Kenya Road & Cycling Lanes Amendment Bill: What New Non-Motorized Transport Law Means for Urban Areas
Kenya is moving toward a major change in how roads are planned and used, with Parliament advancing legislation aimed at improving infrastructure for pedestrians, cyclists and other non-motorized transport users.
The Kenya Roads (Amendment) Bill, 2024 seeks to amend the Kenya Roads Act to provide for dedicated infrastructure for non-motorized transport.
The proposal comes amid growing concerns over pedestrian safety, cycling infrastructure and competition for limited road space in Kenya’s urban centres. Nairobi, Mombasa, Kisumu and other rapidly expanding towns have seen increasing numbers of pedestrians, cyclists, motorcycles, buses and private vehicles sharing the same road corridors.
The National Assembly approved the Bill on August 13, 2026. The approval is an important stage in the legislative process, but the proposed changes should not be treated as fully operational law until the remaining constitutional requirements are completed.
What the Bill Seeks to Change
The proposed amendments would make non-motorized transport infrastructure a more deliberate part of road planning.
The Bill introduces provisions dealing with facilities such as cycling lanes, cycling tracks and pedestrian walkways. It seeks to require road authorities to design and construct designated infrastructure for non-motorized transport on existing and new roads under their control.
The proposal could therefore change the way future road projects are designed. Pedestrians and cyclists would no longer be considered only after space has been allocated to motor vehicles.
The Kenya Roads Act amendment proposal provides details of the proposed changes, including definitions and responsibilities relating to non-motorized transport infrastructure.
What Is Non-Motorized Transport?
Non-motorized transport generally refers to forms of transport that do not depend on a motor vehicle.
Walking and cycling are the most common examples. Wheelchairs and other mobility devices are also relevant when designing infrastructure that is accessible to people with different mobility needs.
The concept is important because roads have traditionally been designed primarily around motor vehicles.
A road can accommodate several lanes for cars while providing pedestrians with a narrow or poorly maintained footpath. Cyclists may also be forced to share lanes with buses, trucks, motorcycles and private vehicles.
The proposed amendments seek to change that approach by formally incorporating non-motorized transport into road infrastructure planning.
What Is a Cycling Lane?
A cycling lane is a designated section of a road intended for cyclists.
The proposed legislation distinguishes between a cycling lane and a cycling track. A cycling lane is located on the road and marked to separate bicycles from motorized traffic, while a cycling track is designed as a more physically separated facility.
The Kenya Roads (Amendment) Bill provides definitions intended to guide how these facilities are incorporated into road infrastructure.
The distinction could become particularly important in busy urban corridors. A painted lane offers a different level of separation from traffic compared with a physically protected cycling track.
Technical standards would determine the eventual design, markings, signs, width and other characteristics of these facilities.
What Will Happen to Pedestrian Walkways?
Pedestrian walkways form another important part of the proposed reforms.
The legislation seeks to provide dedicated infrastructure that separates pedestrians from motorized traffic.
Such facilities could address a common problem in Kenyan towns, where pedestrians are sometimes forced to walk along roads because footpaths are missing, blocked, damaged or poorly maintained.
Better-designed walkways could also improve accessibility for children, older people and people with disabilities.
The success of the proposal will depend heavily on implementation. A footpath that exists on paper but is occupied by parked vehicles, traders or construction materials would not provide the safety benefits intended by the legislation.
Which Road Authorities Will Be Responsible?
Several road authorities would have responsibilities under the proposed framework.
The Kenya National Highways Authority (KeNHA), Kenya Rural Roads Authority (KeRRA) and Kenya Urban Roads Authority (KURA) manage different categories of roads across the country.
The Bill seeks to require the relevant authorities to incorporate designated non-motorized transport facilities into existing and new roads under their control.
County governments will also remain important to urban transport planning because counties oversee various roads and urban functions within their jurisdictions.
The precise division of responsibilities will depend on the final law and any regulations or technical standards developed to implement it.
Will Existing Roads Get Cycling Lanes?
One of the biggest questions for urban residents is whether the proposed changes will affect roads that already exist.
The Bill seeks to cover both existing and new roads under the control of relevant road authorities.
That provision does not necessarily mean every existing road will immediately be reconstructed to create a cycling lane or pedestrian walkway.
Road authorities will have to consider available space, traffic patterns, existing infrastructure, costs and engineering requirements.
Some roads may require significant reconstruction, while others could accommodate non-motorized transport facilities through redesign or reallocation of existing road space.
Funding will therefore be a major factor in determining how quickly the proposed changes can be implemented.
What Does the Bill Mean for Motorists?
Motorists could also experience changes if the proposals become law.
Dedicated cycling lanes and pedestrian walkways would be intended for specific users rather than serving as additional parking or general traffic space.
The proposed framework also gives greater attention to enforcement and the protection of non-motorized transport users.
The Parliamentary explanation of the Bill states that the proposed changes are intended to promote the safety of pedestrians and cyclists and provide dedicated infrastructure for non-motorized transport.
Drivers may therefore face clearer restrictions against obstructing or misusing designated spaces once the applicable provisions and regulations are in force.
The exact offences and penalties should, however, be confirmed from the final legislation and applicable regulations rather than assumed from the Bill alone.
Can Cars Park on Cycling Lanes?
Dedicated cycling infrastructure is intended to separate cyclists from motorized traffic.
Motorists should therefore not treat cycling lanes or pedestrian walkways as ordinary parking spaces.
The proposed amendments provide for regulations dealing with issues such as the design, width, safety and maintenance of non-motorized transport infrastructure.
The final regulatory framework will determine the detailed rules governing how motorists, cyclists and pedestrians interact with these facilities.
Proper enforcement will be essential. A cycling lane that is routinely blocked by parked vehicles would offer little protection to cyclists.
How Nairobi Could Be Affected
Nairobi is likely to be one of the most closely watched areas if the proposed changes become law.
The capital has a large population of people who walk or cycle to work, school, markets and public transport points. Many of these users currently share road corridors with fast-moving vehicles.
Dedicated infrastructure could improve safety and make walking and cycling more practical.
Better connections between residential neighbourhoods, business districts, public transport stations and major roads could also support a more integrated urban transport system.
Implementation will remain the key issue.
A disconnected cycling lane may force cyclists back into traffic after only a short distance. A pedestrian walkway that suddenly ends can also push people back onto the road.
Urban planners will therefore need to consider complete transport networks rather than isolated sections of infrastructure.
Why the Changes Matter for Road Safety
Pedestrians and cyclists are among the most exposed road users because they lack the physical protection offered by cars and buses.
Separating different categories of road users can reduce conflicts and make movement more predictable.
The proposed changes also recognise walking and cycling as legitimate forms of transport rather than activities that should only be accommodated after motor vehicles have been prioritised.
Kenya already has planning requirements supporting pedestrian and cycling facilities in certain developments. The Physical and Land Use Planning (Building) Regulations, for example, contain provisions concerning connected footpaths and bicycle parking.
The proposed road amendments could strengthen the infrastructure component of this wider planning approach.
What It Could Mean for Cyclists
Cyclists could benefit directly from the proposed changes.
Dedicated lanes would reduce the need to compete for the same space with cars, buses and heavy commercial vehicles.
Better infrastructure could also encourage people who currently avoid cycling because of safety concerns to consider bicycles for short-distance commuting.
Connectivity will be critical.
Cycling infrastructure works best when routes connect homes, workplaces, public transport facilities and other destinations. Short lanes that disappear without warning can leave cyclists exposed to traffic.
Road authorities will therefore need to consider how individual cycling facilities fit into wider urban transport networks.
What It Could Mean for Pedestrians
Pedestrians could benefit from clearer, safer and more accessible walking routes.
Properly designed walkways can reduce the need for people to walk on carriageways and can make it easier to move between residential areas, workplaces, schools and public transport stops.
Accessibility should also remain part of the design process.
Pedestrian infrastructure should accommodate people with disabilities and other users who may face difficulties navigating narrow, uneven or obstructed paths.
The broader objective is to create roads that work for different categories of users rather than giving priority to only those travelling in motor vehicles.
Will the Bill Become Law?
National Assembly approval does not by itself mean that all the proposed requirements are already enforceable.
The Bill must complete the remaining stages required under Kenya’s constitutional and parliamentary process before becoming law.
The Parliament of Kenya has described the proposal as legislation intended to provide dedicated lanes for non-motorized transport and improve safety for pedestrians and cyclists.
Implementation would then depend on regulations, technical standards, funding and the ability of road authorities to incorporate the infrastructure into road projects.
What Urban Residents Should Expect
If the reforms become law and receive adequate funding, Kenyan towns could gradually see more clearly defined space for pedestrians and cyclists.
Motorists could encounter more restrictions around parking or driving through designated non-motorized transport areas.
Cyclists could gain safer routes, while pedestrians could benefit from improved walkways and crossings.
The pace of change will depend on how quickly road authorities can redesign existing infrastructure and incorporate the requirements into new projects.
The legislation alone cannot solve Kenya’s urban transport challenges. Enforcement, maintenance, public awareness and proper planning will all determine whether the intended benefits are achieved.
Kenya’s proposed non-motorized transport reforms therefore represent more than a change to road markings. They could influence how urban roads are planned, how space is shared and how pedestrians and cyclists are protected.
The biggest test will come after the legislation is finalised: whether Kenya can translate the proposed legal requirements into connected, accessible and properly maintained infrastructure that makes walking and cycling safer in everyday life.
