A year has passed since I had the audacity to start putting myself out there. By out there I mean The internet. And yes, audacity is all we need. Do you know what that means? It’s been a year of you clicking the links that I share with you via email or social media.
It’s been an exciting journey. I honestly learnt a lot from running a blog compared to what school has thought me. It has made me do more research than I have ever done on my assignments and the good thing is I have you as an audience to witness this learning process. I hope you are as proud as I am of what this baby is growing to be.
The main lesson that I have learned is how consistency plays a huge role in our lifetimes. I have tried being consistent with my writing but school is demanding. I just finished a semester and preparing to start another semester next week. But ill update new blogs when I can. I’ll also share school projects that have made us listen to hope FM throughout the night
For our first anniversary ill highlight Some of the oldest blog, can’t believe I’m saying old coz it’s just yesterday I was scared as hell to press the publish button of my first blog
Other recommended post includes
And here are the current stats of the blog so far
Special thank you to:
You, From the beginning, you’ve been reading and giving me thoughts on this site. Because your comments make this place more dynamic and interactive, and I’ve learned so much from them!
My editor for making sure that the things I post on here make sense.
My blogger friends and friends have been a big encouragement to me, always visiting my blog and motivating me with their support and comments by sending me emails, constructive criticism/corrections, or messages simply to say hello
Sharing this blog with your friends and family
And also Following me on social media and engaging with my posts
Thank you for trusting this young Creative. Buckle up for the new adventure that awaits.
Let’s take a moment and thank the emergence of online meetings. We all can agree that the pros of online meetings are way more than the cons. I mean who could have imagined one could have access to these prominent workshops that one needed great connection to get in. Also taking classes in the comfort of my home. Interesting if you ask me.
Wait that’s not what we are here to talk about today on this post. Hail to the online everything. At least now most of us have cut the cost of travel expenses, the chaos, traffic jams. Thank God we don’t have to go through that anymore. And please if any meeting can be done online don’t bother setting up a physical meeting, I mean we are keeping up social distance (or don’t just make me go through Nairobi’s Traffic chaos for that)
Today’s post was inspired by the virtual workshop I attended last month. It was organized by ITDP Africa. The workshop assessed the current and planned BRT systems in Africa which is:
Nairobi Thika Road BRT.
the Addis Ababa B2 BRT system.
the Cairo BRT system.
the Dar es Salaam BRT.
the Kigali bus sector modernization.
Head over to their website and listen to the webinar recordings and presentation of the workshop.
Mobility is a crucial topic in Kenya. The experts discussed most of the solutions that can be used to sort the mobility issue in Nairobi. The major takeaway I had from the webinar is that it is better for Kenya to benchmark on the already similar working systems rather than generating new unproven systems to be implemented.
Let’s talk about matatu culture. We refer to it as a “Club on Wheels,” Most of them are loud, with beautiful graffiti-style paintings, custom designs, flashing lights, and onboard entertainment to attract the attention of the young passengers.
The matatu sector has benefited greatly from technological advancements. Some offer high-speed internet access as well as power outlets for charging phones and other electronic devices. Once the car has been pimped up and it has left the garage, it will be marketed to matatu fans on social media sites.
According to Kenya’s Transport Ministry, 70 percent of the city’s 4.5 million commuters rely on these minibusses to get around. these privately owned taxis that transport multiple passengers have developed from a mode of transportation to a way of life.
they are the largest employer of youth in Kenya.
they are used to communicate Kenyan pop culture,
premiere new music videos and sometimes interactively transmit conscience messages.
They are an important part of Kenya’s heritage and authenticity.
The uniqueness of the culture attracts visitors who tend to be amazed by the vibrant design, including American celebrities like Cardi B, Chris Brown, and Trey Songs.
While Matatus are the preferred mode of transportation for most Kenyans, they are inexpensive, easy but sometimes chaotic. To keep ahead of the competition, matatu touts and drivers are known for causing havoc on the busy streets of Nairobi, Kenya’s capital. They are known for violating most traffic laws, particularly during rush hours.
The Matatus have destinations, but no schedules. They compete for the same routes and leave only when all passengers are on board; otherwise, the trip would not be worthwhile. Buses with the best artwork, the friendliest drivers, and the most entertaining conductors fill up fastest.
As a regular user of Matatus, I have had a fair share of some negative experiences with them. some touts are always rude for no reason and it is believed that “nganya” has some favoritism that only attractive girls are allowed to take the front seat with the driver.
A loving and loathing culture paradox exists within Matatu culture. The urban youth see them as a source of identity while some visitors and older generations see all they are as chaotic.
However, government bans and alternative modes of public transportation can soon put Matatu culture at risk. Clearly, the introduction of the BRT in Nairobi will have a significant impact on many workers who rely on the matatu industry for their livelihoods.
After the introduction of BRT, it is also certain that the matatu business would continue to play an important role in Nairobi’s transportation system, providing feeder routes and transit services in areas where BRT does not serve.
Therefore, the key question is how to develop and integrate this crucial aspect of the public transport system properly with BRT needs to be dealt with.
Whether or not BRT is successfully implemented, Kenya’s plans for an eco-friendly and integrated passenger transport system still need to address some key issues in the city. The formalization of employment, elimination of extortion, corruption, reducing congestion and pollution are essential to mobility in Kenya.
Over the past six months, Nairobi has transformed massively. As part of Nairobi’s integrated master plan and decongestion policy, the green park bus terminus (situated at Railways Club along Haile Selassie Avenue) is part of current efforts to move public service vehicles (PSVs) from the CBD.
Consider reading the previous post on Nairobi Metropolitan Services(NMS) strategies to decongest the city to get a clear glimpse of other changes that are under way in Nairobi.
Today’s post we will focus on the nearly finished Green Park Terminus that is approximately 95% complete. The post will mostly focus on the fuctional part of the terminus.The building of the green park bus terminus is set to accommodate Ngong and Lang’ata road PSVs (Kawangware, Kikuyu, Kibera, Lang’ata, Rongai, Kiserian).
What the Terminus will Comprise
The fascinating bit of the park is the fact that All vehicles will be regulated by an electronic monitor.
Technology will take over from the tout since we will have access to a digital network integrated with the termini, which will keep matatu operators informed of when the last-mile buses will arrive at various pick-up points. This will ensure that the last mile buses at the various pick-up stages remain up-dated for the passengers and operators of matatu.
Commuters can access travel details through a mobile app by alternative means.
A police station built to ensure the safety of passengers and matatu crews.
Smart cameras To track every activity in the bus terminals, that will be connected to operation centers at police headquarters.
Each Sacco will be required to appoint a delegate to sit in the operations room and take responsibility for any misbehaving members.
Level 2 hospital, A dispensary that can provide medical assistance in emergency situations is ready, with about 3,000 people expected to use it daily.
Trading centre, eateries; equiped with free Wi-Fi.
Two modern ablution blocks baby changing stations for mothers, resting area for crew, a trading area.
Proposed underground tunnels connecting the park to the city center, allowing people to freely cross Uhuru Highway on either side without experiencing any inconvenience.
The park, which was originally designed only for (PSVs), has now been extended to include boda bodas and taxis.
The terminus is set to aid in improving security in Nairobi due to the Smart Cameras that will be installed. Because of the extra space, streets will be free which would not only improve air quality but also foster a pedestrian-friendly environment
It will save on time and fuel by eliminating the amount of time spent accessing the current CBD terminal. The system, however, raises a series of concerns and challenges. Will the current prices of the PSVs change since we won’t be accessing the CBD meaning distance travelled will be less. Will the bus shuttle that transports commuters from the newly constructed Green Park Terminus to the Central Business District (CBD) be affordable?
Users can be forced to travel a long distance between termini as a result of the interconnectivity difference. The boda boda industry is unavoidably going to take advantage of the long distances. We all are curious how the GPS locator will fuction ,a friend was jokingly commenting that with how kenyan matatus are reckelessly driven how long will they be able to maintain their locators.
The most important question is will the system work? It is critical to establish a working structure that includes county government and authorities mandated by national government that prioritizes planning. This will necessitate long-term participatory, accountable, open planning and management,and most importantly the policy framework set to govern the place. Read more about the terminus below.
The emergence of planning in Nairobi can be traced back to the arrival of the train in the plains of the River Nrobi. This place was chosen by the railway builders as an ideal resting spot while awaiting the ascent of the steep Limuru escarpments. Kenya’s first proposal was to establish a railroad town along the rails, a colonialist’s first infrastructure built to link the hinterland to the coastal region.
Nairobi was a good option because it provided a convenient stopover between Mombasa and Kisumu, as well as sufficient water supply from the nearby Nairobi and Mbagathi rivers. The terrain was relatively flat, making factories, industrial areas, and a depot possible.
Following the establishment of the railway depot, certain spatial trends emerged, including the railway station, a shopping center, housing quarters, and the Indian bazaar. This layout was based on the 1898 Railway Town Plan and the 1899 Railway Staff Quarters Plan.
Nairobi’s transformation from a railway town to an administrative and commercial center under the British protectorate was aided by the move of provincial offices from Machakos to Nairobi first, and then the protectorate headquarters from Mombasa to Nairobi.
In 1900, the city became Nairobi’s first township. This was the beginning of the town’s municipal government. By this time, the city had grown into a large and prosperous town, with settlements primarily consisting of KUR structures, separate residential neighborhoods for Europeans and Indians, and a small African settlement in Eastland. By 1909, a large part of Nairobi’s internal structure was already built, particularly in the Central Business District (CBD). In the year 1919 Nairobi was named as a municipal council with corporate rights
Nairobi was 25Km2 in 1920, 90km2 in 1927, and 684 square kilometers in 1995. Nairobi’s business and regulatory status extended related to its populace. Key business roads like Delamere Street- now Kenyatta Avenue and Government Road-now Moi Avenue, became significant shopping zones as zones like Bazaar Street now-Biashara Street emerged. Hence, a lot of the old buildings in the town are also located on these streets
With the commissioning of the 1948 Master plan by the Nairobi Municipal Council and the Railway Authority, the settler capital was further elevated to a colonial capital. The plan’s main goal was to make Nairobi more appealing as a capital for Kenya and the East African region. The plan, like other proposals for colonial capitals, aimed to improve relations between the colonizing nation and the colonial territory.
However, the plan was specific, focusing on European and Asian traders, with the raised grounds toward the west saved for private use. Since the land seemed, by all accounts, to be abandoned (pastoralism practice by the Masais), it provided opportunities for land appropriation.
In the early stages of the growth of Nairobi, racial character in various places portrays the racial segregation created by spatial organizations. Europeans lived on the railways in the north and west;in areas where they had easy access to ports and roads for the transportation of goods, the colonisers developed centers of life represented by administrative, cultural, economic, and recreational activities.. Africans and Indians were restricted to the eastern and southern regions.
As a result, the spatial structures of Nairobi, became overly dependent on a limited number of economic geographic areas.With a few exceptions, these land-uses have remained unchanged in modern-day Nairobi.
Teckla, Muhoro, et al. “Reflections on Architectural Morphology in Nairobi, Kenya: Implications for Conservation of the Built Heritage.” Conservation of Natural and Cultural Heritage in Kenya: A Cross-Disciplinary Approach, edited by Mugwima Njuguna and Anne-Marie Deisser, 1st ed., UCL Press, London, 2016, pp. 75–92. JSTOR,www.jstor.org/stable/j.ctt1gxxpc6.12. Accessed 15 Mar. 2021.
Urban centers are home to half of the total populace and are drivers of development and creativity in the economy. The high concentration of people and events in urban areas, also, makes them inclined to different stressors, for example, the ongoing COVID-19 pandemic.People were seen fleeing out of most urban centers for safety.
Significantly more than one city has been closing down, converting urban commercial centers, suburban malls, and other public areas into ghost towns as the infamous coronavirus rips through the globe. A few nations are as yet under lockdown to contain the spread of the COVID-19. Kenya was one of the nations that partially pre-owned this methodology to contain the infection.
This isn’t the first occasion when this has occurred—since days of old times, urban areas have become the focal points of transmittable infections.
With the coronavirus set to restructure the urban environment over the coming years, we are headed for rather momentous days with these upcoming changes. Urban centers being the epicenter of the pandemic, there should be more of advocating for the reimagining of cities and proposing alternatives ways for creating a resilient built environment. The main aim of this blog post is to explain the effects of the pandemic on cities and to highlight valuable lessons that can be learned from urban planning post-COVID.
Positive impacts brought by pandemic to the city
New concerns have been presented by the Covid-19 pandemic, compelling us to reconsider the manner in which we fabricate our urban areas. Without neglecting the idea of a city as a social community, the emergency has additionally allowed us a chance to rethink the connection between urban design and public health. Allowed us to re-examine the manner in which we plan urban areas. How urban areas are planned is crucial to the management of infectious diseases.
Following the imposition of social distance, lock-down and minimal human contact with nature at its peak of the pandemic proved to be a blessing of nature and the environment. It caused a huge drop in air and water pollution.
The pandemic also encouraged the emergence of the most essential businesses that we didn’t know we needed. In Kenya delivery of products surged since most people were quarantining from home, this made a lot of people get conversant with online shopping. While most of the population lost their jobs, a good number used the break to venture into new activities and explore several things that they are interested in. The pandemic fostered creativity because of the availability of time.
Some of the changes that should be considered includes
New mobility options:
In general, human mobility and transport networks that improve inter-and intra-urban connectivity are seen as the main factors leading to the spread of infectious diseases and their role in previous outbreaks of diseases. This is a strong indicator of the greater resilience of non-motorized transit systems to pandemics. Investing in such infrastructure not only helps to contain the strain of the virus but also improves access to services, and reduces demand on overcrowded transit systems in emergencies. To ensure social distancing, the management of bus stops and the transport sector must be rethought comprehensively. Kenya is embracing the use of Non-motorist transport.
Techno-driven techniques i.e., tracking down infected people. has been effective in suppressing the virus, but has raised questions about data rights and accountability. During the pandemic, most of the institutions in Kenya embraced online learning while this disadvantaged some of the people that couldn’t have access to the internet. A lot of businesses also went online this created a lot of activities on the internet. With many of us now embracing online activities better digital infrastructure needs to be put in place to facilitate remote work where possible.
Access to essentials:
The coronavirus pandemic was a wake-up call for cities around the world to reconsider community development with health protection as a top priority. Easier access to hospitals and public health systems makes regions of high density less vulnerable to pandemics. Designers’ focus should be directed to rediscovering and redesigning social and leisure places according to individual needs and to constructing them as pandemic-resilient, adaptive spaces.
Talk about Mental Health more:
In a country like Kenya with inadequate public health and crippled mental health services, and where the majority of the population lives on less than $1 a day threshold, mental health is essential to an effective response. Suicide and quarantine breakdown stories demonstrate that care for mental wellbeing needs to be incorporated at all levels of response.I deduced a while back on an article on how urban centers affect our mental health.
Mechanisms to be incorporated that can drive Kenya to a cashless economy to aid in the prevention of the spread of the virus. Although this may have lots of Limitations since a large percentage of the population in Kenya lives on less than $1 a day. Some public transport currently discourages the use of M-Pesa for transactions because most of them incure losses due to Reversal of transactions.
Enabling more peripheral development, which would involve major changes in land use and zoning regulations. Other strategies in different sectors of the country must be established in order to improve the post-covid economy, including :
Good-morning , good-evening or good-any-time you are reading this. I figure you can tell how energized I am. This post will be me just rumbling about things which will aid in my posting consistency and also help me in train my writing muscle.
My last blog post steered loads of discussions on the progressing development of the Nairobi Expressway. A great deal of you all connected and many remarking in my inbox. It is always nice to share insights with you and furthermore appreciated the calls that I got on individuals needing to add more to what I have written . I appreciate the entirety of the commitment I got.
Look at this as a safe space for your opinions. Your thoughts may change the world, don’t hesitate to connect with or perhaps be a visitor author here. I’m constantly intrigued by how easily overlooked details rouse us. I opened WordPress, with the point of composing a blog post that will force a conversation on how we will manage private vehicles since they’re the principle motivation behind why we have congestions on our streets. Furthermore, in the event that you are contradicting me simply attempt and mention an observable fact on any road you will be in. Check the quantity of private vehicles versus the PSV. Fun fact😂,I’m on traffic congestion while writing this.
I’ll actually expound on that,but not just yet. I’m patient enough to stand by till the time we are ready for that discussion. I had a discussion with my friends examining if pedestrian underpass would work in Kenya and the reactions were amazing , i’ll certainly connect them here to welcome every other person to join the discussion.
I am thinking underpasses for pedestrians is really a nice idea but mostly such kind of projects would require you to have in mind several aspects like safety, convenience, crossing time, accessibility, and personal security. Actually out of all those issues, safety comes first, coz it’s what’s going to guarantee whether or not people actually use the underpass.
In Nairobi for instance, most of these aspects are some of the issues we’re dealing with while moving along the streets, both during day time na usiku. Is it a great idea? Yes. But then am thinking most of the security issues will take time to address even with the inclusion of lighting. Say something like personal security, ukiwa CBD utaibiwa tu ata mchana and mostly there’s nothing people do or sometimes, can do. How safe are the pedestrian tunnels going to be and this mostly depends on the distance but am thinking it’s quite achievable.
Yes it could be costly but less struggle to the public….There are some basic maintenance stuff we’re just supposed to be doing. Drainage isn’t a negotiation…ni something every civil engineer ama a contractor ama whoever constructs roads anajua anafaa kutengeza… it’s just supposed to be there. It doesn’t matter kama ni an underpass bridge ama fly over a proper drainage system is just out of the question of inclusivity as a red flag.
I believe security can be worked out too. All security measures can just be placed na kuwa followed at per. Europeans & Westerners have underpasses for non motorists na it’s a no brainer to them. Story ya machokoch inakuwa neglected but really as tough as it sounds hawafai kuwa tao in the first place leave alone using hizo places as shelters…. They’re budgeted for kwa county governments and Kidero mentioned it time yake…I believe NMS can handle them better than CG.
I have no objection for flyovers. It’s just that there’s a better solution out there and non limiting…Ni vile we’re stupidly poor at executing ideas fully…pole..My bad
I know of it, but it’s a hideout for street kids, and its always defaced na human waste…
Anyway, an underpass while a good idea should incorporate safety & security of it’s users… This can be achieved by having it as wide as possible in such a manner that it accommodates adequate lighting… Another thing that the wide space brings about is for instance, small stalls can be constructed at either end of the underpass, this not only addresses the safety & security issue but also creates employment however meagre it seems…
Then, there’s the issue of aesthetics, let it be aesthetic to the public, those using it or not, murals can be done on either side of the walls, it addresses the issue I’d seen raised on sight seeing… Underpasses work elsewhere in the world, I don’t see a reason as to why they can’t work here Thing is, regular maintenance is required and that can be achieved…
Take a case of university highway ukiingia UoN, that’s an underpass bridge for pedestrians. One things, hakuna site seeing mtu akitumia underpass so it kinda would be boring though safety measures observed for pedestrians.Its true kenya hatujafika hapo but its an idea that can be adopted in future.
Kenya’s infrastructure is not ready for underpasses. We should just focus on improving other aspects of infrastructure underpasses itakam watu wakiacha kuibiwa mchana kwa streets.
Those are just a few sampled. Join the conversation! What do you think?
I’m excited to write about this coz this was one of my school papers that I enjoyed giving my opinion on. Now that I’m running this blog, I don’t see the reason why not to write about it here. First post this year I’ll be taking suggestions on what you want to be reading.
Allow me to summarize bits about the expressway. The State-backed multi-billion-shilling expressway that is to be developed would ease traffic along Mombasa Road, Uhuru Highway, and Waiyaki Way. Construction began in October 2019 and the road is planned to be in operation by June next year.
The expressway will have four-lane and six-lane dual carriageways within the current median of Mombasa Road, Uhuru Highway, and Waiyaki Way, as well as 10 interchanges. The segment from the Eastern and Southern by-passes would be a six-lane dual carriageway, while the section from the Southern Bypass to James Gichuru will be a four-lane dual carriageway.
The purpose of the project is to allow a relatively limited number of personal vehicles to move faster. The highway traffic forecast predicts that approximately 22,000 private motor vehicles will use the facility compared to over 500,000 planned passengers per day on Line 1 BRT. Motorists using the Nairobi Expressway under construction can prepare to pay toll charges as high as Sh1,798 for each journey.
The worrying issues concerning the project:
Road designs and construction plans tend to have little concern for green spaces, yet green spaces are at the center of sustainable development.
The project requires a substantial acquisition of land, partially due to the need for large areas for toll plazas. This makes the project costly and will draw on funds that could otherwise be invested in much-needed sustainable transport alternatives for 80% of Nairobi’s walking and cycling residents.
The business model of the project promotes the use of private cars. This goes against the best practice in urban mobility of reducing the use of personal motor vehicles. It also goes against attempts to remedy existing inequality and to tackle local air pollution and climate change.
Other long-term impacts of road expansion are increased car travel, increased demand for parking (which is already limited), increased fuel consumption, vehicle exhaust pollution, and road accidents.
Many of these overhead urban highways have proved to attract more cars and lead to changes in adjacent use because of perceived ‘infrastructure improvements’ which results in more congestion. After finding they didn’t help alleviate the congestion of traffic, several cities that had set up overhead highways have finally taken them down.
Will the project have a positive impact on the common man? It would be curious to see how this toll policy works and how the public reacts, as the same thing happened in Johannesburg and the drivers actually refused to pay for what they did not pay for before – which contributed to significant financial difficulties for the national road agency and its ability to do their job.
Now here is the importance of public participation, I came across this tweet and it was a good idea however the main concern about the cycling path under the Expressway will be the security of cyclists. If the spaces won’t be used it will be claimed by the homeless for shelter or hawkers and small shops.
What are your thoughts on the ongoing construction of the Nairobi expressway?
Here are some of your thoughts from my insta stories.
Yes, literary guys brace yourselves for new looks and operations of the Nairobi CBD in the coming year. I was having this conversation with a certain driver and he bluntly asked me if ill manage next year in Nairobi with the type of shoes I was wearing that day. Being the curious person that I am I went on and asked him a few questions and also researched more about it. And if you are curious why we will be needing more of our sneakers just like me, allow me to serve you with the tea.
I’m sure you’ve all seen the ongoing developments going rounds in the CBD. NMS has been carrying out numerous projects to change the landscape and design of Nairobi with the refurbishment of different roads within the city Centre. NMS has been collaborating with the National Transport and Safety Authority (NTSA) to decongest the CBD by constructing multiple bus stations on the outskirts.
The pedestrian walkways in Nairobi CBD
The project is part of the expected introduction of Mass Rapid Transport corridors to address persistent congestion in the capital city, including the already launched commuter rail services, non-motorized transport, and BRT corridors. NAMATA published the 12 mobility corridors connecting Ngong town, Kenol, Ruai, JKIA, Limuru, Muranga, Kiambu, and Konza city. Also, they’ll be the installation of electronic systems, which will be used to control operations of the terminus.
The Nairobi Metropolitan Services announces that Matatus will shift from Central Business District in phases, as the first bus terminal is expected to be finished by January.
The Routes Includes:
At the junction of Bunyala and Workshop Road, the new terminal which is still under construction, PSVs from Mombasa Road (South B, South C, Industrial Area, Imara Daima, Athi River, Kitengela, Machakos) will terminate.
From Waiyaki Way, Uhuru Highway, Kipande, and Limuru roads, the Fig Tree terminus at Ngara will be used to serve matatus from that route.
Ngong and Lang’ata road PSVs (Kawangware, Kikuyu, Kibera, Lang’ata, Rongai, Kiserian) will end at Green Park, commonly referred to as the Railways Club, whose terminal is almost complete.
The new Desai- Park Road terminal will serve the PSVs from Mt Kenya and those who come by the Thika Superhighway.
It is expected that the Muthurwa terminal will stay in use as PSVs from Jogoo and Lusaka Road.
What does this mean for us?
The congestion in Nairobi CBD is mostly brought by the PSVs originating from the city center. The current system makes it more costly and time-consuming for cross-town trips. Locating the bus station outskirts means less congestion and also less traffic. The project will boost connectivity and promote the use of non-polluting modes, more footpaths, special cycle dedicated routes.
The proposed ban on matatu would increase the average walking time for passengers which is due to the transfers of terminals. The increased walking time for passengers with children, people with disabilities, and baggage transporters would be especially difficult. (hence the driver commenting on my shoes.)
Media reports have described the possibilities of buses to ferry passengers from one terminal to another – however such services would result in longer transfers waiting time and extra costs, including passengers inconvenience.
Mobility is a major challenge in Nairobi, Over the years, many unsuccessful attempts have been made to limit access to public transport in the town center. According to statistics, Just a few passengers in Nairobi drive by car, as opposed to the rest who use public transportation, yet the focus is always on public transportation.
The city could also apply steps to prevent the use of private cars. Based on demand, parking rates could be set, providing an incentive for car users to avoid city areas that face the most congestion. Enhanced parking management will also raise funds that could be invested in a public transport system that is open, efficient, and fair.
We have lots of questions concerning this project i.e. will the system be affordable? but we’ll just have to wait till it is implemented, then we will find the answers. I’d love to know what your thoughts and questions are concerning the changes.
And Happy holidays to you🎄. We hope that the new year brings us more happiness, creativity, and a better human condition in our urban areas. We appreciate the constant support you guys have been showing us by subscribing and sharing the content.