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Entrance to Tatu city, image source: https://www.rendeavour.com/   Introduction  Tatu City is a new privately owned mixed-use development located in Ruiru, Kiambu County, just outside North-Eastern Nairobi County. It was started by Rendeavour, Africa’s largest city builder, and launched in 2010 with major changes starting in the early 2010s. According to their official website, the city is 5,000 acres in size and accommodates homes, schools such as Crawford International School, offices, shopping areas, and many other activities. They aim to house over 250,000 people of varying income levels, and so far, the city has been open for the last four years and is already home to over 5,000 people. It has attracted these large numbers through marketing itself as a city with a unique lifestyle that you cannot find anywhere else, as residents have all their needs within one place. Tatu city seems like a good example to other nations through its approach to sustainable development, accounting for environmental concerns, and economic diversification.  Positive implications  In terms of environmental sustainability, at its core, the city is designed to reduce congestion in Nairobi’s central urban and busiest areas because of its location. Since its construction, it has aimed to promote energy efficiency, water conservation, and the use of sustainable and locally sourced building materials, according to Rishi Jatania, one of Tatu City’s partners. Examples include reducing energy consumption by 20% through using “efficient systems, renewable energy, and advanced HVAC and lighting” [Jatania, 2025]. Furthermore, water usage has been cut by 20% through “low-flow fixtures, water-saving appliances, and rainwater harvesting systems”[Jatania, 2025]. Additionally, the city has incorporated “construction processes that minimise waste, promoting recycling and reuse of materials” [Jatania, 2025]. All of this results in improvements in environmental sustainability efforts, and creates climate resistance against all types of weather, which align with Kenya’s Vision 2030 goals.  What stands out in Tatu-city is its socio-economic approach. The city is privately owned, meaning that the developers can create their own rules so long as they fall under national law. Such rules include “construction standards, business operations, and traffic management” [Inside Kenya’s, 2025]. It also has extensive amenities, which include sports facilities, security measures, cultural buildings, a retail district, an activity sphere, and a hospital. Moreover, the area is a special economic zone, and already has nearly 90 businesses which employ 15,000 people, according to Adrian Bloomfield, AP news. This number will continue to grow, and their model supports this as the city’s tax incentives will attract many diverse businesses. Furthermore, the city has built lower-income homes such as “Unity” and “Karibu” homes that accommodate varying income levels to increase affordability, a problem that Nairobi deeply struggles with.  Some of the homes that Tatu City has constructed, image source: https://www.rendeavour.com/ Negative implications  However, like all developmental projects, Tatu City has had its share of challenges. Firstly, while the developers claim to have built affordable homes for Kenyans, the cost to buy these homes (Tatu and Karibu homes) is much higher than what the average Kenyan can afford. The average one-bedroom apartment starts from Ksh 6.1 million, while the average Kenyan makes between 30,000-250,000 per month across all sectors (The numbers vary between people living in and out of Nairobi). For families, the two and three bedroom apartments are even more costly at Ksh 10 million. This adds to the housing crisis that already exists in Kenya. Within Nairobi, over 2 million people live in informal settlements. Kibera informal settlement, for instance, is the largest of its kind in Africa. In today’s economic climate, these homes reflect the growing gap between the rich and the poor in Kenya, and shouldn’t be advertised as affordable if they only cater to one group of people.  The development project has also faced different political issues, as last year, the head of the project, Preston Mendenhal “accused the governor of Kiambu county of extortion, saying he had demanded land worth $33 million in exchange for approving its updated master plan” [Adrian Bloomfield, 2025]. The governor then sued him and Tatu City for defamation. However, no ruling has been made.  Next steps  Tatu City truly has created a space that promotes economic growth, environmental sustainability, and improved quality of life. The city is definitely an example of what our government and other African nations can follow. However, there are valid criticisms to take into account, mostly around affordability for the average Kenyan, and how even private sector developments haven’t aided this problem. On the other hand, the government also needs to step up to actually build affordable, rent-controlled homes, and not just promise to do so. This will reduce the number of people living in informal settlements and increase the quality of living for Kenyans.

Montreal is often considered to be one of the most liveable cities in Canada, but like many metropolitan cities across North America, Montreal is seeking to expand its public transportation network. One important way it tries to do so is through the construction of the Réseau express métropolitain (REM), a fully automated light electric metro. Once the project is fully completed, it is expected to transport over 160,000 passengers across the city, through 66 kilometres of track connecting 26 stations (Couillard, 2023) (Reece, 2025). This would make it one of the world’s largest automated electric systems, and interestingly, for a much lower price tag compared to similar transportation projects being constructed to reduce car dependency across North America. In this article, we shall explore what makes the REM so effective, and the numerous lessons can other North American cities take away from similar initiatives to improve their walkability. Image Source-The Tribune Firstly, an important feature of the REM is that it’s the product of a public-private partnership. Traditionally, many infrastructure projects within Canada have been publicly owned and governed, meaning that the government was responsible for all aspects of the project, such as financing and implementation (Investopedia, 2024). However, in recent years, many local governments are choosing to collaborate with private-sector companies, who help finance, construct and operate the project, spreading any associated risks and reducing any burden on the government. The REM was created as a result of such a public-private partnership between the Quebec government and a subsidiary of the Caisse de dépôt et placement (CDPQ) known as CDPQ infra (Curbcut, 2024). With this, CDPQ infra was responsible for the majority of the costs, being the majority shareholder with a stake of $4.58 billion, as well as the implementation and execution of the project. This meant that the construction was conducted at a much faster rate, especially due to the government’s help in procuring the necessary permits and the company's wide expertise in construction, as evident within their wide real estate portfolio. Therefore, it is clear that by partnering with CPDQ and relinquishing some control of the project, the government was able to deliver much more than they would have for the residents of Montreal, giving them a much more livable city.  Image Source-Rail Journal Another ingenious aspect of the REM’s lower cost was Montreal’s ability to utilise existing infrastructure to fit the needs of the light rail. For instance, instead of drilling a new tunnel through mount royal, the city along with the CPDQ decided to find a way to use the existing 3-mile tunnel (The Flying Moose, 2025) and although unexpected world war era explosives found in the tunnel increased construction costs it still would have been much cheaper than constructing a brand-new tunnel in the middle of the city. Moreover, most of the REM runs/is planned to run through existing rail corridors as well as running along highways (Reece, 2025). Although these locations sometimes aren’t the most ideal, they save valuable time and money, ensuring that these services reach residents sooner. Thus, from these examples, we can that cities should absolutely try as best as they can to incorporate existing infrastructure within their plans as it is not only economically rational but encourages creative solutions that take into account the current landscape rather than constructing an entirely new one.  Image Source- 24heures Lastly, the creators of the REM made smart design choices that enabled them to not only save costs but also make the entire operation much more efficient. For instance, in 2018, the REM settled on a standardised simple design for all 26 stations, one that was easily replicable. This meant that many of the materials needed could be purchased in bulk, and that the construction of future stations was less likely to run into complications due to the previous experiences learnt from constructing past ones. This goes against the trend of making train stations much more avant-garde and unique, as seen in many other transport infrastructure projects, which focus on spectacle rather than efficiency. The REM reminds us that at the end of the day, stations are simply meant to provide easy access to transportation lines, and by keeping things simple, they can deliver their service much faster and for a much cheaper cost.  Image Source- Lemay.com Ultimately, as many cities try to modernize and expand their public transport, the REM model, although with its own faults, presents an inspiration of how good transport can be achieved feasibly. It further helps to show that public-private partnerships between governments and companies can provide much good to ordinary residents of cities, and that governments shouldn’t be too weary of the loss of control if it means a lesser financial burden and a more liveable city. Hopefully, once it is fully complete in 2027, it can inspire greater change to the car centric cities that not only dominate North America but most of the world.  References  Couillard, P. (2023). Building Public Transit Infrastructure: The REM Experience in Montréal. Strategy Corp Institute. https://strategycorp.com/wp-content/uploads/2023/11/StrategyCorp-Institute-REM-Report-EN-.pdf Curbcut. (2024, March 4). Montreal’s REM and the public-private-partnership behind it. YouTube. https://www.youtube.com/watch?v=9NnLkKlKG9o Reece. (2025, November 15). Is the REM the Future of Canadian Transit Expansion? Substack.com ; Next Metro. https://nextmetro.substack.com/p/is-the-rem-the-future-of-canadian?sort=new Taege, L. (2023, October 24). On Track for Success: Decoding Montreal’s REM Model for Efficient Transit Projects in the U.S. Transitcenter.org . https://transitcenter.org/on-track-for-success-decoding-montreals-rem-model-for-efficient-transit-projects-in-the-u-s/ The Flying Moose. (2025, September 17). How Montreal’s miracle metro could change everything. YouTube. https://www.youtube.com/watch?v=XlHqqA0onn0

The High Line in New York City is a project that started in 1999 by Manhattan’s West Side community residents to “preserve the elevated freight rail line” [The Highline, n.d] that passed through their neighbourhood, which at the time was at “risk of being demolished” [The High Line, n.d]. Over the last 25 years, it has been transformed into a green urban space and public park for the community. The park opened in 2009. What was once an old, degraded freight line is now home to native plants that have reclaimed the area, grassland and woodland ecosystems, and most importantly, happy New Yorkers. The park is maintained by the Friends of the High Line non-profit conservancy group and is a shining example of agri-tecture (a mix of agriculture and architecture). Furthermore, this project has revolutionised the way old architectural structures, such as “Hofbogen” in Rotterdam, The Netherlands, are viewed.   The High Line: a transformative park in New York City, Image source: https://www.elikarealestate.com/blog/the-high-line/   Economic, Social, and Environmental Benefits  There are, without a doubt, several positive implications of the High Line NYC. This project has introduced environmental sustainability in New York, a city that struggled with its air quality, through incorporating several species of plants and trees to combat urban air pollutants. These include “native, drought-tolerant, and low-maintenance species,” according to the High Line.org . Native species are essential for preserving biodiversity while restoring the habitat of indigenous plants and animals. Through effectively implementing these species on the High Line, they can minimize the effects of climate change, such as flooding in the City. Practices such as composting, local sourcing, and watering on the High Line have also been used to promote environmental sustainability.  Image Source: klook.com Not only has the High Line helped New York's natural environment, it has also improved the well-being and quality of life of New Yorkers. Instead of being stuck in their apartments, residents can opt for an evening stroll in this cultural hub where they can experience art shows, performances, and the park’s “seasonal programs, including music festivals, guided tours, and interactive workshops”[The New York Highline, 2025]. This promotes social harmony amongst residents, improving personal satisfaction and well-being. Furthermore, the High Line has brought together the local community and partners, now known as “Friends of the High Line”, as they preserve this park, fostering a sense of community.  We cannot mention this iconic landmark without referring to its economic significance. The park has drawn in business for local residents, as cafés, shops, and other commercial businesses have opened up along it. According to a study from the Harvard Graduate School of Design, since 2009 (the park’s opening), it has “generated $5 billion in real estate investment and $1.4 billion in tax revenue for the city”[Diller, et al., n.d]. Currently, over 7 million people per year visit this park.  Highline park entrances, Image source: Free Tours By Foot  Gentrification Drawbacks that the High Line faces  Given these benefits, residents have opened up about some of their issues with this park. While it brings in money for the community and the city, the views of the Hudson have now been replaced with luxury high-rise apartments. Gentrification has become a big problem for residents as it kicks out families that have been in the community for decades. Between the opening of the park and 2025, the homes “closest to the High Line experienced a 35.3% increase in housing values” [Black, 2020], while Manhattan housing prices have risen less than 10% in 10 years according to market reports. Evidently, gentrification has affected this neighbourhood.  Conclusion and next steps  Nevertheless, the High Line is a great project that has been created in Manhattan, New York. It has provided an urban oasis, improved the air quality for residents, promoted eco-tourism, and created a new activity for the everyday New Yorker. However, the city should be careful of future housing projects to avoid further gentrification. Strategies, including investing revenue from the park for affordable housing, mixed-use zoning, and listening to the community activists and residents, should be taken into account to resolve current conflicts and avoid issues of affordability for future generations.  Bibliography  Chava Gourarie. “Manhattan Apartment Prices Have Risen Less than 10% in 10 Years.” Mansionglobal.com , Mansion Global, 30 Jan. 2025, www.mansionglobal.com/articles/manhattans-apartment-prices-have-risen-less-than-10-in-10-years-27b96135 . Accessed 1 Oct. 2025.  Grover, Spencer. “The High Line: A Transformative Urban Park in New York City.” ELIKA New York , 15 July 2023, www.elikarealestate.com/blog/the-high-line/ . Accessed 29 Sept. 2025.  “Hudson Yards and the High Line Tour in New York City.” Klook.com , www.klook.com/en-US/activity/108106-hudson-yards-high-line-join-walking-tour/.Accessed 1 Oct. 2025.  Jo Black, Katie, and Mallory Richards. “Eco-Gentrification and Who Benefits from Urban Green Amenities: NYC’s High Line.” Landscape and Urban Planning , vol. 204, no. 103900, Dec. 2020, p. 103900, www.sciencedirect.com/science/article/abs/pii/S0169204619314574 , https://doi.org/10.1016/j.landurbplan.2020.103900 . Accessed 1 Oct. 2025.  Kalina Prelikj. “15 Years of NYC’s High Line: A Closer Look at Its Impact on Urban Design.” Journal , 27 Nov. 2024, architizer.com/blog/inspiration/stories/evolution-of-the-high-line-nyc/ . Accessed 28 Sept. 2025.  “Nature in the City.” The High Line , 2 Sept. 2025, www.thehighline.org/natureinthecity/ . Accessed 29 Sept. 2025.  NYC Parks. “The High Line : NYC Parks.” Www.nycgovparks.org , www.nycgovparks.org/parks/the-high-line . Accessed 28 Sept. 2025.  Quirk, Vanessa. “The 4 Coolest “High Line” Inspired Projects.” ArchDaily , 16 July 2012, www.archdaily.com/254447/the-4-coolest-high-line-inspired-projects . Accessed 29 Sept. 2025.  Shapiro, Courtney. “High Line Entrances,” Freetoursbyfoot , freetoursbyfoot.com/high-line-entrances/.Accessed 1 Oct. 2025.  The High Line. “Sustainable Practices | the High Line.” The High Line , 2019, www.thehighline.org/sustainable-practices/ . Accessed 29 Sept. 2025.  “The New York High Line: A Paradigm Shift in Urban Renewal.” Archova , 5 Apr. 2025, archovavisuals.com/the-new-york-high-line-a-shift-in-urban-renewal/ . Accessed 29 Sept. 2025.

Medellín is the second-largest city in Columbia, world renowned for it’s incredibly inspiring transformation from a city riddled with crime and insecurity to one of the most promising in the continent. The city was always a big part of Columbia’s economy, becoming a major commercial centre for the region between the 19th and 20th centuries. But with all this prosperity comes major population growth, especially in the 1950s. The state government wasn’t able to keep up with the increased demand by providing planned housing solutions, giving rise to a large informal market for development. Because of a lack of regulation, drug trafficking and crime became rampant, leading to the eventual decline of the city to the point where it was considered one of the most dangerous cities on the planet (Restrepo Alvarez, 2024). In spite of this urban regression, the city transformed through positive political and social policies, where city officials sought ways to help residents of the many areas that were suffering at the time. Image Source- Gobackpacking.com One way the city embarked on this journey, was through transport. Medellín became the first city in Columbia to begin works on a metro system, opening the first phase of the project in 1996 which was heavily welcomed by locals. It was symbolic of the city’s willingness to change, as trips from the city’s centre to the fringes where most of the city’s working population lived were almost halved in some instances (Per tanto | Plataforma Educativa, 2023). This not only meant that working opportunities were now more accessible to the city’s poorest, but the new line also attracted new business and tourism to the city due to its increased interconnectivity and perceived ease of transport. To further bridge the gap between the city’s wealthier and poorer areas, an areal cable car system, known as the Metro cable, was created. Although the metro was revolutionary for the city, it couldn’t be expanded to reach the city’s steep hills, where residents couldn’t even rely on buses due to the steep elevation and narrow streets (Rosales, 2024). Thus, the cable system was an ingenious way to help residents make the commute from atop these hills, to the city centre which was perched in the middle of the Aburrá valley. This meant that opportunities to work and study were accessible like never before, showing the importance of having public transport that meets the needs of the city, rather than solely existing for profit.  Image Source- Shiftcities.org In addition to transportation, Medellín’s leadership created innovative public spaces in order to help give life to areas that were historically victims to urban decay. An important example of this is the Spanish Library Park, a library park containing facilities such as an auditorium, reading rooms, administrative offices, and recreational areas for the Santo Domingo neighbourhood (ArchDaily, 2008). This library park along with 4 others were constructed in some of the most neglected areas in the city, but now they stand as beacons of hope for their local community members. The Santo Domingo neighbourhood was considered to be the most violent due to drug trafficking in the 80s and 90s, and as a result the community was unable to access the same social and economic opportunities offered to others. However, with the library park in place, community members have increased access to information, technology and educational resources, facilitating a better future for many. The park is not only a centre of knowledge, but a centre of connection, enabling community members to interact and host cultural events, providing hope in spite of its tumultuous past.  Image Source- Archdaily.com Lastly, another significant aspect of Medellín’s transformation is its green corridor programme implemented in 2016 aimed at reducing the effects of urban heat island and air pollution. Since the project’s start, more than 30 green corridors have been created, involving the planting of 120,000 individual plants and more than 10,000 trees, only increasing since the project’s implementation (Andrade, 2023). These green corridors act as connectors of the city’s green spaces through streets covered under tree canopy. The results of this project have been outstanding, with the local government recording a 2 degree Celsius drop in average temperature. Moreover, this new initiative has helped capture particulate matter (PM2.5) to enhance air quality, and facilitate carbon uptake through plant growth, creating a much more liveable city for both residents and native wildlife (C40 Cities Climate Leadership Group, Nordic Sustainability, 2019). Yet again, Medellín serves as an important example for other cities in the world, by choosing to invest in becoming more climate resilient, it prioritizes the health and wellbeing of its residents, whilst also benefiting from the increased ecotourism and employment opportunities created.  Image Source- www.c40knowledgehub.org In conclusion, it is clear that through thoughtful urban planning and design, Medellín has been able to improve the quality of life of its citizens. Like Aron M. Renn once said, “The mark of a great city isn’t how it treats its special places - everybody does that right - but how it treats it’s ordinary ones.” Medellín’s leadership chose to focus on changing the social framework of the city, placing emphasis on areas that were struck the hardest by violence, and improving the living conditions of many neighbourhoods. Its unique solutions should inspire urban planners across the globe, that any city is capable of change for the betterment of local life through urban policies that unite rather than divide city dwellers. Thanks, again, for reading and I hope you found this article informative! References Andrade, M. G. de. (2023, September 22). How Medellin is beating the heat with green corridors . Www.bbc.com . https://www.bbc.com/future/article/20230922-how-medellin-is-beating-the-heat-with-green-corridors ArchDaily. (2008, June 17). España Library / Giancarlo Mazzanti . ArchDaily. https://www.archdaily.com/2565/espana-library-giancarlo-mazzanti C40 Cities Climate Leadership Group, Nordic Sustainability. (2019, October). C40 Knowledge Community . Www.c40knowledgehub.org . https://www.c40knowledgehub.org/s/article/Cities100-Medellin-s-interconnected-green-corridors?language=en_US Pertanto | Plataforma Educativa. (2023, December 13). Medellin: Avant-garde in Urban Planning and Architecture . PERTANTO | Plataforma Educativa. https://pertanto.com/en/medellin-avant-garde-in-urban-planning-and-architecture/ Restrepo Alvarez, V. (2024, April 3). The Urban Transformation of Medellín: A Case Study . ArchDaily. https://www.archdaily.com/1015216/the-urban-transformation-of-medellin-a-case-study Rosales, D. (2024, February 13). 7 Urbanism and City Design Lessons from Medellín . David William Rosales. https://davidwilliamrosales.com/2024/02/13/medellin-urbanism/ Viva, A. (2009). Spain Library Park, Medellín - El Equipo Mazzanti . Arquitectura Viva. https://arquitecturaviva.com/works/biblioteca-espana-medellin

Every day, thousands of Nairobi residents prepare themselves for hours in traffic, trapped in a system that prioritizes expensive, short-term projects above long-term transportation solutions. Nairobi's traffic congestion is an economic and social calamity, caused by an overreliance on Matatus, unreliable public transportation, and inadequate road networks. How does the government respond? Multi-billion-shilling initiatives such as the Nairobi Expressway and the projected Bus Rapid Transit (BRT) system, while attractive on paper, fail to address the root cause: a lack of inexpensive, efficient, and accessible mass transit. Nairobi doesn't need any more elitist infrastructural projects. It requires a functional, well-planned public transportation network for every citizen. Image source: Wantedinafrica.com The Expensive Illusion of Progress The Nairobi Expressway, a Ksh 88 billion toll road, was marketed as a solution to the city’s gridlock. While it has cut travel time for wealthy private car owners, it does nothing for the majority of Nairobians who cannot afford the daily toll fees ranging from 100 to 710 shillings (European External Action Service, 2023). Instead of easing congestion, the expressway has reinforced social inequality, benefiting those who can pay while Matatu passengers and pedestrians remain trapped in chaotic traffic below. Worse still, it encourages car dependency, which will eventually recreate the congestion it was meant to solve. Image source: Swifthailing.com Meanwhile, the much-discussed Bus Rapid Transit (BRT) system, designed to introduce dedicated bus lanes and structures for public transport, remains largely unimplemented. Despite years of promises, delays caused by lack of funding, political resistance, and opposition from matatu cartels have left the project stalled  (European Investment Bank, 2023). Nairobi’s BRT was meant to mirror Bogotá’s TransMilenio, a system that moves over 2.5 million people daily, but without strong enforcement and integration with other transport systems, it risks becoming another failed initiative (Institute for Transportation & Development Policy, 2022).  A Dysfunctional & Unregulated Public Transport System  Nairobi’s Matatu system, which should serve as the backbone of public transport, is chaotic, poorly regulated, and at times can be unsafe. Matatus operate without a fixed schedule, leading to unpredictable travel times, reckless driving, and overcrowding. The city lacks proper bus stops, forcing commuters to navigate disorderly pick-up points, increasing congestion and travel time (European Investment Bank, 2023). Without government intervention, the Matatu industry will continue to operate with little accountability, making organised transport nearly impossible. Image source: Citizen Digital Rail transport, another promising alternative, remains underfunded and inaccessible. While the Nairobi Commuter Rail Service (NCRS) has improved with station renovations and modernised trains, it still fails to reach most residential areas (European External Action Service, 2023). Without last-mile connectivity, trains cannot become a viable daily transport option for most commuters.  A Real Solution: Affordable, Integrated Public Transport  Instead of pouring billions into luxury infrastructure, Nairobi must focus on developing a well-integrated, government-regulated public transport system. First, the BRT system must be properly implemented with dedicated lanes, strict enforcement, and affordable pricing to provide a reliable alternative to Matatus. Second, the Nairobi Commuter Rail Service should be expanded and integrated with feeder buses to improve last-mile connectivity. Third, the city must introduce a formalized bus system with fixed schedules and set routes, eliminating the unpredictability of Matatus. Finally, investments in pedestrian and cycling infrastructure would reduce reliance on motorized transport, cutting congestion while making the city safer and more accessible. Cities like Addis Ababa and Dar es Salaam have implemented similar solutions with great success, proving that change is possible with the right policies (European External Action Service, 2023). Conclusion: The Choice Between Progress and Failure Nairobi's traffic nightmare is not an accident; it is the direct result of poor planning, mismanagement, and misaligned goals. The city lacks political will, not resources. The government continues to pump billions of shillings into initiatives that benefit the wealthy few, while the great majority of Nairobi residents remain locked in a dysfunctional transportation system. Real development entails favouring public transportation over private convenience, regulation over disorder, and long-term solutions over short-term appearances. The question is no longer whether Nairobi's congestion can be alleviated, but whether the leaders are willing to make the necessary decisions. References European External Action Service. (2023). Global Gateway: Team Europe invests in transformative green mobility in Nairobi . Retrieved from   https://www.eeas.europa.eu/ European Investment Bank. (2023). Nairobi BRT Line 3 Project . Retrieved from https://www.eib.org/en/projects/all/20150460 Institute for Transportation & Development Policy. (2022). Sustainable Transport Magazine – Nairobi’s BRT Progress and Challenges . Retrieved from   https://itdp.org/

Nairobi, the metropolis once famed as the “green city under the sun,” is losing its distinct colour. Decades of urbanisation and urban sprawl have caused many of its green spaces to dramatically decrease in size. Infrastructure projects, residential developments, and towering apartment complexes are swallowing the lungs that keep the city alive: our urban forests and parks. One important example of this can be found in City Park, which was reduced to sixty-six acres from its original ninety acres. It is thought to have shrunk to just sixteen acres due to recent developments. From Karura to Arboretum, these parks and forests are our city’s lifelines that help cool our neighbourhoods, provide fresh and clean air, as well as act as a space for connection outside our busy city lives. I hope to convince whoever’s reading this article of the importance of these green areas and why we should protect them, just as we once did before. Image source: Stockholm Environmental Institute Firstly, one irrefutable impact of these spaces is the environmental benefits they provide for Nairobi. As Nairobi suffers from climate change like many other cities across the globe, urban heat islands are becoming a reality where built-up areas are becoming way hotter and unbearable due to the lack of reflective surfaces. Urban forests help cool the city by providing shade and releasing more moisture into the air. Without them, Nairobi would become unbearably hot, increasing energy costs for cooling and increasing the risk of mass heat stroke. Another important impact of these urban forests is that they act as natural air purifiers, by absorbing gases such as carbon dioxide and filtering the air from pollutants released from cars and Matatus. The importance of these forests for our environment can not be overstated, especially in a heavily industrialized and congested city. Image Source: Magical Kenya As much as these forests are important for the environment, they're important for our well-being. It’s no secret that spending time outside, especially in greenery, can reduce stress, improve our mental health and encourage a culture of physical activity. In addition to these health benefits, green spaces, especially those within our city, act as communal areas, inviting groups of people to interact through activities or events that attract people to connect with others. Moreover, with ecotourism becoming a major revenue generator, these parks attract both local and international visitors, supporting local businesses and improving the city’s economy. It’s truly a privilege to have these safe havens in quite a fast-paced city, where families can go for a weekend outing, or joggers and hikers can enjoy the tranquillity of nature.  Given all these benefits, it begs to question of why the city would ever risk losing such precious landmarks. A major way these forests are threatened is through illegal land grabbing and encroachments. In recent history, powerful individuals and corporate entities have taken areas near these forests for private development due to their inherent value and marketability. This is especially true for Ngong Forest, where hundreds of homes and developments were built on annexed land, causing it to dwindle in size. This problem is exacerbated by deforestation. All around Nairobi, trees are being cut down to make way for roads, buildings, and apartment complexes without any reforestation. The tens of trees that once went through Uhuru Highway, Waiyaki Way and Mombasa Road, were torn down to build the Expressway, which is just one manifestation of this dangerous trend. Image source: Uptown Kenya In conclusion, Nairobi’s forests are more than just patches of green, they provide intangible services even though they face major threats from urbanisation and industrialisation. Given this, we ought to protect them in our way through community-led initiatives. Conservation shouldn’t just be the government’s responsibility. Citizen-led organizations such as Friends of Karura or Friends of City Park prove that we city dwellers have the capacity to support these biodiverse areas and fortify them against increasing development. It’s time for Nairobi’s policymakers, citizens and conservationists at heart to take action and protect a sustainable standard of living for future generations.  References Kairu, P. (2020, June 26). 800 homes to come down as Tobiko targets Ngong Forest land grabbers . Nation. https://nation.africa/kenya/news/800-homes-to-come-down-as-tobiko-targets-ngong-forest-land-grabbers-1244514 Mwanzu, A., Nguyu, W., Nato, J., & Mwangi, J. (2023). Promoting Sustainable Environments through Urban Green Spaces: Insights from Kenya. Sustainability , 15 (15), 11873. https://doi.org/10.3390/su151511873 Shah, P., & Irandu, E. M. (2022). Recreational green spaces as the future for sustainable cities: Case of Karura Forest in Nairobi, Kenya. Journal of Sustainability, Environment and Peace , 5 (1), 87–95. https://doi.org/10.53537/jsep.2022.06.001

Cambie Corridor design, Image Source: City of Vancouver An urban corridor is a long stretch of land that connects different parts of an urban area. Vancouver’s Cambie Corridor is a project proposed in 2011, as part of Vancouver’s plan to promote sustainability and growth, and is to be finished by 2027. The plan aims to create a “transit-oriented neighbourhood that integrates affordable housing, commercial spaces, and extensive green areas” [Top 20, 2024]. Additionally, the objectives of this project include improvements in public transit infrastructure, housing affordability, and expansion of green areas and spaces. Vancouver residents seem excited about this new future, especially because of the exemplary policies to increase the number of homes in Vancouver, a city where the cost of living has skyrocketed, and the demand for homes that don’t exist has also increased in the last decade. The goals of this project are further highlighted in Vancouver’s official website and are seen as follows. Firstly, providing land use that optimizes investment in transport. Secondly, providing a complete community. Thirdly, creating walkable and cyclable neighbourhoods of the corridor. Implementing a focus on intensity and community activity, with more opportunities for sustainable, renewable energy and public amenities. Fifth, providing a range of affordable housing choices. Balancing the city's goals with Canada’s goals. Finally, ensuring job creation and diversity. Satellite view of the Cambie Corridor, Image source: Lotuswater.com So far, the Cambie Corridor project has introduced an effective transportation network, including a new BRT system, and improvements to Vancouver’s SkyTrain services. This has successfully improved connectivity and reduced reliance on private transportation. Out of the promised 30,000 affordable houses, 5,000 new houses have been created, according to the Urban Design lab. The city estimates that over 9,000 jobs will be created. The development of mixed-used zoning has brought about commercial developments, with a mix of local and large businesses, improving the economic well-being of residents. Lastly, many green spaces such as parks and communities have been implemented in the corridor in a way that is well integrated into the urban environment. These green areas have improved air quality and offered recreational spaces. While the project has brought numerous advantages to Vancouver’s community, there are still significant concerns. These being social concerns towards Cambie Street’s local community. While new residents enjoy living “walking distance from mass-transit stations, long-term residents and homeowners have been forced out of this community that they have resided in for a lifetime”[Kiczales, 2021]. The development of new residential areas has displaced existing residents. Another factor that hasn’t been discussed is the effect on well-being because these developments have both temporarily and permanently closed supermarkets and other food retailers. This action has led to the creation of food deserts for this already fragile community, and while the development of new food stores has taken place, these developments inevitably affected the Cambie Street community at a point in time.  Social factors aren’t the only concerns. While the project aims to promote green spaces and environmental sustainability, countless trees have been cleared to build more houses. A larger population has caused an increase in demand for resources such as water, putting a strain on pre-existing resources. Further, noise pollution from the construction has affected local residents.  The discussions around this project are centred around the rapid-transit aspect. Critics such as Erick Villagomez a writer at spacing.ca believe that the biggest disadvantage is that transit support should have been offered earlier, in this area of Vancouver, a modern city. This is because Canadian transportation lines have high utility. So, because the infrastructure isn’t being under-used, a rapid-transit system should have been employed earlier. Due to this, there has been some “pressure on the planning program”, but the project has been a learning opportunity. With all this taken into account, ensuring long-term sustainability for the Cambie Corridor is paramount. This can be done through sustainable building elements such as green roofs, energy-efficient buildings, solar panels, and water management. If done well, this project can revolutionize not only Vancouver but Canada’s future, and improve the current problems that today’s young people deal with. Bibliography Baker, Rafferty. “Dense Development: Is Building along Busy Corridors Unhealthy?” CBC , 23 Aug. 2017, www.cbc.ca/news/canada/british-columbia/cambie-corridor-traffic-pollution-1.4258193 . Accessed 27 Jan. 2025. Chung, Jean. “Transforming Vancouver - the Future of Cambie Corridor - NAI BC.” NAI BC , 19 May 2023, www.naibc.ca/transforming-vancouver / . Accessed 27 Jan. 2025. City of Vancouver. “Cambie Corridor Plan.” Vancouver.ca , 2018, vancouver.ca/home-property-development/cambie-corridor-plan.aspx /.Accessed 27 Jan. 2025. Kiczales, Alex J. “Transit-Oriented Development along the Cambie Corridor: “Gentrification” through Human and Commercial Displacement.” Medium , 11 Dec. 2021, medium.com/@alex.kiczales/transit-orientated-development-along-the-cambie-corridor-gentrification-through-human-leisure-80d6fa7086e7 / . Accessed 27 Jan. 2025. “POLICY REPORT URBAN STRUCTURE.” City of Vancouver, 19 Jan. 2010. “Top 20 Urban Design Projects of 2024.” Urban Design Lab , 31 Dec. 2024, urbandesignlab.in/top-20-urban-design-projects-of-2024/?srsltid=AfmBOooos8KW_gKPSFD6W48Du5xwmwzdgQMLA3BrXbxFLSnbLXjbqUp2 . Accessed 20 Jan. 2025. Villagomez, Erick. “The Cambie Street Corridor and the Future of Vancouver - Spacing Vancouver.” Spacing Vancouver , 28 Apr. 2011, spacing.ca/vancouver/2011/04/27/the-cambie-street-corridor-and-the-future-of-vancouver/ Accessed 27 Jan. 2025. Water, Integrated. “Lotus Water.” Lotus Water , 2018, www.lotuswater.com/cambie-corridor-iwmp . Accessed 27 Jan. 2025.

Paris. A city filled with immeasurable charm and history, from its countless picturesque boulevards to its museums filled with ancient treasures. Although Paris is a city rich in culture, its long-term sustainability is still a work in progress. For instance, the World Cities Culture Forum reports that only 9.5% of Paris contains green space, while other European cities such as Vienna and Oslo have 45.5% and 68%, respectively(Adesina, 2018). This metric alone highlights how Paris is falling behind in this aspect, making life in the city less liveable due to the lack of green space and walkability for Parisians. But hopefully, by 2030 this will become ancient history, as Paris embarks on a plan to completely transform its urban landscape, centred around initiatives aimed at expanding green spaces, reducing car dependency, and promoting eco-friendly architecture creating a more habitable city for future dwellers. Image courtesy of PCA One critical aspect of this plan is to expand the green space within the city. Paris’s Mayor Ann Hidalgo has pledged to plant over 170,000 trees by 2026 encouraging Parisians to plant trees in their neighbourhood due to laxer building codes. Moreover, the city hopes to create a plethora of Urban Forests adjacent to many major landmarks such as Hôtel de Ville and the Opéra Garnier (Oliver, 2021). Most ambitiously, the city hopes to transform Champs-Élysées into an “extraordinary garden”, by creating green spaces and reducing the number of car lanes into two to increase pedestrian traffic and comfortability. Adding these vital green spaces and tree canopies will dramatically improve the quality of life for many Parisians, by improving air quality and reducing temperatures, especially during the hot summer months. Additionally, spaces such as the new urban forests can act as centres of connection for many, encouraging a communal way of living where people can interact whilst also being surrounded in nature.  Image courtesy of PCA In relation to this, Paris is also hoping to reduce car traffic and encourage Parisians to choose more sustainable methods of transportation. Approximately 900 miles of bike lanes have been added to the city, especially during the COVID-19 pandemic, meaning much more accessibility and encouragement for residents to use bikes to get around rather than using private vehicles (Santoni, 2021). Its famous quais that run along the seine are almost completely car-free, meaning residents can now walk around or bike around along the banks of the historic river. A plan has also been announced to completely ban all petrol/diesel cars by 2030 (Yale, 2017), which has received much pushback, especially from taxi drivers who might lose substantial income if they can't switch to electric by then. But if this is implemented, then the city’s air pollution and smog will be significantly reduced, making Paris a much cleaner and healthier city for all. Image courtesy of French Moments Lastly, the city is championing this eco-friendliness within the design of many of its buildings through green rooftops. With most of Paris’s roofs covered in zinc and other dark surfaces, the city has emphasized the need for greenery on terraces and roofs in general as this can reduce temperatures, especially during the summer months (Willsher, 2023). With the rise of the Urban Heat Island effect, Paris has become one of the hottest cities in Europe, with a record 42 degrees last summer. Thus, covering roofs with shrubs and other forms of vegetation can help mitigate extreme heat by providing natural insulation and reducing the need for air conditioning. Green rooftops not only cool the city but also improve air quality, and support biodiversity, proving that sustainability and urban beauty can coexist. Image courtesy of The Guardian In conclusion, with these initiatives and more, Paris can achieve its goal of becoming one of Europe’s greenest cities by the next decade. It is a welcome effort for many making Paris more suited and liveable for Parisians, serving as an example for many great cities to adapt and become more sustainable in the long run for the benefit of their residents. Although the achievement of this goal will be tough, the city has already begun to change in ways unimaginable just a decade ago thus proving that a sustainable future is not an unrealistic one but rather a future that all cities must work towards for the betterment of humanity.  References Adesina , P. (2018, November 9). How Green Is Your City? In Paris, the Answer Is Not Green  Enough . Time. https://time.com/5439996/paris-greenery-canopy-cover/ Oliver, H. (2021, November 3). Paris is planning to become Europe’s greenest city . Time out  Paris. https://www.timeout.com/paris/en/things-to-do/paris-green-sustainable-city-plan-2030 Santoni, S. (2021, October). Paris’ Grand Plan to Become Europe’s Greenest City . My French  Country Home Magazine.  http://myfrenchcountryhomemagazine.com/paris-grand-plan-to-become-europes-greenest-city/ Willsher, K. (2023, October 24). From grey to green: the plan to turn Paris’s zinc rooftops into  gardens. The Guardian .  https://www.theguardian.com/environment/2023/oct/24/grey-to-green-plan-to-turn-paris-zinc-rooftops-into-gardens Yale. (2017). Paris to Ban Fossil Fuel Cars by 2030 . Yale E360.  https://e360.yale.edu/digest/paris-to-ban-fossil-fuel-cars-by-2030

The expressway is a 27.1 km dual carriageway that opened in August 2022. Its goal is to ease traffic within Nairobi, hoping to connect Jomo Kenyatta International Airport to the CBD and Westlands Area. Since its opening it has been quite popular with many motorists, however over the years it has caused more harm than good to those unable to afford the ever-changing toll prices in Kenya’s rapidly fluctuating economy. The construction of the expressway indicates a major shift in making Nairobi more car-centric rather than people-centric, as will be explained it causes major problems for non-motorists as well as the quality of life for many people in the city. It begs the question whether the 88 billion shilling project is truly sustainable and alleviates traffic in Nairobi, and if not what measures should have been taken to reduce it.  Image courtesy of Capital News Firstly, although the expressway is successful in connecting two very different areas, in my opinion, it does not help many people in reducing their commute. The expressway only panders to a small percentage of motorists who can afford the toll fees and whose route aligns with that taken by the expressway, thus leaving many Kenyans to use the substandard roads that lie directly beneath it. If only a small subsection of people in Nairobi can use such a road, then what’s the point in investing billions of shillings into it? Another important factor to consider is that the construction of the expressway itself caused much harm to the roads below, particularly on Uhuru Highway and Wayaki Way. The roads are now characterized by potholes, a lack of drainage systems, a lack of proper lanes and congestion making driving on them a nightmare. Not only that, but the expressway caused major roads to be reduced in size, meaning traffic forms quicker than before. Thus, the commute arguably has become much worse and with the number of cars on the expressway sparse as compared to the adjacent roads, it really puts into question its positive impact. Image courtesy of BBC Moreover, according to estimates the most common methods of transport are either walking or commuting via Matatus, leaving only 15% per cent of all commutes travelled by cars. With this in mind, the expressway does not help the majority of commuters but instead makes their lives much more difficult. The construction of the expressway severely affected the walk paths on Uhuru Highway and many other adjacent roads, thus exposing pedestrians to many hazards. You might be wondering what pedestrians have to do with traffic within the city? A lack of safe walk paths and bike paths within these important corridors will incentivise people to work towards affording/buying a vehicle, making traffic much worse within Nairobi’s congested roads. Additionally, people who are unable to afford their cars will be forced to use Matatus which again are unwelcome in the expressway, and an increased number of Matatus within the city’s streets means more congestion. Matatus although act as a form of public transport, are quite unsustainable for the city as they often ignore traffic rules to reach their destination faster, and make driving in the city much more hectic, not to mention the environmental pollution caused by their exhaust pipes. Image Courtesy of ITDP These factors highlight why constructing roads like the expressway doesn't help alleviate traffic, but instead increases the number of cars on roads. Building such projects, only makes cars more necessary to get around in Nairobi, as it becomes almost impossible to get around without using a vehicle of some sort. Even though nothing can be done about the expressway a more sustainable solution to solve traffic congestion would have been investing in Nairobi’s BRT system along major routes, and current road infrastructure. In doing so, Nairobi would have safe and reliable public transit that would incentivise people to use it instead of investing in other major cities. Moreover, investment in road infrastructure including sidewalks, bus terminals and bike paths would reduce the amount of cars on the road as now people don't feel as though they need to use their car to get around. It shouldn’t be that people feel the need to purchase a car to commute comfortably, but with comfortable and safe walking paths, bike paths and public transit we can reduce the need for more highways. As Nairobi is already suffering from overpopulation, such investments would help the city reduce costs associated with traffic and improve the quality of life for its citizens.  Bibliography The Structure of Users' Satisfaction on Urban Public Transport Service in Developing Country: the Case of Nairobi - Scientific Figure on ResearchGate. Available from: https://www.researchgate.net/figure/Nairobi-Transport-Modal-Share_fig1_228689478 ITDP. (2023, July 10). Reimagining the Nairobi Expressway as a Green Corridor . Institute for Transportation and Development Policy - Promoting Sustainable and Equitable Transportation Worldwide. https://itdp.org/2023/07/10/reimagine-the-nairobi-expressway-as-a-green-corridor/ Okadia , F. (2024, May 14). The Rise in Nairobi Expressway Toll Fees: The Fast Lane  Costs More than Projected. - IEA Kenya . IEA Kenya. https://ieakenya.or.ke/blog/the-fast-lane-costs-more-than-projected-using-demand-analysis-to-reveal-impacts-of-the-rise-in-nairobi-expressway-toll-fees-using-demand-concepts/ January 06 2023, F. (2023, January 5). Taxpayers to spend Sh24.8bn on Nairobi Expressway . Business Daily. https://www.businessdailyafrica.com/bd/economy/taxpayers-to-spend-sh24-8bn-on-nairobi-expressway--4076956

Over a decade ago the Californian High-Speed Rail Authority launched its statewide railway project yet it’s still very far from becoming a reality. Voters first approved of the speed railway project back in 2008, with the idea of a high-speed connection between Los Angeles and San Francisco in just short of a decade. In less than three hours, it was hoped that the line would efficiently increase the flow of people and goods from these commercial centres. Since then, no proper timeline has been created for when passengers will be able to travel the complete line. This brief but informative article shall discuss the feasibility of embarking on such a project and offer insights into the potential benefits and drawbacks that the project would have on California as a whole.  Source: The Guardian One aspect that cannot be ignored whilst discussing the project is the impact that it has on the state’s economy. The prospect of a greater connection between two of the largest economic centres in California, means greater efficiency, less wait times, and new means of employment. An article published by the LA Times highlights that the project has already seen a rise in employment across the Central Valley, with some businesses seeing a rise in business compared to the redevelopment of downtown areas. This means greater prospects for those cut off from the wealth of opportunities in California, most often present within coastal communities and lesser in inland areas. The rail authority further states that the project has created almost 10,000 jobs so far and generated 13.7 billion dollars for California’s economy as a whole, highlighting further the potential positive impact that the project could have for the state.  However, this greater connectivity comes at a cost. State officials estimate that the inaugural section of the rail line between the cities of Merced and Bakersfield will cost 35 billion dollars to complete. And the rest of the project shall cost upwards of 100 billion dollars, which is billions off the initial proposal. Moreover, due to California's strict environmental and land laws, the process of getting land for the project has been quite difficult, leading to delays in timelines. These delays mean that construction often starts way off timelines, and with increasing materials costs, labour costs, and inflation on the rise, this results in additional costs on top of the hefty price tag of the line. Further adding fuel to the fire is that the project still hasn't received all the proper funding required to complete the project, further requiring additional investments to be made to reap many of the benefits it claims.  Alternatively, as previously discussed, although costly the project provides a lot of benefits for communities all across the state, especially to those within the underdeveloped central regions. Jobs, visibility, and supporting infrastructure dramatically increase the quality of lives of people within these underrepresented areas. This sentiment is further strengthened by California Senator Alex Padilla who states that the project offers “better transportation options, good-paying construction jobs, and cleaner air for Central Valley residents." This underscores the impact that many infrastructure projects have in uplifting communities that historically don’t have the means to be connected to such opportunities. Ultimately, even though California’s solution to enhancing connectivity has resulted in many costs to the state and federal government, its potential benefits to providing opportunities and connecting various communities provide a greater cause. The wait and cost for such infrastructure have been long, but the rewards that it promises could be transformative for many, highlighting the potential of the project if done right. If the project becomes a reality it could inspire a movement of sustainable transport infrastructure in many areas across the continental US, further driving hope for a reality of connectivity between major transport hubs.  References  CNBC. “Why California’s High-Speed Rail Is Taking so Long.” Www.youtube.com , 16 May 2023, www.youtube.com/watch?v=FgHSYHXFfwg . Nicholls, Flynn. “California High-Speed Rail Plan Gets $54-Million Boost.” Newsweek , 25 Sept. 2024, www.newsweek.com/california-high-speed-rail-54-million-boost-madera-central-valley-1959267#slideshow/2480343 . Accessed 25 Oct. 2024. Shalby, Colleen. “Despite Some Progress, State’s High-Speed Rail Is $100 Billion Short and Many Years from Reality.” Los Angeles Times , 21 Mar. 2024, www.latimes.com/california/story/2024-03-21/high-speed-rail . Sheehan, Tim. “More California High-Speed Rail Land Purchases Needed — 11 Years after Project Started.” Fresno Bee , 29 Sept. 2024, www.fresnobee.com/news/local/article293148069.html .

Seattle’s Overlook Walk, inaugurated in October 2024, is a significant urban development that reconnects downtown Seattle to its historic waterfront and aquarium. It is mainly an overpass for pedestrians over the busy Alaska Way, but instinctively it contains park spaces, and restaurant space as well as acting as a gathering area, helping attract more people to the surrounding attractions. It has been in development for more than a decade, but since its launch, it has offered both residents and visitors enhanced accessibility and scenic views of Elliot Bay. The development represents the quintessence of city planning that connects rather than divides, and as such this article hopes to discuss what it does well and why what it chooses to prioritise is beneficial for the residents of the city.  Seattle's Overlook Walk, Image source: City of Seattle Firstly, the overlook walk prioritizes, more than anything, urban connectivity and accessibility. Before the construction of the overpass, the area was split in half by the Alaska Way, leaving pedestrians with very minimal options for making their way to the waterfront from the quite popular Pike Place Market and vice versa. This discouraged pedestrians from truly exploring the waterfront and piers due to the inconvenience of crossing the large highway. Currently, the overpass connects over 30 metres of elevation change in such a short distance, thus connecting downtown Seattle to the waterfront like never before. Moreover, the new public elevators both at Pike Place Market and the new ocean pavilion connecting directly to the overpass at two separate ends enhance its accessibility for all ages and disabilities. This, coupled with the existing playgrounds, businesses and green spaces within, facilitates connection and fosters a sense of community as people can easily traverse and explore what Seattle offers and make meaningful connections with each other. Cities are meant to be places of interaction and creation. By taking this meaningful step in making Seattle more walkable, planners enable people to freely communicate and connect with their fellow residents and encourage people to walk more lessening the need for cars for simply existing within the city.   Alternatively, the overlook walk incorporates nature and sustainability in its design emphasising the importance of natural environments in creating unique and significant spaces for urban communities. The overpass features foliage and plants that mimic the natural environment that surrounds the Pacific Northwest, such as Vine Maple, particularly in its Bluff Walk Pathway. Alternatively, its sustainable design practices and incorporation of biodiverse green spaces, enable urban communities to access such natural environments which are quite rare, especially in large cities such as Seattle. Both these factors contribute to the creation of an oasis in a once-congested area where residents can improve their physical activity and social interaction, and help clean Seattle’s air. The waterfront redevelopment, in general, aims to increase green space within Seattle, thus these positive impacts would not only be seen in the Overwalk but also the greater waterfront area, highlighting the impact of green spaces within urban areas.  Lastly, the incorporation of artwork within the overlook walk helps enhance the cultural heritage within Seattle, helping enhance community connection over art and shared experiences. The overlook walk will feature “large-scale artwork” in its Salish steps, to honour the rich Native American history of the waterfront, created by numerous Indigenous artists that highlight the matriarchs, who wield a tapestry of traditions, technologies, and eulogies through weaving and carving. Moreover, the aforementioned Salish Steps will act as an amphitheatre space where musicians and presenters can share their art with spectators. These important incorporations of art into the overlook walk make the area a place for people to gather and connect over these moving pieces. Art in urban spaces causes movement and connection, it makes people more likely to be attracted to certain areas due to their cultural appeal as centres of creativity. By choosing to centre art within the overpass, Seattle's city planners can ensure that people now have another place within the city to interact with art and congregate for concerts and music, a place where communities feel represented and feel a sense of belonging within the city. Moreover, it increases attraction towards the overpass, therefore increasing revenue and frequency in the waterfront and businesses within its vicinity.  Ultimately, the overpass represents an active effort in the redevelopment of Seattle to become a much more walkable and attractive city for both residents and visitors from all over. Urban planners the world over can learn from Seattle's approach to redevelopment, understanding that urban connectivity is best created by emphasising accessibility, walkability, green space and cultural heritage to promote a sense of belonging and attraction towards exploring Seattle’s many attractions.  References Braxton, K. (2024, October 4). Overlook Walk Is Open: Seattle’s Newest Dynamic Landmark Connects the Waterfront and Downtown with Breathtaking Views and Enhanced Public Space  - Office of the Mayor . Office of the Mayor. https://harrell.seattle.gov/2024/10/04/overlook-walk-is-open-seattles-newest-dynamic-landmar -connects-the-waterfront-and-downtown-with-breathtaking-views-and-enhanced-public-space/ utm_source=chatgpt.com Clarridge, C. (2024, October 2). Seattle’s new gateway to the waterfront opens . Axios; Axios Seattle. https://www.axios.com/local/seattle/2024/10/02/new-gateway-walk-waterfront-2024 Dhenin, M. (2021, December 6). Why Public Art Is Good for Cities . YES! Magazine. https://www.yesmagazine.org/health-happiness/2021/12/06/public-art-cities Packer, R., & Packer, R. (2024, October 4). Overlook Walk Finally Opens as the New Seattle Waterfront’s Centrepiece - The Urbanist . The Urbanist - Examining Urban Policy to Improve Cities and Quality of Life. https://www.theurbanist.org/2024/10/04/overlook-walk-opens/

The Nairobi Expressway is a major infrastructure urban project in Kenya. The expressway was built to address Nairobi's intense traffic congestion problems, providing additional roads suspended by a bridge-like structure over Nairobi's urban landscape. The expressway was officially launched and operational in 2022, was constructed between Mlolongo and James Gichuru junction stretching 27 km and was developed through a public-private partnership between the Kenyan government and the China Road and Bridge Corporation, which financed, designed, and constructed the expressway. While the Nairobi expressway has certainly sparked debate over its sustainability, cost, and inclusivity, this massive infrastructure project serves as a toll road designed to ease traffic congestion and support Nairobi's role as a regional economic hub.  The Nairobi expressway was built to tackle Nairobi's traffic problems. Nairobi is notorious for heavy traffic according to the Traffic Index by Numbeo, Nairobi is ranked 10th globally for having the worst congestion, and costs the citizens billions of Kenyan shillings annually in lost productivity and fuel wastage. And with Nairobi’s rapid urbanization putting pressure on its road infrastructure the expressway was designed to decrease commuting times from over two hours to just 20 minutes. Additionally, its elevated design provides minimal interference with existing roads and buildings and allows for easy access for vehicles. This infrastructure project aligns with Kenya's Vision 2030, where the country aims to industrialize into a middle-income country (MIC).  While many of the project's advantages are very helpful in boosting Nairobi's economy, as it provides easy access to the Jomo Kenyatta International Airport as well as the Central Business District (CBD) making trade and tourism easier, much of the urban infrastructure project faces controversy. Many people argue that due to the high toll fees relative to the average Kenyan, it makes it hard for ordinary people to access, essentially creating a class divide on Nairobi's roads. Additionally, environmental concerns have been raised such as the project's displacement of trees and major green spaces during the construction. Many critics also argue that the project prioritizes and enforces car-centric infrastructure, which limits accessibility and sustainability. By creating an expressway designed for cars people are more inclined to use cars rather than sustainable alternatives such as public transport and non-motorized vehicles resulting in a car-centric urban environment, which contradicts many of Kenya's goals to minimize carbon emissions and promote sustainability.  From an urban planning point of view, the Nairobi expressway showcases Kenya's development and interest in streamlining its urban infrastructure. Its construction has also led to further developments in Kenya's infrastructure which continue to provide jobs and employment opportunities for the local communities, however while this particular project has addressed the major congestion issues that Nairobi faces its negatives, such as its lack of inclusivity and environmental sustainability highlights the flaws within this urban development project. This goes to show that a good urban project does not only solve a specific problem but also ensures that it promotes sustainable practices and co-exists with nature to minimize its ecological footprint. Bibliography Kenya National Highways Authority. (n.d.). Nairobi Expressway Project . Retrieved from https://kenha.co.ke/nairobi-expressway-2/ Natural Justice. (n.d.). Nairobi Expressway Project: Environmental and social considerations . Retrieved from   https://naturaljustice.org/eia-process/nairobi-expressway/ Institute for Transportation and Development Policy. (2023, July 10). Reimagining the Nairobi Expressway as a Green Corridor . Retrieved from https://itdp.org/2023/07/10/reimagine-the-nairobi-expressway-as-a-green-corridor/ Wikipedia contributors. (n.d.). Nairobi Expressway . In Wikipedia . Retrieved December 15, 2024, from   https://en.wikipedia.org/wiki/Nairobi_Expressway