Figure 4.41 Wiyoni Bay issues and opportunities

Figure 4.41 Lamu Old Town waterfront – typical seafront scene (market day and other days)

Source: Atkins analysis

Cargo handling

Lamu’s waterfront is the focal point for trade and possesses a legacy maritime facade from its historical origins as a trading town. The bays and jetties that used to serve the trading towns port activity are problematic element of urban waterfront; particularly because of the inappropriate mixing of cargo-handling and passenger-handling activities.

The traffic from these activities has grown significantly, and is beginning to detract from the attractiveness of the waterfront and the overall urban quality which holds enormous cultural and tourism value.

Separating incompatible urban and cargo functions on the waterfront is required. The LIIUDP identifies dedicated areas for cargo-handling at Wiyoni and Langoni and the repurposing of jetties along the waterfront to serve passenger traffic only. Separating the two frees-up the prime shared waterfront space to undergo much-needed renewal and revitalisation. Rationalising the operation of the new cargo jetties is a critical factor in realising the waterfront’s renewal aspirations and preventing a clash between the two. A combination of measures can be considered to support the operation of the cargo bays while protecting the character of the waterfront area. These should include:

> Waterfront access being restricted to certain times of the day, preferably off-peak hours. This, can be deployed together with the redistribution of cargo traffic to other parts of the transport network. The ring roads proposed in section 4.4.2.3 provide alternative routes that connect the two cargo bays and allow cargo traffic to bypass the waterfront area. A cargo route by law would be required to restrict and enforce cargo movement to specific parts of the network; > The provision of clear road signage and traffic signs to help cargo navigate the network and adhere to permitted routes and times for cargo movement; > Better management of the loading and unloading of goods originating from, or destined for, the heritage area by providing dedicated loading zones - preferably behind buildings to minimise transport disruption; and > Encouraging the delivery of light-weight, time-critical shipments that are destined for the heritage area by non-motorised transport. Location

> Lamu Town

Linkages

> Urban development

Table 4.31 Project 9 Summary Information

Sub-components Estimated cost (KES range) Benefits and impacts Financing options and delivery mechanisms Implementation agency and stakeholders

Corniche path upgrade 5 km

Wayfinding along sea front Quay walls with 0.6 m parapets Permeable paving (concrete blocks and public realm drainage) Multi- purpose pods (25/30 sqm) wooden decks with steel structure

3D printed concrete tiles bolted on quay walls

Source: Atkins analysis Total cost = KES 1.354 billion

KES 250 million

KES 227 million

KES 276 million

KES 585 million Regeneration of seafront, creation of quality public spaces, better facilities for existing businesses and attraction of new business

Improved local resident mobility and tourism› Better access between Shella and Lamu surrounding attraction points Mitigation of floods and increased sitting areas Wider public space More rational use space planning Opportunity to manage the pods as rented space by local businesses

Enhanced marine ecosystem Pods - Private investor: design build operate maintain (DBOM)

Quay walls and paving Public Authority or a mix of Public/Private such as Business Improvement District (BID) Local Authority, (International Financial Institutions) IFIs, Central government Pods might be delivered in a PPP framework with Private businesses implementing and managing the spaces Some revenue can be generated through leasing or selling of advertising rights that would contribute towards maintenance

Table 4.32 Project 9 Basic analysis and timeline

Challenges

May require some land acquisition Sea level rise in coastal locations is a key issue, particularly during storm surges Intrusion of motor vehicle traffic Poor solid waste management Funding Relieving waterfront from boda boda traffic – this partly relies on implementation of by pass road Funding Sea level rise uncertainty Requires careful management and respect of enforcement of policies Detailed flood survey along the waterfront Site surveys and technical studies

Pre-feasibility study Short to medium term

Multi-phase Old Town World Heritage Site committee approval Public zones operations and maintenance by Municipality

Source: Atkins analysis

SUED principles for implementation Climate resilience recommendations

This proposal is designed to increase the resilience of the Old Town to coastal flooding, and explicitly considers the potential for increases in sea-level of up to 1m by the end of the century. Specifically:

> Increasing the height of sea walls will offer greater protection against rising sea levels, coastal erosion and flooding; > Construction of living sea walls and retrofitting older walls offer biodiversity benefits for invertebrates in addition to flood resilience benefits, while seaweeds and fish can improve water quality; and > The proposed permanent or temporary pods for increasing the space available on the Corniche Path will include green spaces, and planting, which will reduce the impact of increasing temperature extremes.

Social inclusion recommendations

The regeneration of the seafront will create accessible, quality public spaces that will encourage sustainable modes of transportation and enhance the wellbeing and public health of local communities. The improvement of the area will also contribute to its economic development and further development of the tourism sector.

> Ensure there is a meaningful consultation process with local communities and relevant stakeholders, particularly including SIGs and disadvantaged groups; this will contribute to an increased sense of ownership and will help to understand the particular needs that these groups may have. It will also be important to integrate informal vendors that might rely on those spaces and whose livelihoods will be affected, and support their integration in other

UEP interventions; > Adopt principles of universal design that allow easy access and use for everyone

> Avoid graded routes and when changes in level are unavoidable, include ramps. Include tactile pavings at crosswalks; > Install benches at regular intervals for people with mobility impairments to rest. Consider benches that are appropriate for elderly people, and people with reduced mobility. Leave space alongside benches for wheelchair users to sit next to their companions; > Footways should consider materials that are firm and non-slippery, particularly during wet weather; > Provide good lighting and implement signage that is appropriate to people with hearing and visual impairments or learning disabilities. It is recommended to utilise easy-to-read text or simple symbols; and > Avoid reflective material that could cause confusing glare. Develop a clear wayfinding systems to local hospitality venues that is accessible to PWD both physically and digitally. > Liaise with local cooperatives, local SMEs and NGOs for construction works and the maintenance of the waterfront; > A Resettlement Action Plan (RAP) should be developed if any phase of the project requiring land acquisition involves the displacement of populations or economic activities.

This plan includes:

> Identifying affected populations and potential negative impacts associated with the displacement through a census survey; > Determining and communicating the cut-off date to receive compensation/assistance and the implementation schedule in an accessible and timely manner; > Consulting affected populations about the relocation site/alternatives, the implementation schedule and compensation and assistance measures; > Developing specific measures for PWD, elderly people, women, and other groups who might be disproportionaltelly disadvantaged by the displacement; > Implementing a grievance mechanism for disputes that might emerge during the resettlement process; and > Monitoring and evaluating the resettlement process and the adequate implementation of compensation/assistance measures.

Data gaps Time frame, key dependencies

Case Study 4.19 - Marine urbanisation and eco-engineering128

Oysters, seaweed, fish, algae and many more organisms have a new home at North Sydney Harbour. At one of the world’s largest living seawalls in Bradfield Park, an ocean conservation project brought together Swedish carmaker Volvo, Reef Design Lab, the Sydney Institute of Marine Science (SIMS) and the North Sydney Council to create an ecosystem for some of the most vibrant marine life using 3D printing.

For decades marine life had to look for other places to inhabit because more than 50% of the Sydney Harbour shoreline is armoured with seawalls, a form of coastal defence that protects against waves and tides. In tune with its sustainable vocation, the Swedish car giant Volvo sought an opportunity that seeks to restore the balance of the ecosystem. Using 3D printing technology, experts have developed 50 tiles that have been installed along an existing seawall structure last October and were designed to mimic the root structure of native mangrove trees, becoming the home to thousands of living organisms.

Sydney scientists have been leading the world in the study of the greening of seawalls for more than a decade, and we are really pleased that this research has arrived at the stage where we are now working at a real-world scale, in one of the most extensive seawall retrofits worldwide.

Facilitated through the vision of North Sydney Council this living seawall installation is the result of a significant collaboration of financial partners: the Harding Miller Foundation, the James N Kirby Foundation, and the NSW Government, with in-kind support from GHD Engineering, and Reef Design Lab. North Sydney Council has also commissioned a fabulous sculpture for the site allowing the public to better-understand the science behind the research.

128 Macquarie University, Marine urbanisation and eco-engineering (2014), Available at: Marine urbanisation and eco-engineering — Macquarie University (mq.edu.au), (Accessed: 10/11/2021).

Case Study 4.20 - Mama Ngina waterfront129

Mama Ngina waterfront is a 26-acre waterfront space recently renovated into a modern public realm along the Mombasa coastline. The waterfront development included landscaping and paving of the waterfront, construction of a natural amphitheatre, the Kilindini Cultural Centre, ablution blocks and gateways into the waterfront. Before the renovation, the waterfront was unkempt, degraded, and lacked safety barriers along cliffs exposing users to safety concerns. With the new upgrades, residents and tourists can enjoy leisurely walks, entertainment, and sports, and they can watch ships sail through into the port while enjoying the cool breeze at the waterfront.

129 Staging nomad Africa, Mama Ngina waterfront park (2021), Available at: https://staging.nomad.africa/mama-ngina-waterfront-park/, (Accessed: 03/12/2021).

4.4.2.2  Project 10: Wiyoni Bay clean-up

Project overview

Building on the existing proposals in the LIIUSDP and connected to the Town’s central zone by the Corniche Path, the Wiyoni Bay inlet area not only presents a unique opportunity to upgrade the otherwise neglected waterfront but also to make use of the location to improve the water quality that drains into the sea.

The LIIUDP has already identified a new node to create ocean front opportunities for new trade and integrated transport. Multi-modal transport such as boat, donkey, motorbikes, and bicycles as well as pedestrian use is integrated into the design. The area is envisioned to provide a high-density mix of commercial activities through the development of a business complex. It is designed to accommodate various commercial uses that will spur economic development within the island.

There is an ongoing issue across the island for stormwater drainage and sewerage treatment. This location has been a trouble spot for a while due to raw sewerage, untreated waste from the adjoining abattoir and a hotspot for waste dumping. Supplementing the LM’s plan to transform it into an attractive node, there is a proposal to connect this business complex to Lamu Old Town via an enhanced waterfront pedestrian path. To mitigate some of the untreated water a reedbed filtration system is proposed in the bay. This will be done while maintaining marine activity and access to the repair workshop. Proposals

1. Upgrade of waterfront path - this will further enhance the oceanfront node as proposed in the LIIUDP and add value to the proposal;

2. Reedbed filtration system - these are low-cost, low-maintenance, environmentally-friendly and use only natural, sustainable, and ecological processes and gravity driven systems that don’t require any energy input. They are highly effective when properly designed and can be used to produce near river quality water. Vertical flow reed-beds are more effective at nitrifying effluents, converting ammonia into nitrates and nitrites, than most package sewerage treatment plants. This system will be very beneficial to treat some of the untreated stormwater130;

3. Quay wall upgrade - in line with the waterfront upgrade project, a section of quay wall upgrade can improve the quality of the space (subject to feasibility); and

4. A visitor jetty, some food and beverage, and public realm upgrades, are also proposed along the waterfront path.

130 The abattoir operation requires its own dedicated waste water treatment facility before any discharge is allowed.