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World Bank Document Document of The World Bank Public Disclosure Authorized Report No. 26444-KE Public Disclosure Authorized KENYA TRANSPORT SECTOR MEMORANDUM Public Disclosure Authorized VOLUME III Public Disclosure Authorized KENYA TRANSPORT SECTOR MEMORANDUM Volume 3 ANNEXES ii TABLE OF CONTENTS Pages ANNEX 1: Kenya Main Road Network 1. Introduction 1 2. Survey Background 1 3. Road Service Standards: Main Paved Network 2 4. Road Conditions: Main Paved Network 4 5. Traffic Flows: Main Paved Network 5 6. Engineering Assessment: Main Paved Network 5 7. On-Going Engineering Activities 8 8. The Unpaved Road Network 9 9. Road Categories for Maintenance and Intervention Planning 11 10. District Perspectives 11 Annex A: Vehicle Speeds 15 Annex B: Kenya Traffic 17 ANNEX 2: Port of Mombasa: Cargo Clearance 1. Export Clearance 18 2. Import Clearance 19 3. Transit Procedures 23 4. Informal Payments and Streamlining Clearance 23 ANNEX 3" Civil Aviation 1. Kenya Airways: Key Operating Statistics 25 2. Finances 26 3. International Scheduled Services: Foreign Carriers 27 4. Principal Airports: Physical Characteristics 28 5. Minor Airports 29 6. Air Transport: Commercial Aircrafts 30 This Transport Sector Memorandum was prepared on the basis of missions in November, 2001 and mid- 2002, by Mr. Simon Thomas (Senior Transport Economist) in collaboration with Mr. Josphat Sasia (Operations Officer, AFTTR), Mr. David Rudge (Senior Road Engineer, AFTTR), Mr. Yash Pal Kedia (Principal Railways Engineer, AFTTR), Mr. John King (Aviation Consultant) and Mr. Paul Thompson (Port Consultant). The Road Sector Review was undertaken with the active participation and support of the DFID, EU, KfW and SIDA. The views and recommendations contained in the Transport Sector Memorandum are those of the review team and are not necessarily endorsed by the Management of the World Bank ANNEX 1 KENYA MAIN ROAD NETWORK Review of Present Status and Conditions 1. Introduction This report summarizes the results and conclusions of a survey of the main classified road network, undertaken by a World Bank team, accompanied for part of the time by MORPW engineers, in early November, 2001. There is little up-to-date quantitative information available on the overall condition of the Kenyan road network, the last comprehensive survey was undertaken in the late 1980s. Two rather divergent views have emerged recently: one suggesting that road conditions are rapidly deteriorating and are now proving a major constraint to economic development, the other suggesting that there has been some improvement to the condition of the network. As road users tend to operate over a rather restricted parts of the network, the views may not necessarily be inconsistent as the road users' perception may depend upon which particular roads they use. The World Bank transport team, for example, has for several years concentrated on the Nairobi - Mombasa road and has traveled relatively little outside this corridor. The survey is a component of the on-going sector work directed toward the development of a strategy for the main road sector in Kenya and this report highlights present conditions and constraints in the sector. A number of core issues in the sector are raised but not resolved. These issues will be addressed in the main report of the sector work which is expected to be circulated by the end of May, 2002, following more extensive discussions in Kenya with the Government, Kenya Roads Board and other key stakeholders in the sector. 2. Survey Background This survey was intended to provide a very rapid assessment of present road conditions, the level of service provided to road users, and the engineering needs of the network. The survey is not intended as a substitute for the detailed inventory and condition survey of the classified road network which is now being undertaken by consultants financed under the Nairobi - Mombasa Road Rehabilitation Project; the inventory survey will provide a far more comprehensive assessment of the network and its needs. Unfortunately, the results of the full condition survey will not be available for another 12 months, and an indication of network conditions is needed to guide the formulation of proposals for a revised road sector strategy. The survey covered approximately 3,350 kms of the most densely trafficked main paved road network (A, B and C roads) and another 550 kms of unpaved roads (B, C and D roads). The roads surveyed are indicated on the accompanying map. The survey thus includes a very large proportion of the main road network (excluding the more lightly trafficked roads in North and North-Eastern Kenya) and the most densely trafficked paved roads, but the sample of unpaved roads is too small to draw any general conclusions. 2 For most roads surveyed, moving observer vehicle counts and vehicle speeds were recorded, as well as road conditions, to provide indications of traffic flows and operating service standards. A team of transport economists traveled about 80% of the sample, and approximately 50% of the roads were traveled by a road engineer; some roads were thus surveyed by both the economists and the engineer (on these roads there was reasonable agreement regarding conditions). The World Bank team was accompanied on most of its trips by engineers from the Ministry of Roads and Public Works. The assistance, knowledge and advice of these engineers was invaluable to the team. The survey team also took the opportunity to meet with a number of District Road Engineers to obtain an insight into what is actually happening in the districts and the impact of the recent changes in the organization and financing of the road sector on district operations. This was felt to be useful as much of the World Bank's interaction with the road sector has necessarily been Nairobi focused with the MORPW HQ. For the main road network, the results of the survey may not be definitive, but are certainly more than illustrative. The following sections provide a very condensed summary of the results of the survey. The detailed results are provided in the annexes to this report. 3. Road Service Standards: Main Paved Network Road service standards and vehicle operating costs can generally be summarized by vehicle speed and pavement roughness. However, there is also a strong, though not perfect, correlation between pavement roughness and vehicle speed - the higher the roughness, the slower the speed. Road alignment, traffic, urban side-friction, time of travel (day or night), the cause of the pavement roughness (patches, potholes or corrugation), and even the number of speed bumps may also have a very significant impact upon road speed, for example: Road Section Road Condition Average kph A104 Naivasha - Nakuru Road in bad condition, numerous patches but no 71 potholes B3 Keumba - Kisii Road in bad condition with numerous potholes 38 B6 Embu - Meru Road in fair/poor condition, a few potholes, but poor 61 vertical and horizontal alignment However over the network, vehicle speeds provide a reasonable indication of road service conditions. Road conditions from the detailed survey were assessed and compared with the section speeds, Table I. The results quite clearly indicate the strong relationship, but also the relative dispersion of speeds caused by other factors. 3 Table 1: Road Condition and Light Vehicle Speed Road Condition Mean Average Speed Standard Deviation (kph) (kph) Very bad 41.9 13.4 Bad 56.3 10.8 Poor 67.6 6.8 Fair 78.4 10.7 Good 90.0 10.3 The mean average speed of the survey vehicle was probably slightly lower than for the average Kenyan light vehicle. The driver was instructed to drive conservatively and limit the top speed to about 110 kph. Many drivers of light vehicles clearly exceed this speed on roads with good (and not so good) alignment and pavement conditions. It should be noted that while road service conditions are a guide to the need and urgency for engineering intervention, they are not an infallible guide - many road sections still provide good levels of operating service, while requiring major rehabilitation or reconstruction, for example, the Machakos T.O - Ulu section of the Nairobi - Mombasa road. The mean average speed, over the 2662 kms of the main road network for which speeds were recorded, was 78.5 kph, very close to the average speed for paved roads in a fair condition. However, the roads in the main road network are not all in a fair condition, but cover a wide spectrum of service standards from very bad to very good. The overall assessment of road user service standards (given that speed is an important element of service standards) on the main paved road network is shown in Table II: Table II: Kenya Main Paved Road Network: User Service Standards Service Light Vehicle Speed Percent of the Main Condition (kph) Paved Network Bad 0- 55 8.6 Poor 55 - 75 28.3 Fair 75 - 85 25.4 Good >85 37.7 Overall, approximately 63% of the sampled network provides good or fair service standards and 37% poor or bad levels of service. The proportion of roads in good or fair condition is rather higher than the team expected and it seems unlikely that there has been a very major reduction in service standards compared to the situation in the early 1990s. However, a rather different impression of service standards might have been obtained, if the survey had been conducted only a couple of years ago. The completion of the IDA financed Mtito Andei - Bachuma Gate section of the Nairobi - Mombasa road has made a significant but modest improvement to the overall network. More important has been a shift in maintenance priorities by the Roads Departtnent. The recent increase in pothole patching on the most important paved routes, though not yet evident on all paved roads, has made a major impact upon average service conditions.
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