NAIROBI, Kenya- Nairobi Governor Johnson Sakaja’s proposal to construct Kenya’s first underground metro railway has sparked widespread debate, with many residents questioning whether the city should prioritise a multi-billion-shilling mass transit system while grappling with potholes, flooding, poor drainage and uncollected garbage.
Speaking before the Senate Committee on National Security, Defence and Foreign Relations, Sakaja unveiled the proposed Nairobi Metropolitan Mass Rapid Transit System (NMRTS), an ambitious project estimated to cost nearly Sh1 trillion (US$7.78 billion).
The proposal includes a 30-kilometre underground metro line connecting Nairobi’s Central Business District with Eastlands, Westlands and Upper Hill.
According to the governor, relocating part of the city’s public transport network underground would ease traffic congestion, improve mobility and help transform Nairobi into a “20-minute city,” where residents can access key services within a short commute.
The county government says the underground CBD section would serve as the project’s backbone, integrating rail transport with pedestrian walkways, non-motorised transport infrastructure and transit terminals.
The Eastlands line is expected to serve one of Nairobi’s busiest commuter corridors, significantly reducing travel times.
If implemented, the project would become the first underground metro system in East, West and Southern Africa. Currently, only Egypt and Algeria operate metro rail systems on the continent.
However, the announcement has drawn criticism from many Nairobi residents, who argue that the county government should first address persistent shortcomings in basic public services before embarking on one of Africa’s most expensive infrastructure projects.
Critics pointed to the city’s deteriorating road network, poor drainage, frequent flooding during heavy rains, malfunctioning streetlights and inconsistent garbage collection as more immediate priorities.
Some residents questioned how the county plans to construct and maintain underground tunnels when many existing roads remain riddled with potholes and drainage systems continue to fail during rainy seasons.
Others argued that improving surface infrastructure would have a more immediate impact on the daily lives of Nairobi residents than a long-term mega project.
Urban planning experts have also urged caution, noting that while a modern mass transit system would significantly benefit Nairobi’s growing population, major transport initiatives such as the Bus Rapid Transit (BRT) programme have experienced repeated delays and implementation challenges.
They argue that financing, engineering feasibility, long-term maintenance costs and institutional capacity will be key determinants of whether such a project can be successfully delivered.
During previous rainy seasons, Sakaja attributed widespread flooding in Nairobi to ageing drainage infrastructure and limited funding for upgrades. Those remarks have fuelled further questions over how the county would finance and maintain an underground railway network.
Despite the criticism, the governor maintains that feasibility studies undertaken with international development partners indicate the project is technically viable and could fundamentally transform mobility within the capital.
The proposal is expected to generate further debate as City Hall seeks support from the national government, development partners and investors for what would rank among Kenya’s largest infrastructure projects.
