Accessibility in urban transport systems is greatly influenced by design choices. These choices can either facilitate or hinder the mobility of various user groups, particularly women, persons with disabilities, older adults, and caregivers. In Nairobi, Kenya, a city with a population of over four million people, most daily trips involve walking, cycling, or public transport. However, unequal infrastructure investments have created significant challenges that limit people’s access. Inadequate maintenance and insufficient investment in public transport systems contribute to unsafe and often hazardous commuting conditions, especially for women, children, and people with disabilities.

Like many cities, Nairobi’s transport systems were not initially designed with inclusion or gender considerations in mind. However, Nairobi is also poised for transformation in this arena. Efforts to formalize the city’s public transport through a planned bus rapid transit (BRT) system, enhanced non-motorized transport networks, and transit-oriented development pave the way for a more inclusive, accessible Nairobi.

Assessing Inclusion Along BRT Line 3

To ensure that the city’s planned BRT systems are gender inclusive, ITDP Africa has been working with the Nairobi Metropolitan Area Transport Authority (NaMATA) to assess the designs and operational plans for the BRT Lines 2 and 5. The team is also collaborating with the Transformative Urban Mobility Initiative (TUMI) to ensure inclusion in plans for the electric BRT Line 3, implemented by the Kenyan government with financing from European partners. The corridor will be approximately 12.5 kilometers long, running from east to west and connecting hospitals, the Dandora rail station, and key market areas.

ITDP’s team conducted key surveys as part of this work, including: focus group discussions with women, children, and persons with disabilities along the corridor; interviews with matatu (minibus) operators; gender disaggregated counts to understand the split of public transport users; and interviews about travel patterns and preferences. Collectively, this work underscores the potential of Line 3 to incorporate considerations for women’s mode choices and to address safety, operational, and accessibility concerns that would improve people’s ridership and overall mobility.

In addition, assessments conducted along access routes that cater to Line 3 offer a detailed look at the current infrastructure on adjoining streets critical to ensuring the corridor’s accessibility via walking and cycling. Assessments of the condition of footpaths, walkways, cycle lanes, and bus and transport shelters were all key to developing a full view of mobility conditions. Gathering data on existing infrastructure challenges and opportunities is a cornerstone of the city’s plans to ensure that Line 3 serves as many communities as possible and can be an example for future inclusion strategies.

The survey and focus group findings highlighted notable gender and accessibility disparities among commuters along the corridor. Men are predominant amongst matatu and bus riders, with 53-56% male, 41% female, and 3-6% child users spread across all vehicle types. Women were more inclined towards larger vehicles and reported carrying more goods, suggesting that household responsibilities and moving goods often influence their travel needs.

In addition, many women and people with disabilities reported significant issues with street and station access, such as difficulties boarding vehicles due to a lack of ramps, few wheelchair areas, poor last-mile connectivity, and overcrowded terminals. In particular, women with disabilities felt compelled to travel with companions due to safety and accessibility concerns, noting an overall lack of support from both drivers and operators. In some neighborhoods, like Mathare and Dandora, women and caregivers further stated a lack of accessibility ramps at train stations, compelling them to seek alternative transport options. Taken together, these issues make the travel experience more challenging, unreliable, and unequal for women and other marginalized groups.

Harassment notably emerged as a key concern, with 61% of women reporting incidents of whistling, catcalling, or physical assault. Women noted that there are frequent cases of harassment by motorcycle riders, leading to the need for companions on accompanying trips to ensure safety. Rampant congestion, a lack of street lighting, and driver pressure to meet daily trip quotas further add to perceptions of stress and vulnerability on commutes. Many women also mentioned growing frustrations with a lack of standardized matatu service and fares, which has also led to increasing cases of harassment.

The street infrastructure assessment revealed further accessibility and safety issues to note. Much of the existing infrastructure has insufficient pedestrian crossings, poorly maintained walkways, and inadequate lighting, making it unsafe for women, children, and persons with disabilities. Pedestrians often face high vehicle or motorcycle speeds and insufficient footpath widths, which are further restricted by encroaching street vendors.

In Eastleigh, for example, people highlighted intense congestion while walking, especially during peak hours and festive holidays, due to the high level of street vending activities. Other issues, like poor drainage and unpaved surfaces without universal design features, also make conditions unsafe. Lastly, the absence of accessible and secure amenities such as public toilets, bus shelters, and street lighting compounds these issues for women and multiple groups.

Opportunities for Change

Establishing inclusive transport policies is essential to gender-sensitive infrastructure development that supports equal protections for all. These efforts should include specific and measurable goals to achieve safe and accessible upgrades. Adopting inclusive street design manuals and transport design frameworks can set a standard for the city’s infrastructure development.

Contractual incentives for transport systems can also encourage women’s participation in the workforce at all levels. The formalization of the public transport sector offers excellent opportunities to improve overall service by ensuring regular operations, an adequate number of buses, and automated fare collection. In addition, sector formalization can expand access to vehicle financing options, better working hours, and regular on-the-job training for women in transport.

The BRT Line 3 corridor design should include physical and service integration with other corridors to ensure seamless connectivity throughout the city. Inter-corridor routes would save time for women who take chained trips or make multiple daily trips. In addition, having appropriately sized stations with an adequate number of buses helps reduce congestion and overcrowding while reducing the likelihood of harassment. Stations and bus shelters with dedicated security, proper signage, lighting, and public toilets are also crucial to a comfortable user experience.

Prioritizing women in transport planning brings widespread benefits to everyone in the city. By creating a safer, more accessible environment that supports diverse travel needs, cities can facilitate more sustainable mobility that offers many climate, social, and health benefits. Inclusive transport designed with women in mind helps to reduce barriers to economic
opportunities, education, and healthcare, empowering women to pursue professional and personal goals without the constraints of limited mobility.