park and crosses
Mombasa road and the railway line just near the edge of the park. The land covers an
approximate 7 km2. Along Mombasa road it stretches from city Karbanus and ends at Kapa
industries covering a distance of 3.14 km. From the airport to the Nairobi National Park it
covers a length of 2.9 km long. The project area is almost undeveloped except for the two
informal settlements Kyangombe and KPA and a few industrial developments along
Mombasa road. Below is a quick bird image showing the extent of the project area.
Figure 19: Google Image Showing Location of Project Area
Embakasi
Pipeline
KPA Nairobi Depot
JKIA Terminal
Project Site
Syokimau
Source: http://www.bing.com/maps (accessed on 10th May 2010)
Mwang’a K.M (B65/0371/2006)
Page 34
Figure 20: Study Area in National, Regional and Local Context
3.2 Background and Historical Development of Project Area
3.2.1 Jomo Kenyatta International Airport (JKIA)
The Jomo Kenyatta International Airport has been in operation since May 1958. Until the
1970s the airport was named "Embakasi", reflecting the area on the outskirts of the city
where it is located. Jomo Kenyatta International Airport (JKIA) is East Africa’s largest
airport. The airport is strategically located 20 minutes from Nairobi’s Central Business
District. It is mainly accessed through Mombasa road and Outering road. The Jomo Kenyatta
Airport Land covers an area of 10,000 Ha of which part of it is the project area. This land was
among the assets handed over to the Kenya Airports Authority (KAA) by the Aerodromes
which used to operate the airport until 1991. Most of the land is vacant with the runway and
the building space occupying less than a quarter of the land. The rest of the land is left bare as
the flight path and for future development. The project area covers a stretch of 2.9 Km from
Mwang’a K.M (B65/0371/2006)
Page 35
the runway to the Nairobi National Park. This is part of the land that has been set aside for
future development and the flight path.
3.2.1.1 Proposed Redevelopment for the JKIA Airport
There is already a proposed development plan which is supposed to guide development and
management of the airport within the next 20 years. The plan also gives guidance for the
assessment and implementation of potential land uses within and adjacent to the Jomo
Kenyatta International Airport. The plan proposes expansion of the runway and maximising
the commercial activities within the airport. Below is an image indicating the proposed land
uses within and around the terminal. The project site according to the proposed expansion is
set aside as land for future development and expansion.
Figure 21: JKIA Proposed Expansion Land Use Plan
Source: JKIA Redevelopment Plan, 2009
Mwang’a K.M (B65/0371/2006)
Page 36
The development project seeks to complement the existing and proposed land uses as much
as possible. The map below shows the relationship of the proposed land use expansion to the
project site.
Figure 22: Proposed Airport Expansion in Relation to Project Site
3.2.2 Nairobi National Park
The Nairobi National Park (NNP) was officially gazetted in the year 1946. The park lies to
the west of the JKIA airport. It is located just five miles south of the city centre and covers an
area of 117-square-kilometer (45-square-mile). Today, Nairobi National Park is the country’s
most successful Rhino Sanctuary – in 2009, several of the endangered White Rhino species
were moved to the park. Nairobi National Park is still a huge and protected expanse of green
space close to the city. It serves a vital role in recreation, conservation, and education
Mwang’a K.M (B65/0371/2006)
Page 37
resource for young Kenyans. It also provides critical ecosystem services such as purifying the
air and sequestering carbon and plays a major economic role as one of the most commercially
viable conservation areas in Kenya. The park is a home to a variety of animal, bird and plant
species. The location of the park next to the airport creates an opportunity that can be utilised
to improve the quality of green spaces within its context. This can form an ecosystem or a
network of conservation areas
3.3 Site Analysis
This section deals with the Physical, topographical and demographic characteristics of the
project site. The climate, rain patterns, wind patterns have been analysed to check their
impacts to the proposed development. It also examines the land uses within the airport and
their relation to the proposed project.
3.3.1 Climate
The trees and grass to be used for the landscaping will mostly be determined by the climate
of the area. Climate greatly influences vegetation types and distribution that in turn affect the
quality of landscaping materials. The maintenance practices to be done on the landscaping for
instance will be determined by the rainfall patterns and amounts which are part of climate.
3.3.1.1 Rainfall
Rainfall in the area is strongly influenced by altitude and ranges between 500mm and
1250mm per annum. Rainfall distribution in the area as in most other parts of Kenya is
bimodal with alternating dry and wet seasons. Short rains occur between November and
December while long rains occur between March and May. In between the rainfall seasons
are intermediate periods of dry spells between January and March and between June and
October.
Mwang’a K.M (B65/0371/2006)
Page 38
Figure 23: Mean Monthly Rainfall (mm) in Study Area
Source: Meteorological Department, 2005
3.3.1.2 Temperatures
Temperatures in the area vary with altitude in addition to the rainfall seasons. Annual mean
temperatures range from 25C and 13.5 C at maximum and minimum respectively. The
coldest months are July and August while November and April are the hottest months
(Government of Kenya, 2002)
Figure 24: Monthly Temperature (Maximum and Minimum)
Source: Meteorological Department, 2005
3.3.2 Vegetation
The most dominant vegetation in the area is savannah grass and shrubs. Part of the land is
covered with vegetables and food crops. The grass and the shrubs are all natural. The map
below shows the distribution of vegetation within Nairobi and the vegetation in the study
area.
Mwang’a K.M (B65/0371/2006)
Page 39
Figure 25: Map Showing Nairobi Vegetation and Land Cover
Source: Centre for Urban and Regional Planning, 2010
3.3.3 Soils
The area is characterised by black cotton soil. The soil type will highly influence the type of
trees to be planted within the area during the landscaping process. It will also influence the
depth of planting the trees.
3.3.4 Terrain
The area is generally flat savannah that experiences flooding in some sections during heavy
rains. It also has sections with very gentle slopes especially within the park, near the river
valleys.
.
Mwang’a K.M (B65/0371/2006)
Page 40
Figure 26: Existing Wind patterns, sun path and drainage Situational Analysis
Drainage
flow/Slope analysis.
Sun Path
Wind direction
LEGEND
Mwang’a K.M (B65/0371/2006)
Page 41
3.4 Population and Demographic Characteristics
The population within the project area varies during the day and night.
Most of the
population is contained in within the informal settlements and the industries along Mombasa
road. According to the settlements chairmen, there are an approximate 21,000 people in the
two settlements (KPA and Kyangombe). Most of these people moved in to the settlements in
between 2000-2010. For efficiency to be achieved, the strategies to be adopted in landscaping
the area need to take in to considerations the settlement area. The daytime population is great
compared to the night population due to the industries along Mombasa road that has workers
during daytime from different places.
Figure 27: Map Showing Population Densities and Distribution in Nairobi
Source: KNBS, 2010
Mwang’a K.M (B65/0371/2006)
Page 42
3.5 Land Use Analysis
The various activities carried out within the vicinity of the project site include: residential,
commercial, industrial urban agriculture, safety, and conservation. Residential and
commercial are found within the informal settlements KPA and Kyangombe. The other
activities include transportation through the railway line and the JKIA flight path. Farming
includes both crop and animal farming. The crops grown are mainly horticulture and include
Sukumawiki, Spinach, tomatoes, kunde etc and a few food crops like maize and beans.
Industrial uses are found within the Wallstreet Park and along Mombasa road. Conservation
areas are within the park. 80% of the activities are temporary as shown in figure 32 below.
Figure 28: Residential at Kyangombe Settlement
Figure 29: Light Industry along Mombasa road
Source: Author – Field Survey, 2010
Figure 30: Livestock grazing at project Site
Figure 31: A dam in project site just next to the park
Mwang’a K.M (B65/0371/2006)
Page 43
Figure 32: Activities carried out in the study area
Nature of activities
100
Percent
80
60
40
20
0
Semi-permanent
Temporary
Nature of activities
3.6 Compatibility of the Uses with Airport Operations
Some of the uses are compatible with the operations of the airport while others are not.
Commercial, industrial and agriculture are some of the most accepted uses around airport
operations but with some degree of control. There is therefore need for those that are not
compatible to be stopped and enhance compatible uses. Though agriculture is allowed in the
vicinity of airports food that attract birds like grains are not allowed. There are though some
grain crops which were found within the project site and these should be discouraged to avoid
attracting birds which are hazardous to planes.
Others uses like the residential within the informal settlements should also be discouraged
because they pose security risk to the operations of the airport. Part of the lands where these
settlements sit on is within the project site. The settlements will need to be done away with
using the best way possible. This will involve mapping of the size of the informal settlements
and containing them to stop further expansion. The residents already there will then be
accommodated in the Kibera Slum Upgrading Programme due to the fact that the project site
falls within Kibera Division.
Mwang’a K.M (B65/0371/2006)
Page 44
Figure 33: SUMMARY OF LAND USE ANALYSIS
Wall Street Industrial park
Kenya Ports Authority Nairobi
Depot
Residential in Informal settlements
Flight Path
Commercial in informal settlements
Grazing on project site
Farming activities within project site
Nairobi National Park
Railway line
Mombasa Road
Mwang’a K.M (B65/0371/2006)
Page 45
3.7 Institutional, Legal and Financial Issues of the Project Area
3.7.1 Institutional and Legal Organization of Project Area
The project site is under the jurisdiction of the City Council of Nairobi. It is within Kibera
district and Lang’ata constituency. Most of the land where the project site lies is owned by
KAA. The rest belongs to the Kenya Railways in form of railway reserve, the Kenya
Highways Authority in form of road reserve and the KWS in form of the National Park. The
project site has been encroached by two informal settlements which are KPA and
Kyangombe. There are also industrial and agricultural uses. These have made it difficult to
manage land and have compromised the state of green infrastructure within the project site.
Achievement of the proposed project will depend entirely on these institutional linkages.
3.7.2 Financial Organizations for the Project Site
Implementation of the project will be greatly determined by the financial resources available.
The involved institutions generate income through the activities they operate. The KAA
generates income from flights while the NNP generates income from tourism both domestic
and international. The NNP generates an average of Kshs 45 million every year. The railway
Corporation also generates income through transportation of both human traffic and cargo.
The funds to be used for implementing the project will be shared among these institutions
among others. The MoNMD will also be among the financiers of the project. Outsourcing
from donors will also be another way of getting funds which will be done by KAA, KWS and
the MoNMD.
Mwang’a K.M (B65/0371/2006)
Page 46
CHAPTER FOUR: PROJECT PLANNING, DESIGN AND
IMPLEMENTATION
4.1 Planning and Design of Projects (Expected Outcomes and Outputs)
The expected outcomes for the project are
·
Improved quality of the green spaces at the airports land and conservation of the park
·
Enhanced character of the project site and the city of Nairobi at large as the “green
city under the sun”.
·
Increase in the number of tourists visiting the park by improving access to the park
from the airport and for the people living in estates along Mombasa road.
·
Increased income levels at the park and the airport due to enhanced economic
activities.
·
Enhanced management of the airports land reserve, the Nairobi National Park.,
railway reserve and all green infrastructure within Nairobi in the long run.
4.1.1 Objectives of the Project
·
To provide sustainable ways of green infrastructure management that can be adopted
elsewhere.
·
To ensure sustainable co-existence of green infrastructure along Mombasa road with
neighbouring land uses.
·
To improve the quality of green infrastructure along Mombasa road.
·
To ensure rehabilitation and repossession of green infrastructure along Mombasa road
and safeguard public institutional land.
·
To raise the economic returns of the KWS at NNP and JKIA through branding Kenya.
Mwang’a K.M (B65/0371/2006)
Page 47
4.1.2 Development of the Spatial Plan and Design of Alternatives
The project took in to considerations three different plan proposal and the Nil Intervention.
The plan proposals are as indicated below. The key focus of the landscaping design elements
is that it will be aesthetically pleasing and at the same time, low maintenance, ecologically
and financially sustainable yet does not compromise Airport security and aircraft safety.
4.1.2.1: Nil intervention
With nil intervention, the state of the activities within the project site is expected to continue
as they are. This will lead to continued environmental deterioration due to the poor waste
management within the informal settlements. The informal settlements are bound to grow
extensively and more encroachments develop, endangering aviation operations. This will lead
to aircraft accidents and less green spaces. The level of pollution at the park and at the airport
land is bound to increase degrading the quality of green spaces.
Below is a model showing the extent of the growth of the informal settlements and other uses
within the project site if nothing is done.
Mwang’a K.M (B65/0371/2006)
Page 48
Figure 34: Model Showing Nil Intervention
With nil intervention the
informal settlements will
spread further encroaching
more in to the green spaces
JKIA
JKIA
The industries are also
bound to spread along
the road and railway
line
Mwang’a K.M (B65/0371/2006)
Page 49
JKIA Airport
4.1.2.2 Alternative 1: Eviction of People from Informal Settlements and Simple
Landscaping
The alternative assumes that all the encroachments at the site will be done away with
immediately. The encroachments include the informal settlements within the project site and
the farming activities.
Design
The informal settlements Kyangombe and KPA will be demolished from the site and people
evicted. The project will involve having a buffer along Mombasa road and the railway line
reserve in form of tree planting. These buffers will also act as carbon sinks for the gases
released by the motor vehicles. Just next to the business park proposed at the airport will be a
recreational park where people can sit and rest. The park will also have sitting benches.
Trees and Grass will be planted at the stretch from the airport to the park in the whole land.
This grass will be of such calibre that it does not bear grains that will attract birds at the site.
The people farming at the site will also be meant to stop their farming at the project site. This
will be done in an attempt to safeguard the airports land and also provide land for the
landscaping process. A retail park in form of a shopping mall will be built at the site where
the informal settlements were located. Parking will be provided at the retail park for people
coming to shop.
Mwang’a K.M (B65/0371/2006)
Page 50
Figure 35: Layout Plan for Alternative 1
Retail Park in the place
where informal
settlements were
located initially
Parking at the retail park
JKIA
NNP
Grassed
Vegetated
arealand
thatusing
has trees
trees
and grass from the Airport
to the park
Tree buffers
along Mombasa
road and the
Railway line
Path leading from the
airport to the NNP
4.1.2.3 Alternative 2: Relocation of Informal Settlements and Intensive Landscaping
The alternative will involve participatory approach as much as possible and will ensure
stakeholder involvement at all levels. The informal settlements will be dealt with in a more
humane manner as opposed to eviction. The people in the settlements will be relocated and
they will be factored in the Kibera Slum Upgrading Programme.
Assumptions of the Alternative
·
The alternative assumes that the slum dwellers will cooperate in the project and will
be willing to stop further encroachments as they wait to be resettled.
Mwang’a K.M (B65/0371/2006)
Page 51
·
That the process will be as participatory as possible and all stakeholders will
contribute all that is expected of them.
·
That the KENSUP will agree to accommodate the idea of relocating the residents of
the two informal settlements in the Kibera Upgrading Programme and that there is
enough space to do so.
Design
This will involve buffering Mombasa road and along the railway line reserve using tree
planting. The trees will be spaced in such a manner that their canopy does not interact with
each other. The minimum distance between trunk centerlines for trees will be equal to one
and a half times the spread/width of the crown of the tree at maturity (i.e. two trees that have
a 30’ spread at maturity cannot be placed closer than 45’ between each trunk centerline). The
trees to be planted have a 4metres spread of canopy during maturity. The spacing between the
trees will be 6 metres apart. When two different tree species are placed near each other, the
tree with the larger canopy width at maturity must be used to calculate the minimum distance.
The trees to be planted will be trees that do not bear seeds that can attract birds and that do
allow bird perching. The trees to be planted will be tropical in nature due to the climate of
the project site.
A nature walk trail from the airport to the park will be created. The walk trail will stretch
from the airport to the park connecting the two areas. An edge which will be maintained at
0.5 metres high will be planted along the trail walk with trees inserted in between at a
distance of 10 metres apart. The walk trail measures 2.9 Kilometers. People will be able to
walk along the nature trail as they enjoy the various activities in between the park and the
airport.
The activities along the path will involve a tourist guide centre which will consist of maps
showing various tourist destinations within Kenya, areas of cultural and national importance
and areas where tourists can access different items. They will also show direction to various
places. Just next to the tourist guide centre will be a cultural park/bazaar which will involve
people parading items from different cultures. Curio stalls will also be located along the same
path. The walk trail will also be used as a cycling path. A flyover will be provided along
Mwang’a K.M (B65/0371/2006)
Page 52
Mombasa road to ensure that people are not affected by motor traffic along Mombasa road as
they cross over to the park. The trail will end at the entrance to the National Park.
Just next to the airport will be a recreational park. The park will measure 0.384 km2. This
will be used by people who simply want to relax as they wait for their flight or as they bid
their friends bye. The park will be located next to the airport hotel, Business Park and the
piazza in the proposed airport expansion land use plan. People from the business park and the
Piazza will be able to access the same. The project seeks to compliment the proposed plan as
much as possible.
The cultural bazaar will be located just next the airport and adjacent to the tourist guide
centre. All these will measure 0.896 km2. A mini zoo will be provided at the railway reserve
just adjacent to the park. This will serve both recreation and education purpose. Next to the
zoo will be a theme park. Parking will be provided at the theme park and the entrance to the
zoo. Along the railway line will also be both a cycling and foot path.
The informal settlements will be demarcated and mapped to stop more people from entering
in to the settlements. A census will be taken and the people will be accommodated in the
Kibera Slum Upgrading Project. This is because the area lies within Kibera division and is
also within Lang’ata constituency. Within the first few phases before they are relocated the
settlements will be separated from the other land by the use of a tree buffer and bumps of soil
dug to create different levels or staircases. This will be also to stop further encroachment.
After they have been relocated, the area they are occupying will be used to extend the zoo.
Below is a map showing the layout plan for alternative 2.
Mwang’a K.M (B65/0371/2006)
Page 53
Figure 36: Context and Layout Plan for Alternative 2
Informal settlements will be demarcated
within the first 3 months and buffered using a
live fence and soil levels. They will later be
relocated to the Kibera Slum Upgrading
Programme. After the relocation the zoo will
be expanded to cover the area initially
covered by the Informal settlements
KWS
offices at
gate to the
park at the
end point
of the trail
walk
connecting
the airport
to NNP
Trail walk
Connecting the
Airport to the
National Park
Zoo and theme park
next to Railway line
Mwang’a K.M (B65/0371/2006)
Page 54
The park next to
the airport and
the cultural centre
will be open to
everyone for free
while to enter the
theme park
people will be
required to pay.
The money
generated will be
used for the
maintenance of
the zoo and the
parks
Cultural Park
Motorable Road leading to the National
park from Mombasa road
Parking at the theme
park and zoo
Tree buffers will
be planted along
Mombasa road
along the railway
line and along the
National Park.
4.1.2.4 Alternative 3: Compromise Approach - Relocation of Informal Settlements and
Intensive Landscaping
This alternative assumes that the KAA will allow the informal settlements to be
accommodated within the landscaping process. The settlements will be planned for and all
services required provided to the residents. The assumption is based on the premise that
people get attached to where they live and any alteration done to such social units’ causes
unquantifiable loses and costs to those involved.
Design
The only difference between alternative 2 and 3 is the retention of the informal settlements.
The design of alternative 3 will involve the retention of the informal settlements as opposed
to relocation or eviction. The settlements will be upgraded and planned in a way that they can
co- exist peacefully with airport operations. They will be separated from the other functions
through use of levels which will include use of staircases that will be dug to provide various
levels. The levels will ensure that the settlements do not grow beyond the current state. The
other landscaping designs will be as it is in alternative 2.
4.1.3: Evaluation of the Plan proposals
The development options were appraised using the cost benefit analysis, the financial
investment appraisal and the goal achievement matrix. The merits and demerits were assessed
and appraised to select the preferred plan.
4.1.3.1: Financial Investment Appraisal
This method of appraisal primarily analyses the cost implications of the development option
with the main revenue considerations being the capital and operating costs. This method is
solely limited to financial implications and places no considerations on other hidden costs
e.g. social and environmental costs.
This analysis would then adopt the nil intervention Strategy as no financial costs will be
incurred by any agency. In addition the residents of the informal settlements will not be
Mwang’a K.M (B65/0371/2006)
Page 55
evicted or relocated from their residence based on the environmental and safety risk they pose
to the green infrastructure and aviation operations respectively.
4.1.3.2: Goals Achievement Matrix
The method seeks to address the level to which each plan alternative achieves the specified
operational objectives identified during the planning process. From the plans proposals, the
Nil alternative will not achieve the main objectives of providing sustainable green
infrastructure. Alternative 1 and 3 seems to also not fully achieve the desired goals.
Alternative two seems to achieve most of the goals and objectives stated for the plan.
4.1.3.3: Cost Benefit Analysis
The method assumes that all costs can be quantified. It equally assumes that the main
objective of any project is to maximize the returns and benefits gotten. The proposals were
ranked according to the balance between the costs and benefits.
It emerged that though the Nil Intervention will be cheap to implement though it will incur
more safety, environmental and social costs in the long run. Alternative seemed to accrue
many benefits than any of the other alternatives.
Mwang’a K.M (B65/0371/2006)
Page 56
Table 1: Evaluation of Alternatives Plan Proposals Based on Strengths and Weaknesses
Alternative
Nil Intervention
Strengths
·
Weaknesses
Maintenance of status quo for the slum
dwellers
Alternative 1
·
The process will take less time to implement
·
Continuous loss and degradation of green infrastructure.
·
Compromised aviation safety
·
The eviction may lead to property loss or death.
Forced
as there will be no time used to negotiate
eviction compromises the dignity of people and it is against
with residents at the site to vacate.
human rights.
·
The proposed retail park may occupy more space which is
contrary to the objective of the projects theme which is to
safeguard as much green space as possible. The project seeks to
reduce the built space as much as possible.
Alternative 2
·
It will ensure the protection of the green
infrastructure
·
The plan is wholly comprehensive and takes
in
Mwang’a K.M (B65/0371/2006)
to
account
Page 57
all
aspects(social,
·
Project will require more money to implement
·
It will involve relocation of people which might have high
social and cost implications.
environmental)
·
Will make the green infrastructure more
economical as people will be pay to access
some of the facilities as the zoo
·
Will create employment for the people
working in the zoo and the cultural centre.
Alternative 3
·
Will uplift the living standards of the slum
·
dwellers through the upgrading programme
·
It will not involve relocation of people and
will therefore not interfere largely with the
social fabric of the settlement
It will be costly especially to upgrade the informal settlement
and provide decent services.
·
It will also take more time to achieve the plan
·
It will might pose a safety risk to the aviation activities because
in might give room for bombers to hide within the settlements
4.1.4: Preferred Plan
Due to the many merits of alternative 2, it will therefore be adopted as the preferred plan for implementation
Mwang’a K.M (B65/0371/2006)
Page 58
4.2 Site Planning/ Design Process Stages
Figure 37: 2D Proposed Layout Plan for the Landscaping Project
Existing informal settlements to be relocated
IN
DU
Cultural Park
ST
AL
PROPOSED
CULTURAL PARK
ES
TA
TE
ist
Ex
ing
ar
as
mb
Mo
UM
SL
A
KP T
N
NG E
TI M
IS LE
EX ETT
S
RI
d
oa
EXISTING KPA SLUM
SETTLEMENT
ED
OS
OP
PR
PROPOSED
GENERAL PARK
E
EM
TH
RK
PA
ED
OS
OP
PR
O
ZO
Ex
ng
i
ist
Proposed pedestrian
and cyclists link
ay
ilw
Ra
e
lin
Mwang’a K.M (B65/0371/2006)
Page 59
Figure 38: Proposed Layout Plan in Relation to Action Plans
People in the informal
settlements will be
relocated in to the
Kibera Slum
Upgrading Program
and the zoo expanded
PROPOSED
CULTURAL PARK
ES
TA
TE
t
is
Ex
ing
d
oa
ar
as
mb
Mo
UM
SL
A
KP T
G EN
TIN M
IS LE
EX ETT
S
IN
DU
ST
RI
AL
EXISTING KPA SLUM
SETTLEMENT
PROPOSED
GENERAL PARK
ED
OS
OP
PR
Tree Buffers along
Railway Line
Proposed Cultural, Tourist Guide Centre and
Park
EM
TH
RK
PA
E
Tree Buffers
along
Mombasa Road
ED
OS
OP
PR
O
ZO
ng
i
ist
Ex
ay
ilw
Ra
Proposed pedestrian
and cyclists link
e
lin
Theme park
Proposed Mini Zoo
Mwang’a K.M (B65/0371/2006)
Page 60
4.2.1 Detailed Design Formulation Stage and Development of Detailed Action Plans
·
Road reserve buffers/ tree planting
The trees will be planted along all the transportation routes (Mombasa road, railway line
reserve, proposed trail and road joining Mombasa road from the airport). The trees will be
planted in a width of 20 metres on each side of the transportation channels. The length of
Mombasa road on covered on the project site is 3.14 km while that of the railway line is 3.2
km. The kind of trees to be planted will be Eucalyptus macrocarpa, Angophora costata or any
of their species. This is because they do not spread too much and thus do not allow bird
perching. They also do not bear seeds or flowers that attract birds and are well suited
toKenyan climate. The trees will be spaced in such a manner that their canopy does not
interact with each other. The minimum distance between trunk centerlines for trees will be
equal to one and a half times the spread/width of the crown of the tree at maturity. The trees
will be planted at a distance of 6 meters from each other. These trees are drought resistant
trees which are able to bear long spells of drought and do not require irrigation.
·
Recreation Park/Theme Park
The theme park will be based on wildlife as its theme. It will involve activities like
riding on tamed wild animals like the elephants, children slides, children open play
areas, parent activity areas, leisure walk areas around water features with fish and
other water life, open grass, shrubs and trees.
A man playing with lions
at a Zoo in South Africa
Elephant riding in Singapore
Source: http://www.animalmanagement.baia=286
Mwang’a K.M (B65/0371/2006)
Page 61
Figure 39: Floor Plan for the Proposed Theme
Figure 40: 3D Model of Proposed Theme Park
Parent activity areas, leisure walk
areas around water features with fish
and other water life.
Proposed Path from Airport
Shrubs and trees.
Proposed Path
Children Open Play Areas
Railway Line
Water features
Path to the Pak passing
through the zoo
Mombasa Road
Mombasa Road
Nairobi National Park
Railway Line
Mwang’a K.M (B65/0371/2006)
Page 62
Children slides
·
Cultural Bazaar/Park
The cultural bazaar/park will be located just next the airport and adjacent to the tourist
guide centre. The cultural park together with the tourist guide centre will measure
0.896 km2.
Its location near the airport and the trail walk will be to make it
accessible to the people passing along the path going towards the park and those
within the airport precincts. This will be used as a place where people will showcase
and market Kenya’s rich and diverse culture mostly to the tourists. Dustbins will be
provided within the park for waste disposal and they will always be closed to avoid
attracting birds. Some of the things that can be exhibited are shown below.
Kikuyu Woman Pounding Maize
Outside Homestead
Mijikenda Woman Grinding
Pokot Man Playing
Traditional Instrument
Source: http://www.kenyaculture
·
Tourist Guide Centre
This will be a section near the airport along the walking trail where guidelines will be
given to tourists regarding various things. This will be done by the use of maps
showing different tourist destinations within Kenya and areas of cultural and national
importance. The maps can indicate the different parks within Kenya and how to
access them and charges. They could display best hotels to visit while in each part of
Kenya and their costs. They maps and other items will be mounted on boards. The
sign boards will be 2 metres high so as to be accessible. Any illuminations that can
distract pilots and affect operational lights at the airport will be avoided.
Mwang’a K.M (B65/0371/2006)
Page 63
Posters of different animals to be found within the park will be placed along the
walking trail alongside the maps. This will bring about the character of the place and
bring the image of the park closer to the airport. The image below shows how the
posters will be placed along the path. An image of how the posters will is shown
below in figure 41.
Figure 41: Poster and Maps Branding Kenya at the Tourist Guide centre
Source: http://www.animalmanagement.baia=286
·
General Recreational Park
This will be located adjacent the airport next to the proposed business park, airport hotel and
Piazza. The park will be as simple as possible and will involve mostly grassed areas and a
few trees. Inside the park will be seats where people can sit. There will provision of 2
sanitation facilities in form of ablution blocks. Dustbins will be provided within the park for
waste disposal and they will always be closed to avoid attracting birds. The park will be
separated from the South airport road by the use of a buffer which will be in form of planted
shrubs. the shrubs will be maintained at a minimum height of 2 metres. Lighting will be
provided but at the ground level and should not be higher than 1 metre to avoid confusing
planes.
Mwang’a K.M (B65/0371/2006)
Page 64
Figure 42: 3D Model of Proposed Cultural Park, Tourist Guide and the General Park next to the Airport
Tree Buffers
along Mombasa
Road
Cultural Park
Maps and Images
JKIA
Path to the National Park
General recreational Park next to the Airport
Mombasa Road
Mwang’a K.M (B65/0371/2006)
Page 65
·
Trail Walk/ Cycling path
The trail walk will stretch from the park to the airport. It will be a dual carriage
corridor. It will be 2.9 km long. It will be 10 metres wide, 5 metres on each lane. In
The carriages will be separated by use of shrubs which will be maintained at a
minimum of 0.5 metres. This will be to ensure maximum interaction among the
people walking along the path and the activities along the path. Dust bins with lids
will be placed at an interval of 30 metres along the path for waste disposal. The path
will be combined with a cycling path to enable people who wish to cycle to do so.
·
Mini Zoo
This will be located at the edge of the park alongside the railway reserve. Inside the
zoo will be animals that are easy to manage while contained and that do not require
great maintenance. The animals could also be domesticated and used at the theme
park for riding activities. The zoo will measure 4 km2.
Mwang’a K.M (B65/0371/2006)
Page 66
Figure 43: 3D Model of Proposed Mini Zoo
Path leading to the park from the airport
Evergreen dense tree planting
around the zoo and a densely
planted soil mound are expected
to prevent encroachments.
External landscaped
public open spaces
and water features
Cages where animals will be housed
Tree Buffer along the Railway Line
Mwang’a K.M (B65/0371/2006)
Page 67
4.2.2 Implementation Strategies With Reference To Project Objectives, Strategies
Programmes, Projects
The implementation of the project will be facilitated by the KAA and KWS and City Council
MoNMD, Kenya Railway Corporation, Donors among other stakeholders. The community
within the informal settlements and the developers along the road will be sensitised of the
intended project. Achievement of the project will therefore require a lot of stakeholder
consultation. It will also involve community participation. The people in the settlements will
have to be informed of the intention of KAA to recover their land for landscaping purpose.
They will also be informed of the need to stop other people from encroaching in to the
airports land. They will be charged with the responsibility of ensuring that no more people
come in to the settlement. They will also be informed of the plan to incorporate them in the
Kibera Slum Upgrading Programme. This will help to stop them from being suspicions that
they might be forcefully evicted from the site.
Table 2: Project Implementation Matrix
Project Objective
·
Action
To link Nairobi
National Park
with JKIA
·
Actor
·
Nature trail
·
Kenya Airports Authority
·
Cycling path
·
Kenya Wildlife Service
·
Tram system
·
City Council of Nairobi
·
Road System
·
Ministry of Nairobi Metropolitan Development
·
Ministry of Roads
·
Kenya Railway Corporation
To create awareness ·
Tourist
of the park right
Centre by use
from
of
the
airport
through
the
landscaping process
and
provision
of
·
Guide ·
·
images
·
Zoo
·
Ministry of Nairobi Metropolitan Development
Mwang’a K.M (B65/0371/2006)
maps
and
Page 68
·
images and maps.
·
Landscape
between
·
NEMA
Tree planting
·
·
Grass planting
·
·
Use of cultural ·
the ·
seemingly idle JKIA
land
Cultural centre
the
airport and the park.
Developers along Mombasa Road
images
·
To
improve
quality
of
spaces
the ·
Recovery
green
encroached
along
land
Mombasa road
of ·
·
·
KENSUP
·
·
NGOs
landscaped and ·
CBOs
by
informal
settlements
·
Proper
management of
reclaimed land
·
Mapping
and
fencing.
Mwang’a K.M (B65/0371/2006)
Page 69
4.2.3 Implementation Schedule
Phase 1 (3 months)
This will involve stakeholder consultation. The key stakeholders will be Kenya Airports
Authority and the Kenya Wildlife Service, City Council of Nairobi and the MoNMD. The
stakeholders will seek how to finance and manage the project within this period. The
community living in the slums will be informed of the intention to plan and landscape the
land they are occupying and how they are going to be relocated. The Kenya Slum Upgrading
will be informed of the need to factor in the people in these settlements in the Kibera
upgrading programme. The MoNMD will also be informed of the intended branding of the
city which is part of their objectives so as they can partner in doing so. The roles of each
stakeholder will be defined at this moment and the expectations of each stated. A
memorandum of understanding will be drawn.
Phase 2 (3 Months)
The implementation of the project will begin with land profiling. KAA will secure their land
and stop further encroachment. This will be done through mapping and fencing of the land
under their jurisdiction. The slums will also be mapped and the last structure demarcated to
stop further encroachment. The landscaping layout plan will be deliberated upon by all
stakeholders. An EIA will be carried to determine the impacts of the intended project.
Phase 3 (9 Months)
The trees and grass to be planted will be acquired at this point and planted. Landscaping
along the road reserves will commence. The trees will be planted as indicated earlier within
the given specifications. The demarcation of the parks to be created will be done and the
necessary trees and grass planted. The nature trail will be created with the specifications
indicated earlier.
Road connecting Mombasa road to NNP will be tarmacked. The
resettlement of the people will be carried out at this point.
Phase 4 (2 Year)
The mini zoo will be put in to place and the cultural bazaar and curio stalls developed.
Vendors will be invited to bring in their wares. The vendors will pay revenue which will go
in to maintenance of the stalls and other activities within the project site.
Mwang’a K.M (B65/0371/2006)
Page 70
Phase 4 (2 Years)
The establishment of the tram system from the park to the airport will be carried out at this
phase.
Phase 5(Continuous)
Cost recovery will also be done at this point. The theme park and the zoo will generate
income by setting a minimum entrance fee. The cultural centre will generate by renting out
the various stalls to vendors. The money got from the project will go in to maintaining the
same. The project will thus be self sustaining.
Table 3: Project Costing and Resource Requirements
PROJECT
COST
·
Stakeholder consultation and creation of awareness on project
200,000
·
Mapping and fencing of land to be landscaped
600,000
·
Trees and Grass Planting
3 Million
·
Creation of the Theme and General parks
2 Million
·
Cultural Park/Bazaar
3.4 Million
·
Mini Zoo
1 million
·
Cycling path
20 Million
·
8 Million
·
Road connecting Mombasa road to NNP
25 Million
·
Tram System
30 Million
·
Relocation of Residents in the Informal settlements
30 Million
TOTAL
123.2 Million
Mwang’a K.M (B65/0371/2006)
Page 71
Table 5: Roles of Various Stakeholders
Stakeholder
Role
·
Finance the landscaping
·
Scrutinize the materials to be used for
landscaping to ensure they are in line with
international standards and do not pose risk to
aviation functions
·
Set up landscaping guidelines and standards
together with CCN
Kenya Railways Corporation
·
Financing the project
·
Setting up and Managing the zoo
·
Financing the project
·
Giving up the reserve land for landscaping
·
Managing the landscaped railway reserve
·
Setting up and maintaining the tram system
Ministry of Nairobi Metropolitan ·
Development
Financing project
·
Branding the Project
·
Scrutinize development plans around the
airport
·
Verification and approval of Development
plans
NEMA
Mwang’a K.M (B65/0371/2006)
·
Provide guidelines and standards
·
EIA
Page 72
·
KENSUP
Verification of Development plans
Relocation of the residents from the informal
settlements
Mwang’a K.M (B65/0371/2006)
Page 73
5.0 CHAPTER FIVE: MONITORING AND EVALUATION
5.1 Monitoring and Evaluation Stages in the Implementation of the Projects
Monitoring of the project will begin as soon as the project implementation commences and
continue through each phase. Each phase implementation will be reviewed by professionals
and feedback given to the relevant stakeholders. This will be to ensure that the plan
implementation runs as planned. It will also be a way of getting to find out what else might
be needed in the plan implementation that might have been have been overlooked during the
planning period. An EIA will be carried out before implementation begins to ascertain the
impacts of the proposed project especially the Mini zoo.
5.1.1 Evaluation Approach
Evaluation will be done in three phases which are mid-term, Terminal and Post
Implementation evaluations which will be to check impacts after implementation
5.1 .1 .1 Mid-Term Evaluations
Mid-term evaluations will be evaluations undertaken within the progress of each phase of
landscaping as well as the end of each phase. They will be organized and conducted by the
stakeholders. In case an evaluation clearly points out undesirable components, it will be taken
into consideration for address with immediate effect, as other implementation works
continue.
5.1 .1 .2 Terminal Evaluations
Terminal evaluations will be undertaken at the end of the each phase of project
implementation. This will measure the level of goal achievement. In case there are goals that
are not been achieved a way will be resolved to achieve them or compensate for their
achievement. It will take in to considerations all the aspects of the project which will include
environmental, social, economic and state of the finished project. Negative scores will be
mitigated by a holistic involvement of stakeholders.
5.1 .1 .3 Post Implementation/Impact Evaluations
Impact evaluations will be done after the project implementation and will seek to consider the
effects of the project to the state and quality of green spaces. It will also seek to find out the
effects of the landscaping project on the returns of the airport and the park based on the client
turnover. The attitude of people of green spaces will also be checked and how they react to
Mwang’a K.M (B65/0371/2006)
Page 74
such space. The effects of the project environmental, social and economic will be weighed
against each other. The negative effects will be mitigated while positive effects will be
enhanced.
5.1.2 Tools and Techniques of Monitoring and Evaluation to be used
5.1.2 .1 Goals Achievement Matrices
Goals achievement matrices will be used at the end of each year, each construction phase and
also at the end of the whole project. It will be prepared by professionals and relevant
stakeholders. The goals of the plan will be evaluated against their achievement by a table. A
template of how the table will be is shown below:
Table 6: Goal achievement matrix
Goal
Score (Out of 10)
Environmental Social context
Economic
Total
context
context
score
To provide sustainable ways
of
green
infrastructure
management that can be
adopted elsewhere.
To ensure sustainable coexistence
of
green
infrastructure
Mombasa
along
road
with
neighbouring land uses.
To improve the quality of
green infrastructure along
Mombasa road.
To
raise
the
economic
returns of the KWS at NNP
and JKIA through branding
Kenya.
Mwang’a K.M (B65/0371/2006)
Page 75
5.1.3 Objectives of the Monitoring and Evaluation Process
a) To ensure that the programs and implementation schedule runs as planned
b) To ensure that available resources for the project are properly utilized
c) To measure the level of goal achievement by assessing whether the activities and
events undertaken in the project implementation and after project implementation
have been effective in achieving set goals.
d) To give an opportunity for widespread and inclusive participation in the sequential
phases of the project.
e) To foster awareness of the people and institutions about any new developments that
may emanate in the course of the plan implementation.
f) To stimulate appropriate and effective actions in line with the stated objectives and
goals of the plan.
5.2 Guidelines for the Implementation Process
The project implementation will be guided by various guidelines which will ensure that it is
successfully implemented and managed for posterity. These guidelines will involve among
others;
5.2.1 Adoption of Planning and Landscaping Standards
The landscaping project will refer to available standards as much as possible. Some of the
standards to be used will be adopted from both local and international standards. Some of the
local standards will be from the physical planning handbook on land use planning around the
vicinity of airports and recreational standards.
5.2.2 Stakeholder Participation and Involvement
The approach to be used in implementing the project will be participatory. It will start at the
onset of the project. All the stakeholders will meet and agree on the roles and the
contributions they make towards the project.
Mwang’a K.M (B65/0371/2006)
Page 76
5.2.3 Institutional Linkages
The airport land where the project site is drawn shares boundaries with other institutional
land and residential estates such as the Kenya Railways, Kenya wildlife Service and
Syokimau estates. This institutional land is also part of the project site. Collaboration
between such land-owning institutions and developers will go a long way in effective
implementation and management of the landscaped green infrastructure.
5.2.4 Memorandum of Understanding
All the stakeholders involved will have to agree on pertinent issues concerning the project.
The agreement will be written down with the help of a lawyer and conditions given and terms
of penalty stated in case of breach of agreement. For instance the informal settlements
resettlement program will have to be agreed upon by the KAA, Kenya Slum Upgrading and
the community itself to avoid derailing the project and misunderstanding which might arise in
the course of project implementation.
5.2.5 Establishment of an Enforcement Task Team:
There will be established an enforcement task team that will comprise of members from the
relevant institutions. This task force will ensure proper implementation of the proposed
landscaping project. It will also carry out constant inspection and monitoring of development
within the project site and airport vicinity to ensure that development that is out of character
is addressed in good time.
5.2.6 Reporting
Reports will be made and circulated to all relevant stakeholders stating the state and progress
of project implementation. Any issues or new developments will be highlighted. The actions
to be taken will be highlighted in the reports and discussed at the stakeholder meetings.
5.2.7 Continuous Consultative Meeting
Stakeholder meetings will continue throughout the implementation period. This will be to
discuss the progress of the project implementation and deliberate on any new developments
that might arise during project implementation.
5.2.8 Community Involvement/Awareness
It will be necessary to involve the local communities in management of the landscaped green
infrastructure and land use around the airport. These communities will also need to be
Mwang’a K.M (B65/0371/2006)
Page 77
sensitised on how they can co-exist harmoniously with airport functions. This calls for
constant communication on matters of physical development projects, environmental
conservation, and abatement of adverse environmental impacts. Extensive outreach on the
landscaping project and the proposed airport master plan within the above framework will be
necessary.
5.2.9 Communication
The various stakeholders should make a deliberate effort to promote the landscaping
program; this should target both international and local the community through various
popular media such as print (newsletters, magazines, journals) and electronic (radio,
television, and internet/website) and the tourist guide next to the airport.
5.3 Site/ Environmental Management Plan
The project will be done in such a way that it will maintain the serenity of the environment as
much as possible and will have minimal negative effects to the environment. Every impact
will be mitigated as much as possible. Waste generation will be minimal and the waste
generated will be well taken care of by the relevant stakeholders. Waste water generated will
be used to water the grass in the parks.
Table 7: Site/ Environmental management plan Table
Expected Impacts
Mitigation Measure(s)
Actor(s)
Waste generation at ·
Dust bins with lids will be placed at City
the parks and Zoo
strategic places at the parks and signs Nairobi
boards put to sensitize people on the
Council
KAA
need to use them for waste disposal.
·
KWS
Penalty measures set to discipline those
who litter the parks and the zoo
Visitors to the parks
Increase in Surface ·
Trenches to be dug along the path and KAA
run off due to the
the road to collect water and channel it
hard surface at the
to reservoirs so as it can be used for
Mwang’a K.M (B65/0371/2006)
Page 78
KWS
of
trail walk and the
irrigating parks and grassed areas.
road to the park
City
Council
Nairobi
Disturbance of social The people will be located in to the Kibera KENSUP
fabric of the people Upgrading Program where they will have
KAA
living in the informal security of tenure and have close relatives
settlements
put close to each other.
KWS
CCN
Mwang’a K.M (B65/0371/2006)
Page 79
of
Bibliography
1. Alexander T Wells, Ed.D& Seth B. Young,(2004) Airport Planning and management, 5th
Edition, Ph.D. McGraw-Hill companies
2. Cleary, E.C. And R.A. Dolbeer. (July 2005). “Wildlife Hazard Management At Airports”,
Faa And Usda, 2nd Ed.
3. B. Washburn, B.E. and T.W. Seamans. (2004) “Management of Vegetation to Reduce
Wildlife Hazards At Airports.” Faa Worldwide
4. Land Use Planning And Management Report- JKIA, 2009
5. Brisbane Airport 2009 Landscape Master Plan, July 2009
6. O’hare Modernization Program, Sustainable Airport Landscaping Master Specifications
Volume Iiia Rev. 6, Issued 08/08/08
7. U.S. Department of Transportation, Federal Aviation Administration, “Airport Master
Plans,” Advisory Circular 150/5070-6A, June 1985, 62 pages.
8. Florida Department of Transportation, Aviation Office, “Airport Compatible Land Use
Guidance for Florida Communities,” 1994, 85 pages.
9. Florida Statues Chapter 333, “Airport zoning,” dated July 1, 1994, 9 pages.
10. Nick Grayson and Richard Coles, Improving the Quality of Life in Urban Regions Through
Urban Greening Initiatives – EU URGE-Project
11. Kosta Tzoulas & Philip James (2004) Multifunctional Urban Green Space Networks, The
Research Institute for the Built and Human Environment, University of Salford
12. Government of Kenya (1996) ,The physical planning Act cap 286, Government Printer
13. Draft Physical Planning Handbook 2008
14. Government of Kenya (1999) Environmental Coordination and Management Act of 1999,
Government Printer
15. http://wiki.answers.com/Q/What_is_a_zoo last accessed on 11/03/2010
16. http://www.google.co.ke/search?hl=en&q=what+is+found+in+theme+park&aq=o&aqi=&
aql=&oq=&gs_rfai= last accessed on 01/06/2010
17. http://www.csun.edu/~vcpsy00h/domestic.htm last accessed on 08/04/2010
18. http://www.cza.nic.in/guidelines6.html last accessed on 17/02/2010
Mwang’a K.M (B65/0371/2006)
Page 80

LINKING JKIA TO NAIROBI NATIONAL PARK USING

Transcription

Similar documents

HOTEL ETOILE PEREIRE

Lodging copy_revised dates

Aeroportos do Brasil_eng

Travel Advisor - Lamberg Seminars

7851 Horan Wall Perspex Posters3.indd

summer meeting

Energy Efficiency Approaches at KLIA/Malaysia Airports Sepang

Travel information Costa Almeria - Clima and

AIRMAN`S INFORMATiON MANUAL

Lynden Pindling International Airport