The influence of landscape design on utilization of public transport interchanges

THE INFLUENCE OF LANDSCAPE DESIGN ON UTILIZATION OF PUBLIC TRANSPORT INTERCHANGES.

A case of Syokimau Transport Interchange, Nairobi.

MOSES MWANGI KIARIE

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DECLARATION I, Moses Mwangi Kiarie solemnly declare that the work embodied in this study is an original work and has not been previously submitted in part or in full to any other institution. I further declare that all the sources cited or quoted are indicated and acknowledged by means of a comprehensive list of references.

Signed: ………………………...

Date: …………………………...

This Thesis project has been submitted for examinations with my approval as the University Supervisor.

Signed: Supervisor……………………………………….

Date……………….………………

Architect Fred Ngunjiri: B. Arch (Hons) UoN; M.A. Devt. Studies , Oslo

Signed C.O.D ……………………………………………..

Date………………………………..

Dr. Esther Katile. B. Arch (Hons) JKUAT. Masters of urban design (MUD) JKUAT. PhD. Oslo.

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DEDICATION This study is dedicated to my parents, Mr. and Mrs. Kiarie for their commitment and dedication to see me succeed and be able to be who I am, and to my siblings, Alicia, Peter, Felister and Kim for your Unquestioning support in my life.

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ACKNOWLEDGEMENTS Thanks to the Almighty God for taking me this far and for the gift of life and strength to carry out this study.

I give special appreciation to all the people who immensely contributed, in any way, to the successful writing and compilation of this document.

First, special thanks to my supervisor Fred Ngunjiri, for his selfless input and commitment to see into the success of this study.

I extend my limitless appreciation to the year master, Dr. Makworo and the C.O.D Landscape architecture Dr. Esther Katile for their guidance and immeasurable support while carrying out this study.

Am so grateful to all my classmates, for their continuous companion and additional input.

Special thanks to the Government of Kenya through the Higher Education Loans Board for enabling and giving me an opportunity to pursue higher education. Am always grateful for this.

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INSPIRATION 'A developed country is not a place where the poor have cars. It's where the rich use public transportation.' Gustavo Petro

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Table of Contents DECLARATION ........................................................................................................................................................................................................................II DEDICATION ..........................................................................................................................................................................................................................III ACKNOWLEDGEMENTS...................................................................................................................................................................................................... IV INSPIRATION ......................................................................................................................................................................................................................... V ABSTRACT .............................................................................................................................................................................................................................XII CHAPTER ONE ........................................................................................................................................................................................................................1 1.0 INTRODUCTION. ...............................................................................................................................................................................................................1 1.1.0 Background of The study ..............................................................................................................................................................................................2 1.2.0 Problem Statement. ......................................................................................................................................................................................................3 1.3.0 Purpose Statement. ......................................................................................................................................................................................................4 1.4.0 Study Objectives. ..........................................................................................................................................................................................................4 1.4.1 Ultimate Objective ....................................................................................................................................................................................................4 1.4.2 Specific Objectives ....................................................................................................................................................................................................4 1.5.0 Study Assumptions........................................................................................................................................................................................................5 1.6.0 Study Significance .........................................................................................................................................................................................................5 1.7.0 Study Justification. ........................................................................................................................................................................................................5 1.8.0 Scope of The Study........................................................................................................................................................................................................6 1.8.1 Theoretical Scope......................................................................................................................................................................................................6 1.8.2 Geographical Scope...................................................................................................................................................................................................6 1.9.0 Limitations of The Study. ..............................................................................................................................................................................................7

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1.10.0 Study Organization......................................................................................................................................................................................................7 CHAPTER TWO. ....................................................................................................................................................................................................................10 2.0 LITERATURE REVIEW. .....................................................................................................................................................................................................10 2.1.0 Introduction. ...............................................................................................................................................................................................................11 2.2.1 Functions. ................................................................................................................................................................................................................12 2.2.2 Qualities of a transport interchange. ......................................................................................................................................................................12 2.3.0 Urban Realm. ..............................................................................................................................................................................................................18 2.3.1 Proximity to Transit. ................................................................................................................................................................................................18 2.3.2 Physical Environment Quality. ................................................................................................................................................................................18 2.3.3 Active Transportation. ............................................................................................................................................................................................19 2.3.4 User Demographics. ................................................................................................................................................................................................19 2.3.5 Hierarchy of Elements. ............................................................................................................................................................................................20 2.4.0 Research Gaps. ............................................................................................................................................................................................................20 2.5.0 Theoretical Framework. ..............................................................................................................................................................................................21 2.6.0 Conceptual Framework. ..............................................................................................................................................................................................21 2.6.1 Placemaking ............................................................................................................................................................................................................21 2.6.2 Shared Space. ..........................................................................................................................................................................................................22 2.6.3 Style.........................................................................................................................................................................................................................22 2.8.0 Hypotheses. ................................................................................................................................................................................................................24 2.8.1 Alternative hypothesis ............................................................................................................................................................................................24 2.8.2 Null hypothesis........................................................................................................................................................................................................24 2.9.0 Definition of Terms .....................................................................................................................................................................................................24

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CHAPTER THREE. ................................................................................................................................................................................................................26 3.0 RESEARCH METHODOLOGY. .........................................................................................................................................................................................26 3.1.0 Introduction. ...............................................................................................................................................................................................................27 3.2.0 Research Approach. ....................................................................................................................................................................................................27 3.3.0 Research Design. .........................................................................................................................................................................................................28 3.4.0 Research Setting. ........................................................................................................................................................................................................28 3.5.0 Data Collection Methods and Techniques ..................................................................................................................................................................28 3.5.1 Methods of Primary Data Collection.......................................................................................................................................................................28 3.5.2 Methods of Secondary Data Collection ..................................................................................................................................................................31 3.6.0 Sampling Design ..........................................................................................................................................................................................................32 3.6.1 Population and Sample Size ....................................................................................................................................................................................32 3.6.2 Sampling Frame. .....................................................................................................................................................................................................32 3.6.3 Unit of Observation.................................................................................................................................................................................................33 3.6.4 Sampling Methods ..................................................................................................................................................................................................33 3.7 Data Processing ..............................................................................................................................................................................................................34 3.8 Data Analysis ..................................................................................................................................................................................................................34 3.9 Data Presentation ..........................................................................................................................................................................................................35 3.10 Pre-test and Pilot Study ...............................................................................................................................................................................................35 3.11 Research Ethics ............................................................................................................................................................................................................35 CHAPTER FOUR. .......................................................................................................................................................................................................................37 4.0 STUDY AREA. ...................................................................................................................................................................................................................37 4.0 Introduction ...................................................................................................................................................................................................................38

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4.1 Locational Context of the Project Site ...........................................................................................................................................................................38 4.1.1 Regional Context .....................................................................................................................................................................................................38 4.1.2 Local Context...........................................................................................................................................................................................................40 4.2 Background to the Project Site ......................................................................................................................................................................................42 4.3 Institutional and Legal Framework of the Project Area. ................................................................................................................................................43 4.4 Physiographic and Natural Conditions of the Project Area. ..........................................................................................................................................44 4.5 Population ......................................................................................................................................................................................................................46 CHAPTER FIVE. ....................................................................................................................................................................................................................47 5.0 DATA ANALYSIS AND DISCUSSION..............................................................................................................................................................................47 5.0 Introduction ...................................................................................................................................................................................................................48 5.1 End User Demographics. ................................................................................................................................................................................................48 5.1.1 Sex and Age .............................................................................................................................................................................................................48 5.1.2 Frequency................................................................................................................................................................................................................50 5.1.3 Residence ................................................................................................................................................................................................................50 5.1.4 User means of access. .............................................................................................................................................................................................51 5.1.5 End user transit purpose. ........................................................................................................................................................................................53 5.2 Landscape elements.......................................................................................................................................................................................................54 5.2.1 Lighting ....................................................................................................................................................................................................................54 5.2.2 Social amenities ......................................................................................................................................................................................................56 5.2.3 Planting and the air quality. ....................................................................................................................................................................................58 5.3 Connectivity ...................................................................................................................................................................................................................61 5.3.1 Access and circulation .............................................................................................................................................................................................61

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5.4 Safety. ............................................................................................................................................................................................................................62 5.5 Vulnerable Groups. .......................................................................................................................................................................................................64 5.6 Satisfaction rate and ranking. ........................................................................................................................................................................................65 CHAPTER SIX ............................................................................................................................................................................................................................66 CONCLUSIONS AND RECOMMENDATIONS.......................................................................................................................................................................66 6.0 Introduction. ..................................................................................................................................................................................................................67 6.1 Air quality improvement. ...............................................................................................................................................................................................67 6.3 Well lighted interchange ................................................................................................................................................................................................68 6.4 Clear and loud Signage ...................................................................................................................................................................................................69 6.5 Improved access and circulation....................................................................................................................................................................................69 6.6 Social Amenities. ............................................................................................................................................................................................................71 6.6.1 Sitting Areas ............................................................................................................................................................................................................71 6.6.2 Sanitation Facilities. ................................................................................................................................................................................................72 6.6.3 Recycle Bins.............................................................................................................................................................................................................72 6.6.4 Eateries. ..................................................................................................................................................................................................................72 6.7 Design Based recommendation .....................................................................................................................................................................................73 6.7.1 Integrated Open Space Planning.............................................................................................................................................................................73 6.7.2 Zoning......................................................................................................................................................................................................................73 6.7.3 Involvement of the residents. .....................................................................................................................................................................................73 6.7.4 Visual linkages of spaces and elements. .................................................................................................................................................................73 6.7.5 Activity nodes ..........................................................................................................................................................................................................74 6.7.6 Landscape ordering .................................................................................................................................................................................................74 6.7.7 Night use of open spaces ........................................................................................................................................................................................75

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6.8 Areas for further research. ............................................................................................................................................................................................75 7.0 APPENDICES.......................................................................................................................................................................................................................76 7.1 Work plan .......................................................................................................................................................................................................................76 7.2 Research budget ............................................................................................................................................................................................................77 7.3 Questionnaire 1. (Commuter) .......................................................................................................................................................................................78 7.4 Questionnaire 2. (Driver) ...............................................................................................................................................................................................81 7.5 Questionnaire 3. (Traders) .............................................................................................................................................................................................83 7.6 Observation Checklist ....................................................................................................................................................................................................85 7.7. List of Figures................................................................................................................................................................................................................87 7.8 List of Plates. ..................................................................................................................................................................................................................88 7.9 List of Tables. .................................................................................................................................................................................................................88 7.10 List of Maps. .................................................................................................................................................................................................................88

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ABSTRACT Landscape design intervention seeks to improve utilization of a public transport interchange in line to create an integrated transport hub. Because transport interchanges are an integral part of the urban neighborhood, improvements in utilization of spaces will not only benefit the riders, but also the immediate urban realm. Landscape intervention in Syokimau transport interchange will address underutilization and this, for instance, will result to a more comfortable waiting environment leading to greater user satisfaction and smooth transitioning of spaces. The need for enhancing comfort for transport interchange users has come to realization as a means of making public transport attractive in form of transit oriented activities. This realization is especially geared towards addressing the needs of the pedestrian and the traveler with regard to the human scale, mobility and environmental comfort. A well designed public space may lead to greater walkability in the area and a safer environment that is more conducive towards active transitioning and transportation for the users.

The author was inspired by the need to uplift the diminished quality of utilization of public transport interchanges. The study thus investigated the prevailing elements of landscape design and how they relate to utilization of space by the end users of a public transport interchange.

The study employed a case study based, methodological approach of administering questionnaires and observation as well as archival methods. The study revealed that there was a general prevailing poor and minimal use of elements of landscape design that greatly influenced the utilization of public transport interchanges.

Rafts of recommendations were then formulated by the author with an aim of uplifting and restoring, where necessary, the efficient utilization of public transport interchanges. The recommendations are both design and policy based.

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CHAPTER ONE

1.0 INTRODUCTION.

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This chapter introduces the background to the problem experienced in public transport interchanges and also states the purpose and justification for undertaking this study. It will also outline the objectives that the study delimits itself to.

1.1.0 Background of The study Providing transportation which is adequate and appropriate is the challenges that are encountered in almost all cities in the world.

Cities will always have a new problem, which arise due to transportation system. In general, large cities in developing countries are highly dependent on land transport. According to UN reports, the urban population now amounts to 50 percent of total global population and will rise to about 75 percent by 2030 (United Nations, 2007). This poses dramatic transportation challenges for the major cities of the world.

Increasing number of residents and the use of motor vehicles has caused social and economic problems for cities that are dependent on road transport highway such as Nairobi. Similarly, other problems will occur such as increased travel time and frequency of accidents resulting from the chronic road congestion, as well as environmental problems such as air pollution, vibration and extravagance of fuel consumption (Tolba and Saab 2008). Looking at this study, transportation in Kenya is government responsibility, especially regarding the provision of infrastructure and public transport. So the government is the only institution that is responsible for the performance of the transportation sector. Thus, both the good or poor performance of transportation sector is depending on the consistency and implementation of public policies that are issued by the government (Erlangga 2004). Public transport was considered as source of traffic disorder and congestion. So in the future, government as an institution that is entitled to issue a policy associated with the public interest must maintain the fairness. With a policy that does not mean fair alignment then there will be a balance between the using of private vehicles with public transportation (Erlangga 2004) Traditionally, transport interchanges have been designed concentrating on the basic concepts and aspects of civil design. The regard for facility attractiveness has been downplayed. The attractiveness of the interchange is expressed by the inconveniences offered to the users at the interchange as well as the attractiveness, often times, landscape design and the aesthetic aspect of the

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facility comes as an afterthought. These concentrated efforts geared towards the technical aspect for vehicular circulation, consequently disregarding the pedestrian viewpoint reveals lack of pre-project planning.

In light of this, intervention of landscape design will enhance legibility and way finding within the terminal and in the city in general, by providing a sense of placeness.

1.2.0 Problem Statement.

Problems faced in most urban areas around the world are not unique to any. They are mostly as a result of the city’s morphology.

Efficient operation of any urban transport interchange is central to development of any city. There is a widespread reliance on vehicles for public transport, but even more need for rail transport to providing mobility within an urban area. However, most transport interchanges have been constrained to the basic use of movement from point A to point B, thus being underutilized.

The Syokimau Transport interchange is one of the stations developed under the Nairobi Commuter rail project. Located in a growing middle income residential area, the station serves over 2500 users each day, however the station currently is underutilized due to non-provision of complementally activities. The station is only used by commuters to catch the train to and from their work and does not serve the surrounding neighborhood.

A transport interchange is a complex system of interrelated functions requiring constant movement of people, goods and vehicles.

The Syokimau transport interchange is located in the outskirts of Nairobi, adjacent to the Jomo Kenyatta international airport (JKIA).

Failure to address utilization of the transport interchanges will result to detrimental effects on city’s environment: increased air and noise pollution due to the increased delays at the station, severe traffic congestion, which not only causes delays, but also increased fumes and noise. Traffic congestion also increases health risks of road users and residents.

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Currently one of the efforts that have been made in related studies looks at an integrated terminal design approach to the specific means of transport and conveyance of users from one point to another with no interrelation of the spaces. Therefore, this study will look at how to effectively and efficiently address an integrated transport hub to the problem through landscape design by creating connectivity and interrelation of various spaces at the Syokimau transport interchange.

A transport interchange is an urban open space. It is important to take cognizance of this, and consequently address it as such, and therefore this project seeks to increase the level of use. This will be envisaged to be expressed through landscape design. The careful arrangement and provisions of landscape elements will enhance its correct use, consequently creating the facilities dignity.

The landscape elements will not only resolve spatial and civil design conflicts but also will enhance aesthetics and aid in mitigation of environmental problems.

1.3.0 Purpose Statement.

The purpose of the study is to determine the influence of landscape design on utilization of the Syokimau transport interchange facility in Nairobi.

1.4.0 Study Objectives.

1.4.1 Ultimate Objective The ultimate objective of this study is to establish how landscape design influences utilization of Syokimau transport interchange.

1.4.2 Specific Objectives •

To determine the use and users of a public transport interchange.

•

To establish the landscape qualities that are essential in a public transport interchange.

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To determine if the use of landscape elements affects the use of a public transport interchange.

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To determine the connectivity of circulation systems in a public transport interchange.

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1.5.0 Study Assumptions. •

Intervention through use of landscape elements will improve utilization.

•

Landscape design of public transport interchanges will not only result to improved utilization at a public transport interchange, but also uplift the economic status of the areas in which they are set, therefore becoming a self-sustaining project.

1.6.0 Study Significance This study is important to me because it will help me fulfil partially some of the requirements of the degree program am undertaking, increase my knowledge base and it is also important to the ministry of transport and infrastructure as it will help them identify the strategies and policies that will ensure functionality, maintenance and management that will help ensure efficient utilization public transport interchanges.

Researchers will also benefit from this study as they will be made aware about the influence of landscape design on public transport interchanges thus make more informed decisions.

1.7.0 Study Justification.

Timely. This study comes at a time when Kenya is envisioning 2030 development goals, among them improving transport and infrastructure with the aim to transform Kenya into a newly industrializing, middle-income country providing a high quality of life to all its citizens by 2030 in a clean and secure environment. Landscape design will play a very critical role in achieving high quality of life to all citizens at this early implementation stage.

SGR project. The syokimau transport interchange is the terminal point of the SGR from Mombasa, it also connects the Jomo Kenyatta international airport (JKIA) and the Nairobi CBD, thus a strategic point that needs intervention through landscape design.

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1.8.0 Scope of The Study.

1.8.1 Theoretical Scope This study seeks to improve the level of usage at a public transport interchange through landscape design to compliment the transport function. The project thus provides a schematic design for the proposed additional uses and detailing how these will interact with the existing facilities in the station.

1.8.2 Geographical Scope.

The study will focus on the entire syokimau railway station and the adjacent Mombasa road.

Plate 1. geographical scope (source: Google earth)

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1.9.0 Limitations of The Study.

•

Human population. In undertaking this study, it will be limited to the unpredictable rising human population in relation to space available in a public transport interchange over a period in which rapid social and economic growth is expected.

•

Traveler experience in the former means of transport and/or carrier. This study is limited to user’s experience in the former station or during travel time.

Figure 1. Traveller experience

•

Institutional bottlenecks limited access to information and access for taking photographs and making observations

•

The time allocated is bounding and may not be sufficient to conduct an in-depth research on this topic.

1.10.0 Study Organization Chapter 1.

This chapter introduces the subject matter of the study undertaken by the author. It addresses the background to the problem, problem statement, purpose of the study, objectives, study justification, study significance, study scope, study assumptions, study limitations and study organization

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Chapter 2.

This chapter summarizes the literature information collected by the author on the subject matter. This includes all literal matter on public transport interchanges. It also delves into the information about impact landscape design has on quality of utilization of interchanges. Relevant past studies will also feature in this chapter inclusive both global and local perspectives.

Methods and instruments of study used in those cases will be reviewed and the critical view by different experts analyzed.

Finally, the chapter will tackle the sub-topical issues of study framework (both theoretical and conceptual), research questions, hypotheses (both null and alternate), statistical assumptions and definition of terms.

Chapter 3.

This chapter basically highlights the methods employed in the process of data collection, analysis, recording, processing and presentation on the influence of landscape design on utilization of public transport interchanges. The chapter specifies the methods of data collection (questionnaires, archival and observation) and the tools of data collection (administering questionnaires, observational checklists, photographs and sketches).

Chapter 4.

This chapter will introduce the study area, which is syokimau transport interchange, its historical development in relation to this study. It also discusses the location and character of the interchange from a city scale to the neighborhood scale. This chapter will also discuss the legal and institutional framework, and the physiographic and natural conditions of the study area.

Chapter 5.

This chapter deals with an actual analysis of the data previous collected, the extensive interpretation of the data and finally the presentation of the final information. The data is presented using varied forms with a lot of emphasis on the use of charts and tables

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.

Chapter 6.

This chapter summarizes the findings made in the course of the study and also suggests areas for further research. It goes further to stipulating the implications of the findings and the proposals to the all the end users of a public transport interchange.

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CHAPTER TWO.

2.0 LITERATURE REVIEW.

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2.1.0 Introduction.

This chapter contains an in depth study of literature relevant to the topic of interest of this research, the core that revolves around review of the visual quality in the residential outdoor spaces. The chapter is divided into topical sections that are inclusive of theoretical and conceptual framework of the study, research questions, hypotheses, statistical assumptions, theoretical and definition of terms The literature review will also analyze the variables of this study, which are landscape elements, utilization, connectivity and environmental conditions that’ll all contribute to the urban realm.

This literature review study on transport interchanges takes place at a crucial point in the trajectory development of transportation systems in Kenya. The study is based on collating academic literature, conference technical papers and policy literature, the latter that which has been developed by the various transport and urban planning departments at county and national government level.

Although the literature may not be written with the transport interchange environment specifically in mind, those parts that seem to be clearly applicable or arguably have a direct influence on transport interchanges are presented here

2.2.0 Transport Interchange.

According to Grava, S. 2003, transport interchange is a location where people or objects transfer from one mode of transport to another or between two services of the same mode. In addition, it may be a place where people join or leave the public transport system on foot, by bicycle, motorcycle, or car. Interchanges represent one of the major interaction points people have with the

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public transport system, as well as being the largest and most noticeable forward facing physical aspect of the transport system (with the exception of the vehicle fleets) and as such have a huge impact on the perception of the public transport system.

An interchange may also be a convenient location for a journey to be broken in order to allow access to facilities within or close to the interchange. (Taylor, B. D., & Fink, C. N. Y. 2011) 2.2.1 Functions.

Grava (2003) outlined a few major functions of transport interchanges.

•

Loading and offloading of goods or passengers.

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Transfer of modes of transport

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Provide comfort to users

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Documentation of movement since information is handled.

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Points of maintenance of vehicles

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Where people board and alight

2.2.2 Qualities of a transport interchange.

According to various authors; (Taylor et al., 2007), (Nabors et al., 2007), (Nikolopoulou et al., 2011) (Kang et al., 2004), (Gehl, 1987), (Gjerde, 2011), the following qualities are essential in a public transport interchange, as shall be discussed.

•

safety,

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thermal comfort,

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acoustic comfort,

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wind protection,

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visual comfort,

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•

accessibility,

•

Integration.

(a) Safety.

In a survey of bus riders and confirmed by many other studies, safety is consistently ranked as one of the highest priorities at a bus stop (Taylor et al., 2007). It is understandable that personal safety is the basis upon which all other improvements can be made.

Without an adequate level of perceived safety, commuters will simply choose not to use the bus stop (Nabors et al., 2007). Issues of safety may result from criminal activity or physical hazards, such as high vehicular traffic or slippery surfaces. It is important to note the differences between perceived risk and actual risk, which may be correlated or inversely correlated depending on the type of risk (Cho, Rodríguez, & Khattak, 2009).

Figure 2. Safety. Use of wide pedestrian walkways enhances safety by minimizing vehicular conflict. (SOURCE: AUTHOR)

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(b) Thermal comfort.

Surveys of bus stop users show that overall comfort is determined primarily by the thermal environment (Nikolopoulou et al., 2011). In areas of extreme heat or extreme cold, it is important that the designer develop a level of “radiant” sensitivity (Scudo, Dessi, & Rogora, 2004). At the bus stop level, the microclimate is determined both by regional factors such as solar gains, local factors like the urban heat island effect, and site factors like surface temperatures (Kleerekoper, van Esch, & Salcedo, 2011; Scudo et al., 2004). As a result, it is important to consider the ventilation of the site, albedo of materials used as they affect the overall thermal environment (Asaeda & Thanh, 1996).

Ambient temperature is found to be one of the strongest factors for both men and women choosing to walk when other modes are available (Owen et al., 2004). A temperature of 24 degrees Celsius is most desired by those waiting outdoors (Chun & Tamura, 2005). While 24 degrees is ideal, people are found to be more accepting of variations in outdoor environments. Another major factor in determining the comfort level of a stop is past experience. People’s perceptions of what is comfortable is often set by their past experience in that location (Chun & Tamura, 2005). Even when thermal conditions are not ideal, people will engage in adaptive behaviors up to a certain point, such as drinking cool fluids or adjusting clothing. (c) Acoustic comfort.

While important to the overall comfort of the commuter, the acoustic environment is often least discussed (Kang, Yang, & Zhang, 2004). Sound in urban spaces can be categorized into keynotes and sound marks, more commonly referred to as background and foreground sounds respectively (Schafer, 1976). Background sounds can consist of traffic and other urban noises, while foreground sounds usually relay information, such as crosswalk rings and announcements. In public spaces, people will be accepting of noise levels between 40-70 dB, up to a maximum of 73 dB (Giddings et al., 2011; Yang & Kang, 2005). As with temperature, people can tolerate variations depending on the situation. Pleasant sounds like bird’s songs, live music and the sound of water can create acoustic comfort even when noise levels are high (Kang et al., 2004). It is also found that acoustic comfort interacts significantly with other factors. For example, if a bus stop is particularly visually pleasing, this can equate to a 10 dB reduction in noise (Kang et

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al., 2004). Finally, it is important to note differences in audience. Commuters may have different cultural and personal preferences to sound and music (Yang & Kang, 2003). Also, residents who live close to bus stations are likely to have much lower tolerances for noise as they are not in an outside environment. (d) Wind protection.

The effects of wind can be divided into two main categories, mechanical and thermal (Penwarden & Wise, 1975). Wind under 5 m/s can be considered a light breeze and pleasant. Above 5m/s, mechanical and thermal effects can both be felt. At wind speed of 10m/s, walking becomes unpleasant (Giddings et al., 2011; Penwarden & Wise, 1975). Wind is a difficult factor to design for as it is welcomed in some situations and unwanted in others. Wind environment is also difficult to foresee and control because it is influenced by a number of global, regional and local factors (Gaardsted Esbensen Consulting Engineers Ltd., 2004). Similar to thermal conditions, data from meteorological stations cannot adequately represent the microclimatic conditions of sites as small as a bus station (Nikolopoulou, 2004). Such locations’ wind environment is determined by its orientation to access streets, size of the urban space, height of its surrounding buildings, and objects in the area that acts as windbreak. Therefore, the best solution is to provide a variety of spaces so that people may choose the type of environment that best suits them. Generally, it is ideal to keep both wind speed and turbulence to a minimum in public spaces.

Figure 3. Wind control through plant layering.

(Source; author)

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(e) Visual Comfort and appropriateness.

Visual comfort can be broken down into three factors: adequate lighting for desired activities, lack of glare or other uncomfortable visual stimuli, and points of interest for the commuter to focus on. While people are highly adaptive when it comes to the amount of lighting provided, they almost always welcome more light, especially sunshine (Compagnon & Goyette-Pernot, 2004). Studies also show that most visual attention is directed towards the open part of the site or towards some type of activity. This seems to be in line with other urban design theories that state people feel most comfortable being on the edges of urban spaces, looking inward on the action (Gehl, 1987). Another important measurement is the maximum distance between users that allows for face recognition, which is 24 meters. To ensure a comfortable visual environment during the day, the sun should reach between 20-80% of the site at all times (Compagnon & Goyette-Pernot, 2004). It is also shown that visual comfort interacts widely with other factors. Most notably, visually stimulating objects and activities in a location can compensate for many unwanted attributes, such as extended wait times and high levels of noise (Kang et al., 2004). Therefore, creating a visually comfortable and interesting environment is extremely beneficial, as it can both draw people to and keep people at a public space.

People, consciously or unconsciously, interpret any space by appropriateness of perceived forms and structures. This is essential in the messages "read" by passers-by or new visitors. As in the case of robustness, buildings forming the edge of a public space play a major role in the space's quality, although in this case, of visual appropriateness. The "facades" of these buildings should inform people of their function and use. (f) Accessibility.

Accessibility refers to the access of the bus stop by all segments of the population and through all modes. It is found that better connections between the neighborhood and the surroundings encourage individuals to walk or cycle more (Susilo et al., 2012).

Assuming basic accessibility is met, such as minimum widths needed for pedestrian comfort (Tan et al., 2007), and this section discusses possible avenues of improvement of access to expand a bus stop’s area of influence (Reconnecting America, 2011). In particular, the specific needs of the elderly and families must be accommodated at station access points and loading points (TransLink, 2011). With growing popularity of active transportation, it is important to ensure that there is sufficient pedestrian and KIARIE MWANGI MOSES AB242-1107/2011

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cycling network connectivity around the bus stop to serve these modes (Cole, Burke, Leslie, Donald, & Owen, 2010). Cycling infrastructure is especially important in and around suburban stops, as the distances travelled to bus stops are usually greater. As a result, commuters are more likely to cycle (2km to 5km) to transit if the option exists (Martens, 2004). Public education of the cycling network is also extremely important as commuters’ tendency to cycle is associated with perceived access to bike lanes.

Unfortunately, many people are simply not aware of their existence. (g) Integration.

Like any urban open space, stops can benefit greatly by being integrated with its surroundings in multiple facets (Gjerde, 2011).

With cooperation from the municipality, transit agency, and adjacent land owners, it is possible to create bus stops that not only serves commuters, but also seamlessly connects with neighboring activities (Wardman et al., 2001; Zacharias et al., 2011). The orientation of amenities at the stop should be compatible with the surrounding establishments, whether it’s providing extra surfaces for stops near grocery stores or appropriately sized seats for stops near elementary schools. Designers should also be aware that the use of the stop may vary between seasons. Therefore, it is important that amenities underused by commuters can be repurposed by local users.

Integration is not only for the benefit of the neighbors. Studies show that being close to shops, catering establishments, and businesses contributed to the attractiveness of a stop (Borst et al., 2008). In some cases, where a newer neighborhood grows from a major transit station, the station acts as the default “gateway” for the area (Garmendia et al., 2008). Therefore, the need for the transit node to present a positive image of the rest of the neighborhood is even more important (Taylor et al., 2007). With guaranteed foot traffic, there exist opportunities to integrate the stop with local businesses or populate the stop with community amenities that turn the location into a convenient place of gathering for neighbors. Ideally, the station would feel like a part of the locality and embody the community’s spirit (Cole et al., 2010). Studies show that the most successful spaces are those are that are defined by the buildings around it, rather than simply artifacts in space, despite however many design resources are dedicated to it (Giddings et al., 2011). Integration with the stop’s surrounding land uses means that people can easily cross the boundaries of the site and that there exists cohesion of the programming. It is this convenience that attracts higher densities of movement (Ozbil,

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Peponis, & Keeping, 2011). Businesses also benefit from such arrangements as guaranteed traffic from a busy bus stop provides them with great exposure (Cole et al., 2010).

Figure 4. an integrated pedestrian-orientated environment. (source: adapted from http://www.ahr-global.com/Transportation)

2.3.0 Urban Realm.

2.3.1 Proximity to Transit.

There are many urban realm factors that affect transit; many of which relate to the trip that connects one’s home to an interchange, which is often by walking or cycling. Studies have shown that greatest predictor of transit use is proximity (Cervero, 2002; Gutiérrez & Garcia Palomares, 2008). The closer one lives to a transit stop, the more likely one will take transit (Hoehner, Brennan Ramirez, Elliott, Handy, & Brownson, 2005). The typical catchment for a bus stop is contained within a 400 metre radius around the stop and can be larger for faster forms of transit (Gutiérrez, Cardozo, & García-Palomares, 2011) 2.3.2 Physical Environment Quality.

More recent studies show that this catchment area is not static. The quality of the walking and cycling environment around a transport interchange can greatly affect how far people are willing to travel to reach a stop. (Taylor & Fink, 2011). These findings make intuitive sense because significant portions of transit trips, unlike private automobile trips, are spent outside of the vehicle. As

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a result, walkable environments can encourage walking to transit (Martens, 2004), where as inadequate outdoor environments can be a barrier to transit (Hess, 2012). Walkable environments are often identified as areas that have more pedestrian traffic, environmental and social safety, pleasing aesthetics, natural features, pedestrian amenities, and land use diversity (Brown, Werner, Amburgey, & Szalay, 2007). Less walkable environments are often the result of auto-centric planning, using vehicular or rail as is in this case as the organizing structure of a city (Lillebye, 1996). This effect of the physical environment on people’s decisions to take transit varies on an individual basis. While improvements in station surroundings have little effect on dependent riders, they are an effective way of attracting infrequent or choice riders (Reconnecting America, 2011). Therefore, providing high-quality and comfortable service is key in improving the public image of transit and increasing user satisfaction (Jenks, 1998).

2.3.3 Active Transportation.

Active transportation refers to human-powered forms of travel, such as walking, cycling, skating, and manual wheelchairs (Litman, 2003). Because most transit trips start and end with walking trips, it is important to determine how active transportation is affected by the physical environment. In general, living in a highly walkable neighborhood is associated with more walking for transportation purposes (Van Dyck et al., 2009). More specifically, traffic calming measures increase the proportion of walking trips (Susilo, Williams, Lindsay, & Dair, 2012) In addition, studies show that walkable environments can also induce casual walking among local residents (Cao, Mokhtarian, & Handy, 2009; Hoehner et al., 2005).

2.3.4 User Demographics.

Improvements to pedestrian and cycling networks such as new routes and lighting improvements to existing paths around a transit stop can have positive effects for the entire neighbourhood. However, the magnitude of the effect varies with different segments of the population. Urban realm improvements encourage more children to walk and bike to school, if parents also have high levels of perceived safety (Gallimore, Brown, & Werner, 2011). Increased accessibility of the outdoors mean that older adults who previously found the urban environment to be a barrier are also more likely to enjoy public spaces (Hess, 2012). Women are also found to be more sensitive to the physical environment when choosing travel modes as compared to men (Humpel, Owen, Iverson, Leslie, &

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Bauman, 2004). Research also shows that those with less positive attitudes towards walking and cycling are more affected by such enhancements (Van Dyck et al., 2009).

2.3.5 Hierarchy of Elements.

Often times, there is limited funding for public realm improvement projects. Therefore, it is important to identify which elements to focus on first. The performance of a public good should not be separated from its costs (Fukahori & Kubota, 2003). A survey of transit user preferences in Los Angeles found that commuters required the stations to be, in order of importance: easy to get around, feel safe during day, easy to find, well-lit at night, clean, sheltered, have places to sit, and have food and washrooms nearby (Taylor et al., 2007). A more recent survey of transit riders in Ottawa found that factors that influence ridership are, in order of importance: bus information, on-street service, station safety, customer service, safety en-route, reduced fare, cleanliness, and general attitudes towards transit (Taylor & Fink, 2011). One can see that accessibility and safety top both lists. Another study from Japan looked at the relationship between the pedestrian-perceived value gained of an improvement and the cost of installation (Fukahori & Kubota, 2003). The researchers found that paving, lighting, and vegetation had the most perceived benefit per dollar over their life spans.

2.4.0 Research Gaps.

There is limited literature around the operations and integration of various public transport modes. (Onderwater, 2012) discusses how relatively simple changes to the operation schedule of the rail service in the EThekwini Metropolitan Municipality, in south Africa can begin to provide a more attractive and integrated public transport service using existing infrastructure and rolling stock.

However, due to the isolated development of individual modes there is a lack of spatial and operational integration of public transport. Spatially not integrated, meaning that often routes are not planned to be integrate with routes of other transport modes and operationally not integrated, and meaning that when routes are actually integrated, operational time tables are not synced to ensure that modal transfers are convenient and efficient. This is an area where more research is required in order to achieve a

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better understanding of how best to move forward and begin to achieve effective integration between various public transport and non-motorized modes. As discussed before, this study will strive to close this gap by developing an integrated transport hub.

2.5.0 Theoretical Framework.

The study is guided by Garret Hardin’s theory of “Tragedy of Commons”. Hardin, an ecologist, advanced this theory in 1968 with an aim of conserving commons, public resources for the benefit of future generations. According to Harden’s theory, a commons’ (public) resource will eventually be depleted by the masses, acting independently while serving their own interests without minding the commons’ long term interests. The masses are construed to mean a set of few individuals.

A common refers to a public resource which cannot be wholly claimed by any one individual. It is accessible to all and management rights to it are held by the public or their representative. For the purposes of this study, commons will be representative of all the open spaces at public transport interchanges. The individuals, for purposes of the study will be representative all the end users of a public transport interchange. The individual rationally derives a sort of gain from the commons without any regard to the sustainability or preservation of the resource. This lead to the depletion of the resource whereby the gains once derived from the resource are diminished same as the degeneration of the open spaces whereby the residents no longer get attracted to use a space.

This eventually leads to the resource being rendered unusable and many of the individuals no longer extract a gain from it. After years of mismanagement, vandalism, overuse and neglect, the open spaces are rendered unusable.

This study seeks to avert the prevalent neglect and usage of open space in public transport interchanges. The spaces that serve as the commons are a vital resource that assists in quality living. The study thus seeks to advance the proper and meaningful utilization of these resources.

2.6.0 Conceptual Framework.

2.6.1 Placemaking Placemaking is a design and planning concept that capitalizes on the local community’s assets, inspiration, and potential, ultimately creating good public spaces that promote people’s health, happiness, and wellbeing (Project for Public Spaces, 2012).

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Placemaking stresses the value of what already exists in the neighborhood, ranging from shops and services to community expertise. This strategy for designing urban spaces is strongly influenced by residents (J. Jacobs, 1961). Results of such planning are usually more functional, contextual and inclusive. Some physical attributes of spaces that characterize successful places include short blocks, human scaled amenities, and clever uses of vegetation (A. B. Jacobs, 1995; Whyte, 1980). These spaces tend to generate a greater sense of ownership among the community rather than top-down designs implemented without consultation.

2.6.2 Shared Space.

Shared space is a design concept for public spaces that promotes removing the separation between modes of transport in order to create more pedestrian friendly environments (Hamilton-Baillie & Jones, 2005). The idea of removing ground markings for traffic, which are painted in the name of safety, seem counter intuitive at first, but the result is more eye contact, slower speeds and heightened awareness. However, implementation of shared spaces in a region that has never had such urban features may be a challenge. The success of such shared space zones is extremely dependent on people’s familiarity with these areas (Kaparias, Bell, Miri, Chan, & Mount, 2012). Since the safety of pedestrians in such zones is reliant on drivers’ heightened awareness, it is important that adequate driver education exists before shared space is implemented. The study also shows that the more familiar people are with shared spaces, the more likely they will be in favor of such features in their city. Therefore, the first shared spaces will require considerable work from all parties involved. If there is initial success, subsequent shared spaces may come much easier.

2.6.3 Style.

Because public spaces such as bus stops affect the daily lives of many, the styles of these elements are important (Lillebye, 1996).

From survey results, it is shown that most people prefer public spaces that are backdrop-like, that blend in with the surroundings and do not seek attention (Gjerde, 2011). The general public likes patterns of conformity and order more than design professionals (Gjerde, 2011). These preferences speak to the desire of people for a more integrated travel experience that benefits from the latest advances in design but also has a relatively conservative look that maintains its attractiveness over time (Fung, 2012; Thomsen, 2011). In addition, it is important to not be carried away by over urbanizing spaces, for there are many factors of lower density

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developments, such as long views, that are conducive towards active transportation. Other principles such as Crime Prevention Trough Environmental Design are also popular in the field of public space design (Alliance Against Crime, 2011; Saraiva & Pinho, 2011).

The end user Shared space Landscape quality

Style

Integration

Landscape elements

Placemaking Connectivity

Utilization

Figure 5. Conceptual framework

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2.7.0 Research questions.

1. What are the uses of a public transport interchange?

2. What landscape qualities are essential in a public transport interchange?

3. Does use of landscape elements affect the use of a public transport interchange?

4. What connectivity of circulation systems is required in a public transport interchange?

2.8.0 Hypotheses.

2.8.1 Alternative hypothesis The landscape design of a public transport interchange has great influence on its utilization.

2.8.2 Null hypothesis The landscape design of a public transport interchange has no great influence on its utilization.

2.9.0 Definition of Terms Transport interchange. Is a location where people or objects transfer from one mode of transport to another or between two services of the same mode. With regard to this study, it may be a place where people join or leave the public transport system on foot, by bicycle, motorcycle, or car.

Pedestrian. Is a person traveling on foot, whether walking or running. For sake of this study, pedestrian will also include some communities, those traveling using tiny wheels such as roller skates, skateboards, and scooters, as well as wheelchair users are also included as pedestrians.

Commuter. One that travels regularly from one place to another, for instance from suburb to city and back or between one's place of residence and place of work.

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Driver. One who controls operations of a motorized vehicle such as a car or bus.

Quality. This is an agreeable parameter for defining the standards of the relative nature or character of an environment. It assists to evaluate its fitness for a purpose. It is always a perceptual, conditional and subjective attribute that is understood differently by different people.

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CHAPTER THREE.

3.0 RESEARCH METHODOLOGY.

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3.1.0 Introduction.

In this chapter, research approach, research design, research setting, sources of data, research methods, sampling procedures, data analysis and presentation and data validity and reliability are studied in various sub-topics.

This study was aimed at establishing the influence of landscape design on utilization of transport interchanges and therefore the methodological discussion of the study was to describe the approach applied in order to answer the research questions stated earlier. Research methodology refers to a scientific and systematic search for crucial information on a particular topic towards solving a problem in research. It consists of a research problem, hypothesis formulation, data collection and analysis and searching for conclusions, (Kothari, 2004).

3.2.0 Research Approach.

This research used qualitative research as the base of its methodological discussion. Qualitative research is designed to explore the human elements of a given topic, while specific qualitative methods examine how individuals see and experience the world.

Qualitative approaches are typically used to explore new phenomena and to capture individuals’ thoughts, feelings, or interpretations of meaning and process. Qualitative research projects are informed by a wide range of methodologies and theoretical frameworks (Given 2008).

In undertaking this study, use of Qualitative research entailed use of interviews, observations and on site sketching. The interview is a conversation between the researcher and the respondent and can be used when the opinion of the single individual is of interest.

The interview is useful because the researcher can ask attendant questions to gain a deeper understanding. Observations are basically a method to investigate how people behave, not what they say or how they perceive a phenomenon (Morgan 1998).

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Based on this reason, the efficient utilization of a public transport interchange requires the existence of a frame work where this operation is continuously monitored, evaluated and adjusted. This will also represent the extent to which product or services to meet the standards of quality public services that apply (Giannopoulos 1989).

3.3.0 Research Design.

This study adopted a case study approach, with the use of open face-to-face interviews and document study. Case study research excels at bringing out the understanding of a complex issue or object and can extend experience or add strength to what is already known through previous research. Case studies emphasize detailed contextual analysis of a limited number of events or conditions and their relationships. This research design Method examines contemporary real-life situations and provide the basis for the application of ideas and extension of methods.

3.4.0 Research Setting.

The research setting was natural as it offered an opportunity for the author to observe the phenomena as it occurred. Natural settings are particularly appropriate for diagnostic study in which investigators want to find out what is actually going on-what elements, relationships and dynamics are relevant. (Zeisel 1981)

3.5.0 Data Collection Methods and Techniques These refer to methods used to capture data for the purposes of the study. They are majorly divided into two main methods; those used to capture primary data and those used to capture secondary data.

3.5.1 Methods of Primary Data Collection These are methods used to capture first-hand information from the field, for the purposes of this study there was use of interviews, photography, field sketching and observations, these are discussed below;

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3.5.1.1 Questionnaire.

This method involves presentation of oral-verbal stimuli and reply in terms of oral-verbal responses, to be talked to one-onone. The respondents to be interviewed will be majorly the key informants some of whom include government institutions like the ministry of transport and infrastructure.

Certain basic demographic data such as gender, race and age was integrated into the objectives of the questionnaire. The rationale for this was that it would be essential to develop proper insights regarding the respondents and the context in which end use experience a public transport interchange. For example, a female could have different perceptions from a male, or an elderly person could be confronted with difficulties that younger people do not.

3.5.1.2 Photography This will basically entail taking pictures of various phenomena for illustration purposes. The major features that will be captured through photography will comprise the physical ones e.g. circulation, buildings, transport networks, drainage systems, people undertaking various activities among others.

3.5.1.3 Field Sketching The researcher drew sketches of various features such as circulation routes, for illustration purposes. These included elevations, cross-sections and perspective drawings of the various syokimau transport interchange.

3.5.14 Observation This method is used to eliminate subjective bias as well as to relate with what is happening at the moment. It is independent of respondent’s willingness to respond and is less demanding of active cooperation as in the case with interviews and questionnaire methods.

Participant observation was used as it allowed the researcher to get into the setting and experience firsthand information on how users in that setting feel. In this method, the information was sought by way of investigating own direct observation without asking from the respondent.

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In this method both obtrusive and unobtrusive techniques were employed in this research. In unobtrusive technique, the researcher places themselves at a strategic point and records all the activities that are involved in a public transport interchange and the observable effect the given environment has on them. In the obtrusive technique, the researcher observes by making themselves part and parcel of the group being observed (Kothari, 2004).

In carrying out this study, observation was enhanced through; •

Measurement

•

Photography

•

Behavior sketches

This method involved capturing observable variables and recording them down. Some of the aspects that were observed included user and user behaviors, circulation patterns, traffic amongst others. (a) Observation of Physical Traces.

This is systematically looking at the physical surrounding to find reflections of previous activity in order to be measured by the researcher. (Zeisel, 1981). Observing physical traces has the following qualities; o Imagery. It provides rich impression and highly illustrative way of collecting data. o Unobtrusive. It does not influence the behavior of what caused the trace. o Durable. Many traces don’t quickly disappear. Moreover, traces usually have accumulative as earlier traces encourage new ones. o Easy. This method is generally inexpensive and quick to yield information. (b) Observing Environmental Behavior.

This means systematically watching people use their environment. One observes what activities they do and how they relate with the physical environment around them. The observer also looks at how the physical environment favors or interferes with the behavior taking place within it. (Zeisel, 1951). Observing environmental behavior has the following qualities; KIARIE MWANGI MOSES AB242-1107/2011

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o Empathetic. Observation allows the researcher get a feel of the character of the situation, especially for the participant. o Direct. Observing behavior can be intensely personal and the researcher can perceive behavior that would be otherwise not be reported. o Dynamic. As the researcher observes individuals going about their activities, they see changes, how activities affect each other.

Observer Vantage Points.

1. Secret outsider. This is the distant observer unobserved by participant in a natural setting. Its preferable when the researcher does not want to alter the behavior of the subjects.

2. Recognized outsider. This is where the researcher introduces themselves as a researcher to those who are observed. (Zeisel, 1881).

3. Marginal participant. This is whereby the researcher adopts the vantage point of a commonly accepted and unimportant participant to be seen by participant as just another object.

4. Full participant. This is where the researcher uses the positions they are already in to fully adopt and be central to the situation they are studying.

3.5.2 Methods of Secondary Data Collection This will basically involve literature review entail reading of books, journals, periodicals and reports written by previous researchers on relevant areas. Also reviewed policies and legal documents guiding public transport interchange planning.

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3.6.0 Sampling Design A sample design is a definite plan for obtaining a sample from a given population. It refers to the technique or the procedure the researcher would adopt in selecting items for the sample. It lays down the number of items to be included in the sample such as the size of the sample. Sample design is determined before data are collected. (Kothari, 2004).

3.6.1 Population and Sample Size Burns and Grove (2003) describe population as all the elements that meet the criteria for inclusion in a study. Mugenda and Mugenda, (2003) described a population as an entire group of individuals, elements or objects having common characteristics that conform to a given specification. Population is therefore the entire group of individuals, events or objects having common observable characteristics.

A sample is a subset representative of the accessible population, carefully selected to be a representative of the entire population.

The target population will be all the end users at the syokimau transport interchange.

A sample size is the optimum number of subjects which fulfils the requirements of efficiency, representativeness, reliability and flexibility. (Kothari, 2004). The number should be large enough to represent salient characteristics of accessible population and by extension the target population. This study adopted sixty (60) respondents to represent the target population.

3.6.2 Sampling Frame.

The sampling frame describes the list of all population units from which a sample will be selected, (Cooper and Schindler, 2003).

Ngecha (2004) argues that if we choose samples of about 10% of a population, it can give a good reliability and proportions that each group bear to the population as a whole, it’s taken using stratified random sample which gives each item in the population an equal probability of being selected. This study adopted the following sampling frame;

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UNIT

NO.

Commuters

30

Drivers

15

Traders

15

3.6.3 Unit of Observation.

Sampling unit may be a geographical one such as state, district, village or construction unit such as house, flat or it may be a social unit such as family, club, school or it may be an individual. (Kothari, 2004). The author identified the following as suitable subjects for this study;  Commuters  Drivers  Traders 3.6.4 Sampling Methods Kothari (2004) suggests that the best sampling method for respondents should be probability sampling. The sampling methods that will be used will be purposive sampling for selection of respondents.

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•

Stratified random sampling This method involved grouping the respondents with respect to different characteristics. In undertaking this study, the respondents were stratified with respect to their perceived use of the interchange, resulting to four stratums; commuters, drivers, traders and staff. The number of subjects selected were then determined using random sampling.

3.7 Data Processing This involves careful scrutiny of completed interviews schedules, compilation and comparison of collected data. Data collected will undergo the following processing operations. (a) Data editing The collected data was thoroughly examined so as to detect errors and omissions and to correct where possible. This was done to ensure that the data collected was accurate, consistent with other facts gathered, uniformly entered as completed as possible and well arranged. (b) Data coding This involved assigning of numerical or symbols to answers so as to obtain categories or classes that possess the characteristics of exhaustiveness in a questionnaire. This was relevant in achieving effective analysis and reducing responses and replies to classes that can be analyzed easily.

3.8 Data Analysis The data collected was cleaned, sieved and synthesized for meaningful interpretation of findings. Qualitative data was analyzed through logical reasoning while quantitative data was analyzed using Excel and SPSS programs. Spatial data was analyzed using GIS tools, AutoCAD and ArchiCAD.

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3.9 Data Presentation Main methods of data presentation were graphs and pie charts for analytical data from field work. Spatial data was analyzed by use of maps, sketches. Drawings were also used for design data presentation and interpretation.

3.10 Pre-test and Pilot Study Pilot study should be undertaken for pre-testing the data collection methods; questionnaires, interviews and observation. A mock data collection will be undertaken to evaluate the data collection tools will be carried out on a real situation on site.

The passengers and pedestrians at Nairobi railways termini will be interviewed to see how they would respond to the questions. The interview schedules and observation schedules may be edited in the light of the results of the pilot study.

The schedules should be simple and must be constructed with a view to their forming a logical part of a well thought out tabulation plan. The units of enumeration should also be defined precisely so that they can ensure accuracy.

3.11 Research Ethics These are the ethical guidelines which governs the carrying out of this research study. o Voluntary and informed consent The respondents shall not be enticed into participating in the research. The respondents will voluntarily participate. o Anonymity The identity of the individuals will be protected by using numbers to refer to them or pseudo names. o Confidentiality and privacy The respondent’s information will be kept confidential where promised

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o Dissemination of findings The data collected during the study will be for academic purposes. o Research plagiarism Authors whose publications have been referred to will be acknowledged. o Use of vulnerable and special populations For the respondents who will be mentally handicapped and under age, consent must be obtained from their guardians.

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Plate 2 Syokimau railway station

CHAPTER FOUR.

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4.0 Introduction This chapter presents the physical location of the project area (both in the regional and local contexts) and topographical and environmental characteristics of the area, background (history, planning and development) of the area, population characteristics, land use analysis, legal and institutional framework of the project area.

4.1 Locational Context of the Project Site The locational setting of a site dictates the nature of and extent of developments therein. This section places the study area in its regional and local context showing its location and interaction with the other areas.

4.1.1 Regional Context The study area, at its regional context, is located in Nairobi County which is 1.19o south of the Equator and 36.59o east of the Prime Meridian 70 as shown in map 1. Its altitude is between 1600 and 1850 meters above sea level with the Western side being higher than the Eastern. The climate is generally a temperate tropical climate, with cool evenings and mornings and becomes cold during the rainy seasons. Nairobi experiences a bimodal rainfall pattern with the long rains falling between April and June, while the short rains are experienced between November and early December. The average daily temperatures range from 290C in the dry seasons to 24 0C during the rest of the year.

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Maps 1. regional context (source; maphill.com)

The city of Nairobi owes its early development and growth to the Kenya Uganda Railway. The railway reached Nairobi in1 June 1899 and by July it had become the headquarters of the Kenya-Uganda Railway. In 1899, a plan for a railway town of Nairobi was prepared to guide development and growth of the city (Mitulla, 2010). By 1900, Nairobi had already become a large and flourishing

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settlement consisting mainly of railway buildings, Nairobi, as an urban centre was officially defined in 1900 under the Nairobi Municipal Community regulations and it became the capital of Kenya in 1907(Nairobi.org).

Nairobi city grew as a railway town as the building of the Kenya Uganda railway heavily influenced the rapid growth and development of the previous dormant graze land. Other factors that have contributed to the growth of Nairobi include the location of colonial headquarters here and trade. The city has now risen to a regional trade hub in Eastern Africa.

4.1.2 Local Context Syokimau railway station is located in Syokimau area which is to the South East of Nairobi, half a kilometer to the border of Nairobi and Machakos counties as shown in maps 3 and 4.

Maps 2. Regional context of the study area(sourcr: google maps)

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Maps 3. Neighborhood context of the project area.(source: google maps)

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Maps 4. Local context of the project area. Source: (google maps.

4.2 Background to the Project Site The Syokimau railway station was developed in 2012 as the first station in the Nairobi Commuter rail project. The station was initially intended to serve the large number of people from the JKIA to the city. The people would be ferried from the airport by scheduled buses to the railway station where they would catch the train and in 35 minutes be in the city Centre. This however did

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not work out well as the RVR ran into wrangles with the bus service providers. However, as remedy to this, the RVR are in the process of developing a direct railway line to JKIA from the city Centre.

As part of the ongoing Nairobi commuter rail project, the Syokimau railway station will be connected to the JKIA to ease the movement of travelers using the airport to the city Centre. As an area near both the JKIA and the city Centre, and also as a terminal to the SGR, the Syokimau railway station poses the potential of becoming a national integrated transport hub.

The station was thus developed at the edge of the flight funnel and necessitated construction of a new 2.2 Km railway line from the Embakasi station. The Syokimau railway station was completed and commissioned in 2012.

Plate 3. Passengers alight from a commuter train at Syokimau Railway Station in Nairobi. SOURCE (daily nation.co.ke)

4.3 Institutional and Legal Framework of the Project Area.

The key institutions concerned with this project are the Nairobi City County, the Ministry of transport and Infrastructure, the Kenya Railways Corporation and the Rift Valley Railways. The project as such will be subject to the approval of the Nairobi City County planning officials as required by the Physical Planning Act of 1996.

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The project will be developed by the Rift Valley Railways as per the concessionary agreement between them and the Kenya Railways. The Rift Valley Railways will thus provide the funds and management of the project.

4.4 Physiographic and Natural Conditions of the Project Area.

The site where the project is to be developed is an important consideration in the design of the project elements, the site has been analyzed as below indicating the core aspects.

4.4.1 Geology and Soils The Syokimau railway station is located in an area having dominantly the phonolites of middle Pliocene rocks. They are found 2-3 feet below the ground. Soils within the area are basically black cotton soils which are 2-3 feet deep in most parts.

4.4.2 Topology

The Syokimau railway station is located on a gently sloping site ranging between an altitude of 1639 M and of 1637 M. 4.4.3 Rainfall

The climate in Nairobi City where Syokimau is located is usually dry and cool between July and August but hot and dry in January and February. The average annual rainfall is about 900mm. The rainfall is bimodal with the first peak of rainfall occurring in April and the second peak in November. 28

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Temperature

Rainfall

Figure 6. Rainfall and temperature

Time of the year 4.4.4 Temperature

The average daily temperatures in the project area range from 290C in the dry seasons to 24oC during the rest of the year. The minimum daily temperature range is huge, from 10oC to 30oC in May and February respectively. The hottest months are from January to March. Design of the buildings in the area must thus be such that the indoor temperatures are neither too cold nor too hot for the comfort of the users.

Temperature

Figure 7. temperature

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4.4.5 Humidity

Maximum relative humidity occurs near dawn whereas the minimum relative humidity happens in the rainy seasons. The relative humidity however generally ranges from a daily maximum of 88% in May to daily minimum of 35% in April.

4.4.6 Wind Path

The predominant direction of prevailing wind within the project area is westerly with variations for part of the year with the sun path having an East to West orientation. The buildings in this area will thus have to ensure appropriate orientation to enable sun lighting and air circulation based on sun path and the wind direction therein.

4.5 Population The Syokimau railway station serves an average of 2500 users each day, however the station is poised to have a higher number of users with the connection of the direct line to JKIA. The station is expected to serve an average of 10,000 users each day when the link to JKIA is complete and this project implemented.

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CHAPTER FIVE.

5.0 DATA ANALYSIS AND DISCUSSION.

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5.0 Introduction The overall aim of this study was to determine the prevailing influence of landscape design on utilization of public transport interchanges. To achieve this, an analysis was done on a sample of the end users of the syokimau transport interchange. This chapter thus delves into the critical analysis, interpretation and presentation of the collected field data related to the subject matter of this study. The data was gathered by the author through his own observation on site, administering questionnaire to end users and on site sketching. The sample of the population used in the study was fairly selected without any bias applied. The main method used was stratified sampling whereby end users with distinct characteristics were grouped into various strata before being selected through random sampling.

A total of 60 respondents participated. Out of these, 55 responses were used in data analysis since they seemed more complete and study-aim oriented hence reduced the potential degree of random error.

5.1 End User Demographics.

5.1.1 Sex and Age Females made up 56% of the respondents which is 12% higher than male respondents. The almost even distribution reflected that the survey is balanced in terms of the sex of the respondents. 0-40 age group comprises the largest proportion of the respondents with 40%, these are mainly the youths and teens. The age group 40-50 was the second with 20%. This means 100% respondents are below age 50 and they consisted of mainly working force and students. The mean age of the respondents was 33years.

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Table 3. Age group distribution

Sex

No. of respondents

Male

14

Female

18

Age group

No. of respondents

0-20

13

20-30

13

30-40

0

40-50

6

50>

0

age

Gender

0% 0-20

20% 0%

40%

20-30 30-40

44% 56%

male female

40-50 40%

50 >

Figure 8. Age and gender (source author)

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5.1.2 Frequency 37% of the respondent’s use the syokimau transport interchange less than one day in a week, 12% two days per week, 38% three days per week, and 13% four days a week. The data reflected that more than half of the respondents are frequent users of the syokimau transport interchange, that is, they use the interchange more than three days a week.

However, there was almost 30% respondents that rarely use the interchange. Possible explanations include that their usual journeys do not require the interchange, the transport services that they require are not available in the interchange or they frequent another interchange.

FREQUENCY

Table 4. frequency

S/N

FREQUENCY(DAYS)

NO. OF RESPONDENTS

1

< 1day

12

2

2 days

4

3

3days

12

4

4days

4

5

5 days

0

4 days 5 days > 0% 13% < 1 day 37%

3 days 38% 2 days 12%

figure 9. frequency

5.1.3 Residence

The respondents were asked if they reside in the locational context of the syokimau transport interchange or are entirely visitors to the area. They were then grouped into two categories, residents and non-residents. A good number of the respondents (70%) were found to be residents and 30% were found to be non-residents. Of all non- residents, 60% came from kitengela and 40% from mlolongo, both places are neighboring syokimau.

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These results were mainly due to the fact that most respondents reside within the immediate neighborhood. Both residents and the non-residents are affected directly by the quality of services at the interchange and they influence its utilization.

RESIDENCE

NON-RESIDENTS

Residents 70%

mlolongo 40%

Nonresidents 30%

kitengela 60%

Figure 10. Residence

5.1.4 User means of access.

Most respondents (46%) access syokimau transport interchange through private means that is by use of their private cars, followed by non-motorized means (31%). Minority of the respondentâ&#x20AC;&#x2122;s access the interchange through public means that is the bus.

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access to public transport interchange

Non- motorised 31% private car 46%

buses 23%

Figure 11. Means of access

The non-motorized is composed of walking and cycling. Of all the non-motorized respondents, walking takes up the largest percentage with 86% while cycling takes 14%. Walking is one of the most common transport modes because of the proximity between the interchange and the residential area. Walking plays a very important role in the circulation system of the study area and it is the most common mode to travel from origin to originating station or from destination station to final destination within the neighborhood. The proportion of cycling is very low (14%). Such occurrence can be explained by the problem of incomprehensive cycling facilities.

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5.1.5 End user transit purpose.

Majority of respondents (50%) indicate that they use the interchange to get to their work followed by social activities at 30% and those that take transit at the interchange for education accounting for 10%. Respondents that take transit for other purposes such as travelling account for 10%.

Reason for visit others 10%

education 10% social activities 30%

work 50%

Figure 12. Purpose for visit.

This results can be accounted to the fact that syokimau is located at the outskirts of Nairobi and is mainly a residential neighborhood and also neighbors the Nairobi industrial area, therefore most people residing there are the workforce that commute daily to either the industrial area or the Nairobi CBD.

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5.2 Landscape elements.

5.2.1 Lighting 56% of the respondents felt that the lighting at the syokimau transport interchange was adequate for their operations at the interchange. However, 40% of the respondents felt there was need for more lighting especially at the outdoor environment, where there were more social activities. 4% of the respondents were not sure. Asked if lighting was important for their operations at the interchange, 94% of the respondents rated it important while 6% of the respondents felt that lighting was of no importance to their operations.

Lighting at the interchange

importance on usage of transport interchange

Not important

inadequate lighting

adequate

44%

lighting

6%

56% Important 94% Figure 13. Lighting.

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As observed from site, the main building at syokimau is well lit as compared to the outdoor, which is quite neglected. Majority of the respondents were using the main building and therefore were satisfied with the its lighting while the minority used the outdoor thus their dissatisfaction.

Plate 5. Lighting at the indoor (Source: author)

Plate 4. Lighting at the outdoor.(source: author.)

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5.2.2 Social amenities The following table outlines the amenities observed on site and their various attributes as recorded on site.

Table 5. Amenities

Amenity

Status

Maintenance

Good

Poor

Sitting areas

√

√

washrooms

√

Recycle bins

√

signage eatery

Poor √

√ √ √

n/a

Good

Plate 6. Recycle bin.(source: author)

√ n/a

Plate 7. Poor waste management.(source:author)

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Of these available amenities, 55% of the respondents felt that they were not adequate while 45% felt they were adequate. These results can be attributed to the fact that, for instance, the poor waste management can be associated with the inadequacy of the recycle bins at the interchange. social amenities; seats, washrooms, recycle bins

inadequate 55%

importance on utilization of interchange

not important 28%

Adequate 45%

important 72%

Figure 14. social amenities.

72% of the respondents rated the use of amenities as important to their use and operations at the interchange, 28% of the respondents felt that the amenities are not important to how they utilize the interchange.

It was also observed that there was neither a single eatery at the interchange nor within a radius of a minimum of one kilometer from the interchange. Eateries play a very important role in the utilization of any space by human beings. They act as points of reenergizing the user, and therefore in general they energize the space. 98% of the respondents rated eateries as very important to how they utilize the interchange. Washrooms at the interchange were located at the main building and most users (69%) were not

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familiar with how to get around and locate them. There were no washrooms at the outdoor and this may be the reason as to why 60% of the respondents felt that they were not adequate From observations made on site, there were very minimal signage at the interchange, and this may be attributed to the fact that there were many advertisement boards than there was signage, therefore suppressing the impact of signage at the interchange. 56% of the respondents felt that then signage at the interchange was not helpful while 44% felt it was helpful. 60% of the respondents rated signage as very important to their use and operations within the interchange.

Signage

not helpful 56%

importance on utilization of interchange

not important 40%

helpful 44%

important 60%

Figure 15. signage.

5.2.3 Planting and the air quality.

88% of the respondents felt that the planting done at the syokimau transport interchange was not satisfactory while only 12% felt was satisfactory. Such result maybe because of use of shrubs as the dominant species at the interchange. Shrubs may have been used to serve the purpose of aesthetics at the interchange, but this limits the benefits of plants in such an area where levels of temperature are high. 94% of the respondents felt that planting in this area could enhance their use of this space since by rating it important.

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Planting

importance on utilization of interchange

not important 6%

satisfactory 12%

not satisfactory 88%

important 94%

Figure 16. Planting

Plate 8. Shrubs(source: author).

NeriuNerium oleander

Golden duranta.

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When it comes to air quality, only 42% of the respondents felt that the air quality is quite comfortable while 58% of the respondent disagreed. This may have been due to noise at peak hours which normally comes from the highway traffic and the many activities while boarding the train which contribute to noise. The discomfort may also be as a result of the high temperatures during the day. air quality

not comfortabl e 58%

importance on utilization of interchanges

not important 28%

comfortabl e 42%

important 72%

Figure 17. air quality.

72% of the respondents rated air quality as very important to how they utilize the interchange while only 28% felt that air quality was not important in carrying out their daily activities.

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5.3 Connectivity 5.3.1 Access and circulation The main access to syokimau transport interchange is connected to a service lane on Mombasa road. It is the only access to the interchange for all the end users, and this might be the reason as to why 52% of the users here feel that access is not adequate while 48% feel itâ&#x20AC;&#x2122;s adequate. Also these results can be explained by the fact that higher number of the end users use this this access at the same time that is during peak hours. access and circulation

inadequate 52%

importance on utilization of interchange not important 25%

adequate 48%

important 75%

Figure 18. Access and circulation.

Majority of the respondents (75%) rated access and circulation as very important to their daily activities, while 25% disagreed.

When it comes to getting around the syokimau transport interchange, the site is very small and therefore it was easier to know the way in and the way out in addition to being able to move around easily. 70% of the respondents felt that it was easier to get around

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the interchange and find their way while 30% disagreed. 95% of the respondents rated this element as very important to how they utilize the interchange.

IMPORTANCE ON UTILIZATION OF INTERCHANGE

getting around

not important 5%

difficult 30% easier 70%

important 95% Figure 19. Ease of acces.

5.4 Safety.

All end users (100%) at the syokimau transport interchange regard safety as a very important element for them to carry out their activities. 64% of the respondents feel that the interchange is safe while 25% feel itâ&#x20AC;&#x2122;s not. The rest of the respondents are uncertain. With regard to how fast they can access emergency help at the interchange, 86% felt that it was easier getting help while 12% felt it was difficult accessing help and 2% were uncertain, probably because they never needed help at any given time. The ease of accessing help maybe due to the small size of the interchange facility and also for fact that majority of the users (70%) it was easier to find their way around.

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safety

getting help uncertain 2% difficult 12%

uncertain 11% unsafe 25% feel safe 64%

easier 86%

Figure 20.Safety

As observed on site, safety concern is demanding with regard to the average number of people syokimau transport interchange serves per day that is 2500 users, and the pedestrian connection at the interchange. Pedestrian sidewalks leading to the interchange are too narrow and located adjacent to the Mombasa road. Within the interchange there is also pedestrian-vehicular conflict arising from the inadequate pedestrian connection. This poses great risk with regard to pedestrian safety and therefore calls for improved safety measures.

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Plate 10. Narrow sidewalks(source:author)

Plate 9. pedestrian access adjacent to Mombasa road(source:author)

5.5 Vulnerable Groups.

At syokimau transport interchange, vulnerable groups may not have been considered in its initial planning but as per the time this study was carried out, the interchange did not have any level changes that could hinder access by the vulnerable groups but the narrow walkways called for intervention to accommodate all the end users at the interchange.

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5.6 Satisfaction rate and ranking.

The following table presents each element analyzed in descending order according to importance rating accorded by the respondents.

Table 6. Satisfaction rate and ranking.

Rank

Element

Asses criteria

Rating

1

Safety

Landscape quality

100%

2

Access and circulation

Connectivity

95%

3

Lighting

Landscape element

94%

4

Planting

Landscape element

94%

5

Air quality

Landscape quality

72%

6

Social amenities

Landscape element

72%

7

Signage

Landscape element

60%

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CHAPTER SIX

CONCLUSIONS AND RECOMMENDATIONS.

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6.0 Introduction.

This chapter focuses on the summary of the main aim of this study which was to determine the influence of landscape design on utilization of public transport interchange. The study aspects thus revolve around space utilization of public transport interchanges.

Relying on personal observation and residentsâ&#x20AC;&#x2122; responses, the study came up with findings and gives recommendations and areas for further research, the specifics of which form the core of this chapter. The recommendations are modeled around the objectives of the study which revolved around determining the how landscape design influences how end users utilize a public transport interchange.

6.1 Air quality improvement.

The overall performance of the air quality at syokimau transport interchange is far from satisfactory in regard to environmental conditions such as pollution and temperature as experienced at peak hours and during the day respectively. Though majority of the respondents agreed that the air quality is good, there was still need for improvement of the air quality whereby pollution levels need be reduced and air temperature need be regulated so as to achieve human comfort levels especially in the outdoor.

This study recommends that more vegetation should be planted so as to control air temperature through filtering the solar radiations and also providing shade at the interchange. Plants barriers would also be used to filter noise levels to comfortable levels.

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6.3 Well lighted interchange The lighting done in the main building at syokimau transport interchange is satisfactory while lighting at the outdoor is not. This element was ranked 3rd in the satisfactory rate and ranking and therefore there is much need to improve the lighting at syokimau transport interchange. This study recommends that lighting at the outdoor should complement the lighting at the indoor by improving the lighting scheme through employing various lighting techniques such as up lighting, graze lighting and down lighting using streetlight poles to enhance utilization during early hours of the morning and the late hours in the evenings at syokimau transport interchange. This study also recommends that, in future, design and planning of public transport interchanges take into consideration landscape lighting as an important aspect in utilization of public transport interchange. Also it should put into consideration policy frameworks such as vision 2030 which aims at transforming the economy into a 24hr economy, and for this to be achieved, lighting would be a very important aspect.

Figure 21. Landscape Lighting for pedestrians and vehicular access.(source: author)

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6.4 Clear and loud Signage Signage at syokimau transport interchange is not clear and direct. There was no signage showing the flow of traffic and access points. As observed on site, there were many advertisement boards than there were signage, this hinders users from finding their way around at the interchange and also locating facilities such as the washrooms. Signage plays a bigger role in way finding at a public transport interchanges.

This study recommends that signage be clear, loud and direct so as to make way finding in a public transport interchange easier.

This signage should also follow basic landscape design principle such as the theme for an interchange so as to comply with other forms in the interchange.

6.5 Improved access and circulation Vehicular access at the syokimau transport interchange is quite well defined and therefore, as per the time of this study, minimal intervention was needed, but with the expected rise in the average number of users per day at syokimau transport interchange, there is need to consider vehicular aspects such as maneuverable space, parking and their width to accommodate larger population.

Pedestrian access at the syokimau transport interchange was completely neglected with regard to access, width, spatial planning and maintenance. There was need to articulate pedestrian walkways with relation to the whole interchange so that pedestrians gain access to other facilities within syokimau transport interchange. Such provision could certainly encourage people to adopt cycling as their transport mode for the first leg in a journey.

Moreover, better integration with the main interchange facility is advised. Since this main facility building in the study area had already been built and used for several years, there was limited choices of improvement regarding this suggestion. However, Public

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transport interchanges to be built in the future should be integrated with main building concourses by having short, shaded and wide pedestrian walks linking them together.

Figure 23. More of pedestrian oriented to integrate with existing facility. (Adapted from G.Githatu)

Figure 22. Concept of shared space.( Source author)

This study also recommends use of the concept of shared space to solve pedestrian-vehicular conflict by removing the separation between modes of transport in order to create more pedestrian friendly environments. The idea of removing ground markings for traffic, which are painted in the name of safety, seem counter intuitive at first, but the result is more eye contact, slower speeds and heightened awareness.

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6.6 Social Amenities.

6.6.1 Sitting Areas Passengers have to stand waiting for public transport and sometimes the waiting time is longer than they expected. Suitable number of seats can be added at the head of the stops/platform so that passengers who have to wait for the longest time or elderly can have a place to rest. In addition to this, more sitting areas should be established in the outdoor environment where more social activities are. These sitting areas should be located in the shade to enhance user comfort and also can be incorporated with other landscape elements such as water fountains.

Figure 24. Sitting areas with shade (source: author)

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6.6.2 Sanitation Facilities.

The sanitation facilities at syokimau are not adequate. It is also not easy to find them and therefore this study recommends that gender sensitive sanitation facilities are established especially at the outdoors where it was observed that there were none. The vulnerable groups should also be put into consideration. Locating these sanitation facilities goes hand in hand with signage and therefore clear and direct signage as discussed earlier would solve way finding.

6.6.3 Recycle Bins.

Efficient utilization of space requires a clean environment. With regard to this, this study recommends that more recycle bin be placed in the outdoor where it was observed that they were lacking.

6.6.4 Eateries.

For human being to utilize a space efficiently and for a considerable period of time they need energy.

Among the social amenities, this element received the highest ranking. This study recommends introduction of more eateries in the main facilities and in the outdoor. ` Figure 25. a pergola as an outdoor eatery facility.(source: author)

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6.7 Design Based recommendation 6.7.1 Integrated Open Space Planning.

This should be done in an effort to maximize the diversity of the values and quality of the open space and related resources. This can be done by locating, developing and managing spaces within the public transport interchanges from the onset of the planning of interchanges to its desired future design. The integrated planning will ensure the open space reserves are workable and able to cater for the needs of the present and future generations. All the planning and activity allocation works must be approved by the authorities (county government) in an effort to reduce space wastage and to eliminate illegal activities.

6.7.2 Zoning.

This is meant to aid in the open space planning. This will help in the designation of activities taking place in the interchange to ensure compatibility of activities thus enhancing environmental harmony.

6.7.3 Involvement of the residents.

Activities that are compatible with residential settings in syokimau would provide an opportunity for the residents’ appreciation of and involvement with their environment. Visibility and attractiveness should dictate the design of these environments. Residents’ involvement in spatial planning of public transport interchanges ensures the creation of spaces that are specific to the users’ needs.

6.7.4 Visual linkages of spaces and elements.

This should be given priority in the open space design process to improve/ensure users’ delight and efficient use of a space. This would ensure continuity and order in the landscape, a factor that can also be achieved by employing consistent variability of paving materials, landscape materials and establishment of green linkages. The design must however, be flexible enough to anticipate events as well as accommodate the various diversities within the community and at the same time enhance visual appreciation.

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6.7.5 Activity nodes These spaces must be designed to accommodate specific, clearly defined activities and must be accessible and of clear distinction to the surrounding spaces. A series of relatively connected nodes should be established to enhance visual linkage between the individual nodes and the interchange as a whole. Nodes are important tools for way finding and place legibility thus should be developed with features of interest such as fountains, monuments to compliment the scenes.

Figure 26. Nodes help in way finding.(source: author)

6.7.6 Landscape ordering This can be achieved in the landscape by designing the outdoor realm as a visually communicating composition to the user. The interchange entry should be articulated to welcome the viewer to a public transport interchange. The sequence in the arrangement

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of landscape features must be worked out by an ordering principle. A theme can be used to create a sequence of events within the interchange.

6.7.7 Night use of open spaces This would be taken into consideration by the incorporation of lighting facilities. The design and installation of the lighting facilities should take into consideration policies put in place such as environmental policies requiring reduction of glare. The lighting facilities should be both functional and aesthetical. Night use of open space would also conform to the Kenya vision 2030 that aims at transforming the Kenyan economy into a 24hr economy.

6.8 Areas for further research.

As should be the case with any research project of this nature and extent, many new questions arose and the following future research topics seem to suggest themselves. â&#x20AC;˘

Public transport interchanges as urban living environments.

â&#x20AC;˘

An in-depth understanding of public transport interchanges within their surrounding urban environments.

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7.0 APPENDICES. 7.1 Work plan ID

TASK NAME

DURATION

1

Preambles and Chapter 1: Introduction

2 Weeks

2

Chapter 2: Literature Review

6 Weeks

3

Chapter 3: Research methodology

2 Weeks

4

Chapter 4: Study area

2 Weeks

5

Primary data collection and case studies

1 Week

6

Chapter 5: Data analysis and presentation Chapter 6: Summary of findings, conclusions and recommendations

1 Week

Final Draft Printing and binding

1 Week

7 8

JAN 1 2

3

4

FEB 5 6

7

8

MAR 9 10

11

12

1 Week

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7.2 Research budget ID

ITEM

SPECIFICATION

APPROXIMATE COST [Ksh]

1

Personal Cost

Researcher [Subsistence and Boarding]

30,000

2

Support Services

Data Input and Analysis

7,500

3

Field Work Cost

Transport and Other Expenses

15,000

4

Overheads

Stationary, Photocopying, Printing and Binding

9,000

5

Books and Journals Cost

Books

5,000

6

Equipment and Tools

Equipment

3,000

7

Contingencies

3,500

8

Total

73,000

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7.3 Questionnaire 1. (Commuter) JOMO KENYATTA UNIVERSITY OF AGRICULTURE AND TECHNOLOGY P.O BOX 62000-00100, TEL. 067-52181, 52711 NAIROBI DEPARTMENT OF LANDSCAPE ARCHITECTURE landscape@sabs.jkuat.ac.ke

Hi, I am a student at JKUAT conducting a study to find out your satisfaction regarding the quality of utilization of syokimau public transport interchange. You r respo nse i s hi ghly appreci at ed. T h a n k y o u .

Q u es ti o n n ai r e 1 . ( C om m ut er s ) PART (A) Sex: … Male Age: …

0-20

… 50-60

… Female …

20-30

…

30-40

…

40-50

… above 60

Occupation…………………

Resident in syokimau

Non resident

If non-resident, what’s your place of residence?....................

Q1. How many days in a typical week do you use this public transport interchange?

Days per week ……… less than one week

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Q2. What is your purpose here?

Work

… Entertainment

… School

…

Social Activities …

Others (Please specify): Q3. How do you access this public transport interchange? … Walking

… Cycling ……. Train …… public (e.g. bus) … Private cars (including motorcycles)

… Others (Please specify): Q4. How long does it take to get to the public transport interchange? … ≤ 10 min

11-2 0 min

21-30 min

≥ 30 min

Q5. How do you reach your destination from the public transport interchange? … Walking

… Cycling

… Train

… Bus

…

Private cars (including motorcycles) …

Others (Please specify):

Q6. How long does it take to get to your destination from the public transport interchange? … ≤ 10 min

11-20 min

21-30 min

≥ 30 min

Q7. How long do you expect to wait here before boarding?

≤ 10 min ≥ 30 min

11-20 min

no need to wait

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21-30

79

1

Is the air quality good in the Interchange?

2

Is the interchange well lit?

3

Is the interchange clean?

4

Are there enough seats?

5

Are There places to buy food and Drink?

6

Are There adequate toilets and recycle bins nearby?

7

Is the signage helpful?

8

Do you like the planting design here?

9

Is The interchange easy to get around?

10

Is The pedestrian connection good?

11

Do you feel safe here?

12

Is it convenient to transfer to other transport services here?

13

Are Vulnerable groups (children, women and the disabled) catered for?

14

Is the Interchangeâ&#x20AC;&#x2122;s landscape is visually appealing?

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Important

Not

Important

Please put a tick in appropriate boxes

s/n

Disagree

Agree

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7.4 Questionnaire 2. (Driver) JOMO KENYATTA UNIVERSITY OF AGRICULTURE AND TECHNOLOGY P.O BOX 62000-00100, TEL. 067-52181, 52711 NAIROBI DEPARTMENT OF LANDSCAPE ARCHITECTURE landscape@sabs.jkuat.ac.ke Hi, I am a student at JKUAT conducting a study to find out your satisfaction regarding the quality of utilization of syokimau public transport interchange. Y o u r response is highly appreciated. Thank you.

Q u es ti o n n ai r e 2 . ( Dr i v er s ) Sex…..… Male … … Female Age……

0-20

…… 20 -30

…

30-40

…

40-50

…

50-60

… above 60

(a) How long have you been a driver here? ………………… (b) Resident in syokimau Non resident If non-resident, what’s your place of residence?.................... (c) What kind of services do you provide? Private public If public, how long do you wait in the interchange? <10min 10-30min 30-60min

>1 hr.

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1

Is the air quality good in the Interchange?

2

Is the interchange well lit?

3

Is the interchange clean?

4

Are there enough seats?

5

Are There places to buy food and Drink?

6

Are There adequate toilets and recycle bins nearby?

7

Is the signage helpful?

8

Do you like the planting design here?

9

Is The interchange easy to get around?

10

Is The pedestrian connection good?

11

Do you feel safe here?

12

Is it convenient to transfer to other transport services here?

13

Are Vulnerable groups (children, women and the disabled) catered for?

14

Is the Interchange landscape visually appealing?

15

Is There enough parking?

16

Is the Maneuverable space adequate? (road width, turning radius)

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Important

Not

Important

Please put a tick in appropriate boxes

Disagree

s/n

Agree

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7.5 Questionnaire 3. (Traders) JOMO KENYATTA UNIVERSITY OF AGRICULTURE AND TECHNOLOGY P.O BOX 62000-00100, TEL. 067-52181, 52711 NAIROBI DEPARTMENT OF LANDSCAPE ARCHITECTURE landscape@sabs.jkuat.ac.ke

Hi, I am a student at JKUAT conducting a study to find out your satisfaction regarding the quality of utilization of syokimau public transport interchange. You r re spon se i s hi ghl y app re ciate d. Th ank you .

Questionnaire 3. (traders) Sex:

… Male

Age:

… …

… Female

0-20

…

20-30

50-60

… above 60

…

30-40

…

40-50

(a) How long have you been doing business here? <6months 1yr. (b) When do you sell most? Morning afternoon late afternoon

>1yr

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1

Is the air quality good in the Interchange?

2

Is the interchange well lit?

3

Is the interchange clean?

4

Are there enough seats?

5

Are There places to buy food and Drink?

6

Are There adequate toilets and recycle bins nearby?

7

Is the signage helpful?

8

Do you like the planting design here?

9

Is The interchange easy to get around?

10

Is The pedestrian connection good?

11

Do you feel safe here?

12

Is it convenient to transfer to other transport services here?

13

Are Vulnerable groups (children, women and the disabled) catered for?

14

Is the Interchangeâ&#x20AC;&#x2122;s landscape visually appealing?

15

Is Trading space provided adequate?

16

Is Storage space provided adequate?

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Important

Not

Important

Please put a tick in appropriate boxes

Disagree

s/n

Agree

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7.6 Observation Checklist

Jomo Kenyatta university of agriculture and technology P.O BOX 62000-00100, TEL. 067-52181, 52711 NAIROBI DEPARTMENT OF LANDSCAPE ARCHITECTURE landscape@sabs.jkuat.ac.ke

Declaration: The information gathered in this study is for academic purposes only.

Observation checklist.

Date…. /……./…….

Time of the day ………………

Item/landscape element

present yes

no

status good

poor

maintenance good

poor

quantity

remarks

Access and circulation (paths, vehicular roads, plazas) Planted vegetation (trees, shrubs) parking communal facilities (playground, sports facilities)

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Item/landscape element

present yes

no

status good

poor

maintenance good

poor

quantity

remarks

Amenities Recycle bins sitting areas washrooms signage Service utilities Drainage Electric Sewer Water features (ponds, fountains) Gardens (flower, rock, water) Lighting Monuments and sculpture Eateries

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7.7. List of Figures.

Figure 1. Traveller experience ............................................................................................................................................................................................................ 7 Figure 2. Safety. Use of wide pedestrian walkways enhances safety by minimizing vehicular conflict. (SOURCE: AUTHOR) ....................................... 13 Figure 3. Wind control through plant layering. (Source; author) ................................................................................................................................................. 15 Figure 4. an integrated pedestrian-orientated environment. (source: adapted from http://www.ahr-global.com/Transportation) ........................................... 18 Figure 5. Conceptual framework ...................................................................................................................................................................................................... 23 Figure 6. Rainfall and temperature ................................................................................................................................................................................................. 45 Figure 7. temperature ...................................................................................................................................................................................................................... 45 Figure 8. Age and gender (source author) .................................................................................................................................................................................. 49 figure 9. frequency ........................................................................................................................................................................................................................... 50 Figure 10. Residence ........................................................................................................................................................................................................................ 51 Figure 11. Means of access .............................................................................................................................................................................................................. 52 Figure 12. Purpose for visit............................................................................................................................................................................................................... 53 Figure 13. Lighting. .......................................................................................................................................................................................................................... 54 Figure 14. social amenities............................................................................................................................................................................................................... 57 Figure 15. signage. ........................................................................................................................................................................................................................... 58 Figure 16. Planting ........................................................................................................................................................................................................................... 59 Figure 17. air quality. ....................................................................................................................................................................................................................... 60 Figure 18. Access and circulation. .................................................................................................................................................................................................... 61 Figure 19. Ease of acces. .................................................................................................................................................................................................................. 62 Figure 20.Safety ............................................................................................................................................................................................................................... 63 Figure 21. Landscape Lighting for pedestrians and vehicular access. ............................................................................................................................................. 68 Figure 22. Concept of shared space. Source author ......................................................................................................................................................................... 70 Figure 23. More of pedestrian oriented to integrate with existing facility. Adapted from G.Githatu ............................................................................................. 70 Figure 24. Sitting areas with shade .................................................................................................................................................................................................. 71 Figure 25. a pergola as an outdoor eatery facility. .......................................................................................................................................................................... 72 Figure 26. Nodes help in way finding ............................................................................................................................................................................................... 74

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7.8 List of Plates.

Plate 1. geographical scope (source: Google earth) .......................................................................................................................................................................... 6 Plate 2 Syokimau railway station ..................................................................................................................................................................................................... 37 Plate 3. Passengers alight from a commuter train at Syokimau Railway Station in Nairobi. SOURCE (daily nation.co.ke) ............................................................ 43 Plate 4. Lighting at the outdoor. ...................................................................................................................................................................................................... 55 Plate 5. Lighting at the indoor. ..................................................................................................................................................................................................... 55 Plate 6. Recycle bin. ......................................................................................................................................................................................................................... 56 Plate 7. Poor waste management.................................................................................................................................................................................................... 56 Plate 8. Shrubs. ................................................................................................................................................................................................................................ 59 Plate 9. pedestrian access adjacent to Mombasa road ................................................................................................................................................................... 64 Plate 10. Narrow sidewalks.............................................................................................................................................................................................................. 64

7.9 List of Tables.

Table 1. Sampling frame .................................................................................................................................................................................................................. 33 Table 2. sex distribution Table 3. Age group distribution ....................................................................................................................................................... 49 Table 4. frequency ............................................................................................................................................................................................................................ 50 Table 5. Amenities ............................................................................................................................................................................................................................ 56 Table 6. Satisfaction rate and ranking. ............................................................................................................................................................................................ 65

7.10 List of Maps.

Maps 1. regional context (source; maphill.com) ........................................................................................................................................................................ 39 Maps 2. Regional context of the study area(sourcr: google maps) ......................................................................................................................................... 40 Maps 3. Neighborhood context of the project area.(source: google maps) .................................................................................................................................... 41 Maps 4. Local context of the project area. Source: (google maps. .................................................................................................................................................. 42

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7.11 References .

1. Given, L. M. (2008). The SAGE Encyclopedia of Qualitative Research Methods. Vol. 2, California: SAGE Publications, Inc. 2. Kothari C.R (2004); Research methodology; Methods and Techniques: New Delhi: New Age International Limited.

3. Mugenda. M. and Mugenda. 1991. Research methods. Quantitative and Qualitative approaches. Nairobi acts press.

4. Morgan, D. L. (1998). Focus Group Kit. Vol. 1, The Focus Group Guidebook, California: SAGE cop.

5. Giannopoulos, G. A. (1989). Bus Planning and Operation in Urban Areas: A Practical Guide. England: Avebury.

6. Nguyen, L. D. (2004). Environmental Indicators for ASEAN: Developing an Integrated Framework. [Electronic]. Available: http://www.ias.unu.edu/binaries2/IASWorkingPaper109.doc [2009-03-05].

7. Alliance Against Crime. (2011). Designing Out Crime: A Designers’ Guide. London.

8. Fukahori, K., & Kubota, Y. (2003). The role of design elements on the cost-effectiveness of streetscape improvement.

Landscape and Urban Planning 9. Fung, W. M. (2012). Infill as catalyst for vivid urban fabric formation – A study on increasing walk-ability in Hong Kong.

URBAN DESIGN International, 10. Hamilton-Baillie, B., & Jones, P. (2005). Improving traffic behavior and safety through urban design. Proceedings of the ICE Civil Engineering 11. Gjerde, M. (2011). Visual evaluation of urban streetscapes: How do public preferences reconcile with those held by experts?

URBAN DESIGN International, 16(3), 153–161.

12. Jacobs, J. (1961). The Death and Life of Great American Cities. New York: Random House.

13. Hamilton-Baillie, B. (2004). Urban Design: Why Don’t We Do It in the Road? Modifying Traffic Behavior through Legible Urban Design. Journal of Urban Technology, 11(June 2012), 43–61.

14. Kaparias, I., Bell, M. G. H., Miri, A., Chan, C., & Mount, B. (2012). Analysing the perceptions of pedestrians and drivers to shared space. Transportation Research Part F: Traffic Psychology and Behaviour.

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15. Reconnecting America. (2011). Sustainable Urban Design & Transit.

16. Taylor, B. D., & Fink, C. N. Y. (2011). The Factors Influencing Transit Ridership : A Review and Analysis of the Ridership Literature.

17. Taylor, B. D., Iseki, H., Miller, M. A., & Smart, M. (2007). Thinking Outside the Bus: Understanding User Perceptions of Waiting and Transferring in Order to Increase Transit Use. Los Angeles.

18. Wright, L. (2004). Bus Rapid Transit - revised January 2004. Sustainable Transport: A Sourcebook for Policy-makers in Developing Cities Module 1a.

19. GRAVA, S. 2003. Urban transportation systems: choices for communities New York, McGraw-hill.

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