Politics
FROM ZERO VISION TO VISION ZERO: Eliminating traffic violence in Kenya is possible
10 min read.Kenyan roads are among the most dangerous in the world and it is hard to avoid the conclusion that decision-makers in government prefer to keep them that way. By JACQUELINE M. KLOPP

The just-concluded holiday season saw people take to the roads en masse. Like in every holiday season, there were several road crashes that led to the death of people. Perhaps this a good time to reflect on why we seem to have made so little progress in addressing this form of deadly violence.
Across the globe, vehicles kill great numbers of people – about one person every 24 seconds. Road crashes are now the number one killer of young people over five years of age. The idea that this massive amount of death can be captured by the term “accidents” needs challenging. What we are talking about is traffic violence caused by deliberate action or inaction in the face of knowledge about how to prevent these deaths.
In African countries with relatively low motorisation rates, citizens primarily use non-motorised means of transport or public service vehicles. This presents an opportunity to build particularly safe streets. Instead the number of deaths per vehicle is sadly very high. The Nigerian trauma doctor, Ola Orekunrin, notes that this is much neglected by the public health community.
Kenya is no exception. The World Health Organization (WHO) estimates that every year between 3,000 and 13,000 people (mostly pedestrians, cyclists and boda boda riders) die in road crashes. The National Transport and Safety Authority (NTSA), which to its credit is now trying harder to report “accidents”, tells us that 3,146 people were killed on Kenyan roads last year; most of them were pedestrians. The actual number of deaths is likely to be much larger as many are not reported, especially in remotes areas, and in many cases police do not follow through to discover the fate of victims who pass away in hospitals.
Many more people, including many children, are maimed, left with disabilities or traumatised. Road crashes impose enormous burdens on individuals, their families and communities, the health care system, and the country. Victims must deal with medical bills, legal and insurance wrangles, loss of work and abilities, great emotional distress and grief. As economically productive people die or become disabled or impoverished, the country as a whole takes an enormous economic hit. Some estimates suggest that over 5.6 per cent of Kenya’s GDP is lost to crashes.
A new approach: Vision Zero
The sheer magnitude of this carnage and suffering should prod us towards some new thinking based on a deeper analysis of what causes this form of violence. Indeed, understanding road deaths as a form of violence is the first critical step.
People make deliberate choices at an individual level (to drive while drunk, for example) and also at a policy level (to build streets without safe pedestrian facilities) that result in violence. We should also learn from places where real declines have occurred in road fatalities. In these places, this violence is not accepted as a normal price to pay for mobility, and the goal is, in fact, set for zero deaths or “Vision Zero”.
The sheer magnitude of this carnage and suffering should prod us towards some new thinking based on a deeper analysis of what causes this form of violence. Indeed, understanding road deaths as a form of violence is the first critical step.
Vision Zero interventions start with the premises that humans are flawed and likely to make mistakes in judgement and also that vehicles are very dangerous and get more so with speed. As one of the architects of this approach, Dr. Claus Tingvall, emphasises, “In every situation a person might fail. The road system should not.” Based on this premise, people have to take a more systems-based approach and get to work by designing streets and rules on streets that reflect these realities.
Evidence exists that the “Vision Zero” approach works. In 1997, Sweden’s parliament made it law, giving it force, prominence and legitimacy. The main policy innovation was to place responsibility for road safety squarely on the system’s designers and also to shift the paradigm from acceptance of a certain number of road deaths to the idea that this violence should be eliminated entirely. This meant promoting a collection of measures, including using research and data, to actively redesign streets and to create incentives to reduce crashes.
In Sweden this approach seems to have worked. Official statistics suggest the number of road deaths halved and that the number of deaths among car users decreased by 60 per cent between 2000 and 2010. One scholarly study notes that “while the decrease has stagnated somewhat after 2010, Sweden’s roads are still among the world’s safest, with only 3 of every 100,000 Swedes dying on the roads each year, compared to 10 in the USA.” (In Kenya, WHO estimates that this figure is 34.4 per 100,000 people.) Since the Swedish experiment, “Vision Zero” programmes have been adopted by cities like New York and Los Angeles, working better in the former than in car-dominated Los Angeles in part because New York was more aggressive about redesigning dangerous intersections and reducing speeds.
To illustrate how a Vision Zero approach works, Dr Tingvall gives an example of an intervention in a rural area where people drink a lot. It was discovered that people were dying while trying to pass each other on a two-lane road. To address this specific problem, one intervention that worked was to turn the two-lane road into a narrower single lane, slowing everyone down and making passing impossible. Along with other measures, such as discouraging drinking and driving (also critical in Kenya), this led to a decline in crashes and deaths. Narrowing street space for cars appears to have a psychological impact on drivers and to cause them to slow down.
Another example is keeping roundabouts in place instead of lights at four-way intersections, because even though the crashes might be reduced by lights, the higher speeds involved in collisions in a four-way intersection are deadlier. Human life rather than speed should take the priority in design.
Vision Zero for Kenya?
Could Kenya take such a “Vision Zero” approach and adapt it to its situation? Would it work? I will argue that advocating, adopting and adapting some aspects of this approach seem critical to addressing traffic violence in Kenya. A systems approach would, in fact, mean facing some of the entrenched problems on Kenyan roads (and a health care system that needs more resources to cater to the scale of the problem but we will focus on prevention).
Some of these problems include: 1) “failure” of police enforcement which, as we all know, is a system of extraction from road users; 2) failure of the government (especially the engineers who choose for Kenyans what kinds of roads to build) to take responsibility for systems problems such as design that kills; and 3) car-dominant and elitist investment decisions with a self-interested focus on rapid highways for a minority of car users.
We know that the police enforcement system in Kenya is broken and needs repair. In 2009, the Ransley Report on Police Reform argued that the traffic police need revamping. This includes building traffic management systems that do not require their direct involvement. The police also need better training and ICT systems, including for keeping track of crashes. The NTSA is working on some of these reforms. While this is a step in the right direction, it does not address some of the deep problems that undermine enforcement.
It is well known that some senior police officers and politicians who are supposed to play an oversight role over traffic police and public service vehicles have serious interests in the sector. The 2009 Ransley Report noted the profound conflict of interest and breach of ethics when traffic police own public service and breakdown vehicles and emphasised that “the problem of conflict of interest has become so widespread that it has undermined the capacity of police to impartially enforce regulations”. We skirt this issue every time there is an outcry after yet another horrific crash. The reaction is always to blame and crack down on matatus as if public service vehicles are the only problem rather than the broader institutional context in which they operate.
The Ransley Report also suggests harsher fines that can be tied to all offenders, including private vehicle owners. Ideally, those who consistently get into crashes should be made to pay higher insurance rates and should eventually lose their licences. However, this approach, especially with the current enforcement problems, is unlikely to work in the near term under present conditions. Instead of only looking at punishment as a means of penalising irresponsible road users, a Vision Zero approach would push us to ask what kind of positive incentives and design changes we can use to address traffic violence.
It is well known that some senior police officers and politicians who are supposed to play an oversight role over traffic police and public service vehicles have serious interests in the sector. The 2009 Ransley Report noted the profound conflict of interest and breach of ethics when traffic police own public service and breakdown vehicles and emphasised that “the problem of conflict of interest has become so widespread that it has undermined the capacity of police to impartially enforce regulations”.
In the matatu sector, one of the potentially largest but most neglected factors in road crashes is the poor labour conditions of drivers. This includes working very long hours in difficult conditions and a target system (instead of a fixed salary) that encourages speeding and reckless driving. Emerging evidence from experiments in Nairobi suggest that drivers will slow down and improve driving if they are monitored with devices and paid more. eThekwini Municipality in South Africa is experimenting with Moja Cruise, a programme to give service contracts to minibus operators so that they get paid for better service, including reduced speed, and this can be monitored with tracking devices.
Rather than looking at positive incentives for change, the reaction of the Kenyan government always appears to be punitive, avoiding to take responsibility for its own failure to design a safer public transport system. Instead, it persists in blaming the matatus by imposing new costs and fines without putting resources into the system to reduce the incentives for drivers to speed and drive recklessly. An increase in punishment and requirements under the current poor enforcement system tend to raise revenues and feed the police extraction system, which ironically can mean that drivers will need to try to make up any lost revenue, probably by driving faster.
Secondly, we know, and the Vision Zero experiments have proven, that road design is also a big factor in crashes. A standard “safety audit” is available to test for many of these flaws. Kenyans know this: they talk about “black spots” – places that are well known for having an inordinate number of flaws that cause crashes and death. To my knowledge few of these black spots have been analysed and redesigned as a Vision Zero approach would demand. Mandatory safety audits by independent parties with real power to enforce safe design is also key and not yet required by law in Kenya.

Street guideline-but adapted to local conditions- are critically important to develop. This is an idea of what redesign can do for a street from the Global Street Guidelines developed by NACTO.
Despite international encouragement and available funding, the government has actively resisted improved standards for road designs. Advocates, including many road engineers, have been asking for these new standards, especially for urban roads where conflicts between pedestrians, cyclists, bodaboda, personal and freight vehicles as well as matatus are strong and need urgent addressing. Out of these conflicts emerge fatal encounters. When road designs prioritise rapid vehicles instead of a complete streets approach to creating a safe and orderly flow of people, including proper sidewalks, matatu stops and crossings for safe passage of pedestrians, the results are deadly. Indeed, the essential insight is that road designers must plan for the flow of people not vehicles.
Finally, it is hard to avoid the conclusion that some decision-makers in the Kenyan government are willing to accept the horrific price of traffic violence (even as its risks their own lives and the lives of those they love) for narrow material gain through road contracts built with minimal transparency and proper safety standards. They continue to distract attention with increasingly hollow refrains about personal responsibility (see this video of a public forum in 2012 on Thika Highway) while adamantly refusing to accept the kind of responsibility for safe systems design that Vision Zero demands.
Even with the increased rhetoric around bus rapid transit (BRT), we see the continued prioritisation of car-oriented investment projects without proper design and safety standards in place. When justifying these projects, proponents always cite a figure for time lost in traffic (ignoring pedestrians) but not the number of road deaths that seem to follow in the wake of these highways, which have long been discredited in most of the world as a means for addressing congestion. As one example, consider the absurd plan in Nairobi for yet another very expensive elevated highway from the airport to the CBD instead of a street and network redesign to improve existing flows of people.
This is all being done even as we have data to show that highway “improvements” have helped create massive numbers of death. The diagram below comes from a superb project by Elisabeth Resor and Ma3Route that mapped crashes over a 6-month period from May to October 2015. It is clear that the upgraded highways are where the most crashes and deaths happen. More data from the NTSA and a new soon-to-be-released study by the World Bank show that these highways are profoundly dangerous and need addressing immediately if we care about traffic violence.

This is heat map of crashes from Nairobiaccidents.com. It shows major black spots (areas with higher than average accident concentrations) in Nairobi; the darker the area the greater the number of crashes.
Even with the increased rhetoric around bus rapid transit (BRT), we see the continued prioritisation of car-oriented investment projects without proper design and safety standards in place. When justifying these projects, proponents always cite a figure for time lost in traffic (ignoring pedestrians) but not the number of road deaths that seem to follow in the wake of these highways, which have long been discredited in most of the world as a means for addressing congestion.
Yet, instead of looking this systems failure squarely in the face an (elevated) highway for rapid vehicle travel is being planned instead of a redesign and improvement of existing problematic highways, which, in turn, could actually address some of the congestion issues as well. For example, why not first focus on improved matatu and bus service on the Mombasa highway, including some form of BRT or dedicated service vehicle lanes, as well as better and safer pedestrian crossings and traffic management, and then see what else might be needed?
Given what we know about traffic violence and some of the best approaches to reducing it, it is hard to escape the conclusion that the Kenyan authorities are deliberately failing to address road violence. New approaches and ideas are available, but perhaps some in charge may be distracted by money that can be made through continuing to build expensive, deadly roads. Instead of Vision Zero, it appears we have zero vision on moving forward.
This will continue if proponents of combatting traffic violence do not find ways to hold those designing the road systems to account. Adopting a Vision Zero approach may be a powerful step forward and way to do this. It reorients the responsibility to where it belongs and promotes some proven tools for going from roads for cars to safer, complete streets for people. It may also bring in new allies from cities and countries like Sweden that have proven methods for taming the violence on roads.
Given what we know about traffic violence and some of the best approaches to reducing it, it is hard to escape the conclusion that the Kenyan authorities are deliberately failing to address road violence. New approaches and ideas are available, but perhaps some in charge may be distracted by money that can be made through continuing to build expensive, deadly roads. Instead of Vision Zero, it appears we have zero vision on moving forward.
This approach could build on some of the positive work the NTSA has been doing along with some of the counties. Nairobi, for example, has a strong Non-Motorised Transport Policy that includes as a key action item, new road design guidelines and prioritising walking along with traffic calming in the city centre.
A survey my centre conducted in 2015 showed that an overwhelming number of Nairobians want lower speed limits, especially in the vicinity of schools. Activists managed to pass a yet to be fully implemented Traffic Amendment Act 2017, which mandates actions for safer school travel including redesign and calming in streets around schools. A growing number of activists from the heroic “Lollipop Man” to civil society organisations are working to improve streets and safety. Vision Zero might just help give a new frame to push for badly needed change. Given the scale of the everyday terror and carnage of traffic violence in Kenya, it is at least worth a try.
Safari njema!
For further reading see the recent report At the Crossroads: The Politics of Road Safety in Nairobi by ODI and the latest WHO Global Status Report on Road Safety
Support The Elephant.
The Elephant is helping to build a truly public platform, while producing consistent, quality investigations, opinions and analysis. The Elephant cannot survive and grow without your participation. Now, more than ever, it is vital for The Elephant to reach as many people as possible.
Your support helps protect The Elephant's independence and it means we can continue keeping the democratic space free, open and robust. Every contribution, however big or small, is so valuable for our collective future.

Politics
Is Somalia’s Quest for Membership of the EAC Premature?
Somalia must first ensure sustained progress in stability, infrastructure development, governance, and economic growth before considering full membership of the East African Community.

The current members of the East African Community (EAC) are Tanzania, Kenya, Uganda, Rwanda, Burundi, and South Sudan. The Somali Federal Government, under the leadership of Hassan Sheikh Mohamud, has expressed a strong interest in joining the EAC, sparking questions among Somali citizens as to whether the country is ready to join such a large and complex regional bloc.
During President Hassan Sheikh Mohamud initiated Somalia’s pursuit of EAC membership during his previous term as a president from 2012 to 2017. However, little progress was made during his first term and, following his re-election, President Hassan reignited his pursuit of EAC membership without consulting essential stakeholders such as the parliament, the opposition, and civil society. This unilateral decision has raised doubts about the president’s dedication to establishing a government based on consensus. Moreover, his decision to pursue EAC membership has evoked mixed responses within Somalia. While some Somalis perceive joining the EAC as advantageous for the country, others express concerns about potential risks to Somalia’s economic and social development. President Hassan has defended his decision, emphasising that Somalia’s best interests lie in becoming a member of the EAC.
To assess Somalia’s readiness to join the EAC, the regional bloc undertook a comprehensive verification mission. A team of experts well versed in politics, economics, and social systems, was tasked with evaluating Somalia’s progress. The evaluation included a thorough review of economic performance, trade policies, and potential contributions to the EAC’s integration efforts. During this process, the team engaged with various government institutions and private organisations, conducting comprehensive assessments and discussions to gauge Somalia’s preparedness.
One of the key requirements for Somalia is demonstrating an unwavering commitment to upholding principles such as good governance, democracy, the rule of law, and respect for human rights. Somalia must also showcase a vibrant market economy that fosters regional trade and collaboration.
Successful integration into the EAC would not only elevate Somalia’s regional stature but would also foster deeper bonds of cooperation and shared prosperity among the East African nations. While this is a positive step towards regional integration and economic development, there are several reasons for pessimism about the potential success of Somalia’s membership in the EAC.
Somalia must also showcase a vibrant market economy that fosters regional trade and collaboration.
Somalia has faced significant challenges due to prolonged conflict and instability. The decades-long civil war, coupled with the persistent threat of terrorism, has had a devastating impact on the country’s infrastructure, economy, governance systems, and overall stability.
The following fundamental factors raise valid concerns about Somalia’s readiness to effectively participate in the EAC.
Infrastructure development
Infrastructure plays a critical role in regional integration and economic growth. However, Somalia’s infrastructure has been severely damaged and neglected due to years of conflict. The country lacks adequate transportation networks, reliable energy systems, and while communications infrastructure has improved, internet penetration rates remain low and mobile networks – which are crucial for seamless integration with the EAC – can be unavailable outside of urban centres. Rebuilding such infrastructure requires substantial investments, technical expertise, and stability, all of which remain significant challenges for Somalia.
Political stability and governance
The EAC places emphasis on good governance, democracy, and the rule of law as prerequisites for membership. Somalia’s journey towards political stability and effective governance has been arduous, with numerous setbacks and ongoing power struggles. The lack of a unified government, coupled with weak state institutions and a history of corruption, raises doubts about Somalia’s ability to meet the EAC’s standards. Without a stable and inclusive political environment, Somalia may struggle to effectively contribute to the decision-making processes within the regional bloc.
Economic development and trade
Somalia’s economy has been heavily dependent on the informal sector and faces substantial economic disparities. The country needs to demonstrate a vibrant market economy that fosters regional trade and collaboration, as required by the EAC. However, the challenges of rebuilding a war-torn economy, tackling high poverty rates, and addressing widespread unemployment hinder Somalia’s ability to fully participate in regional trade and reap the benefits of integration.
Security Concerns
Somalia continues to grapple with security challenges, including the presence of extremist groups and maritime piracy. These issues have not only hindered the country’s development but also pose potential risks to the stability and security of the entire EAC region. It is crucial for Somalia to address these security concerns comprehensively and to establish effective mechanisms to contribute to the EAC’s collective security efforts.
Economic Disparity and Compatibility
Somalia’s economy primarily relies on livestock, agriculture, and fishing, which may not align well with the more quasi-industralised economies of the other EAC member states. This mismatch could result in trade imbalances and pose challenges for integrating Somalia into the regional economy. For instance, according to the World Bank, Somalia’s GDP per capita was US$447 in 2021 whereas it is US$2081 for Kenya, US$1099 for Tanzania, and US$883 for Uganda. Furthermore, Somalia faces significant economic challenges, including capital flight that drains resources from the country, contributing to its status as a consumer-based economy.
This divergence in economic structures could lead to trade imbalances and impede the seamless integration of Somalia into the regional economy. The substantial economic gap between Somalia and other EAC member states suggests a significant disparity that may hinder Somalia’s ability to fully participate in the EAC’s economic activities. Additionally, Somalia has yet to demonstrate fiscal or economic discipline that would make it eligible for EAC membership. While Somalia has a functioning Central Bank and the US dollar remains the primary mode of financial transactions, the risk of integration lies with the other EAC members; cross-border trade would occur in an environment of instability, posing potential risks to the other member state.
Somalia faces significant economic challenges, including capital flight that drains resources from the country, contributing to its status as a consumer-based economy.
While these fundamental challenges remain, it is important to acknowledge the progress Somalia has made in recent years. This includes the gradual improvement in security conditions, the establishment of key governmental institutions, and the peaceful transfer of power. One can also argue that many of these fundamental economic, infrastructure, political instability, and security concerns exist across the East African Community. However, what makes Somalia unique is the scale of the challenges it faces today. Somalia has adopted a federal political structure, which has not worked well so far. This level of fragmentation and civil political distrust makes Somalia’s case unique. More than ever, Somalia needs meaningful political and social reconciliation before it can embark on a new regional journey.
The absence of an impact assessment by the relevant ministries in Somalia is alarming. Without this assessment, it becomes challenging to make informed decisions about the potential benefits of joining the EAC and the impact on our economy and society. Conducting this assessment should be a priority for Somalia’s ministries to ensure a comprehensive evaluation of the potential benefits and risks involved in EAC membership. Furthermore, President Hassan Sheikh Mohamud’s decision to pursue Somalia’s integration into the EAC lacks political legitimacy as a decision of this nature would normally require ratification through a popular vote and other legal means through parliament. The failure to achieve this could potentially allow another president in the future to unilaterally announce withdrawal from the EAC.
Fragile state of Affairs and internal disputes
The recent reopening of the Gatunda border post between Uganda and Rwanda after a three-year period of strained relations indicates a fragile state of affairs. The East African Court of Justice has ruled that Rwanda’s initial closure of the border was illegal, highlighting the contentious nature of inter-country disputes. Furthermore, Tanzania and Uganda have formally lodged complaints against Kenya, alleging unfair advantages in trade relations, and have even gone as far as threatening Kenya with export bans. These grievances underscore the underlying tensions and competition between member states, which could potentially hinder the harmonious functioning of the East African Community. These political and economic disagreements among member states increase the risks associated with Somalia’s membership. Somalia must carefully evaluate whether it is entering a united and cohesive bloc or one plagued by internal divisions. Joining the East African Community at this juncture carries the risk of being drawn into ongoing disputes and potentially being caught in the crossfire of inter-country rivalries.
Conflict in South Sudan
The prolonged conflict in South Sudan, which has been ongoing since its admission to the East African Community (EAC) in 2016, serves as a cautionary tale for Somalia. Despite the EAC’s efforts to mediate and foster peace in the region, the outcomes have been mixed, resulting in an unsustainable peace. This lack of success highlights the challenges faced by member states in resolving conflicts and maintaining stability within the community. Somalia must carefully evaluate whether its participation in the EAC will genuinely contribute to its stability, economic growth, and development, or if it risks exacerbating existing internal conflicts. Joining the community without a solid foundation of political stability, institutions, and peace could potentially divert resources and attention away from domestic issues, hindering Somalia’s progress towards resolving its own challenges. South Sudan’s admission to the EAC in 2016 was seen as a major step towards regional integration and stability. However, the country has been mired in conflict ever since, with two civil wars breaking out in 2013 and 2016. The EAC has been involved in mediation efforts, with mixed results.
Assessing Readiness
Somalia must evaluate the readiness of its institutions, infrastructure, and economy to effectively engage with the East African Community. Comprehensive preparations are crucial to ensure that joining the community is a well thought-out and strategic decision, rather than a hasty move that could further destabilise the nation. Somalia needs to assess whether its infrastructure, institutions, and economy are sufficiently developed to cope with the challenges and demands of integration. Premature membership could strain Somalia’s resources, impede its growth, and leave it at a disadvantage compared to more established member states.
Somalia must carefully evaluate whether it is entering a united and cohesive bloc or one plagued by internal divisions.
Somalia must ensure sustained progress in stability, infrastructure development, governance, and economic growth before considering full membership of the EAC. A phased approach that prioritises capacity building, institution-strengthening, and inclusive governance would enable Somalia to lay a solid foundation for successful integration and reap the maximum benefits from EAC membership in the long term. Failure to address these concerns would make Somalia vulnerable to exploitation and market monopolies by stronger economies, and could also risk a lack of seamless convergence for Somalia’s membership. While there is political will from EAC leaders to support Somalia’s membership, it is vitally important that they make the right decision for Somalia and the EAC bloc as a whole to ensure a successful integration. I believe that, at this juncture, the disadvantages of Somalia joining the EAC outweigh the benefits.
Politics
2023 Marks 110 Years Since the Maasai Case 1913: Does it Still Matter?
It was a landmark case for its time, a first for East Africa and possibly for the continent. A group of Africans challenged a colonial power in a colonial court to appeal a major land grab and demand reparations. They lost on a technicality but the ripple effects of the Maasai Case continue to be felt.

In the name Parsaloi Ole Gilisho there lies an irony. It was spelled Legalishu by the colonial British. Say it out loud. He gave them a legal issue, all right. And a 110-year-old headache.
This extraordinary age-set spokesman (a traditional leader called ol-aiguenani, pl. il-aiguenak) led non-violent resistance to the British, in what was then British East Africa, that culminated in the Maasai Case 1913. Ole Gilisho was then a senior warrior, who was probably in his mid- to late thirties. In bringing the case before the High Court of British East Africa, he was not only challenging the British but also the Maasai elders who had signed away thousands of acres of community land via a 1904 Maasai Agreement or Treaty with the British. This and the 1911 Agreement – which effectively rendered the first void – are often wrongly called the Anglo-Maasai Agreements. In Ole Gilisho’s view, and those of his fellow plaintiffs, these elders had sold out. The suit accused them of having had no authority to make this decision on behalf of the community. This represented a very serious challenge by warriors to traditional authority, including that of the late laibon (prophet) Olonana, who had signed in 1904, and died in 1911.
The British had expected the Maasai to violently rebel in response to these issues and to colonial rule in general. But contrary to modern-day myths that the Maasai fought their colonisers, here they resisted peacefully via legal means. They hired British lawyers and took the British to their own cleaners. Spoiler: they lost, went to appeal, and lost again. But archival research reveals that the British government was so convinced it would eventually lose, if the Maasai appealed to the Privy Council in London (they didn’t), that officials began discussing how much compensation to pay.
The facts are these. The lawsuit was launched in 1912. There were four plaintiffs, Ole Gilisho and three fellow Purko (one of the 16 Maasai territorial sections) Maasai. In Civil Case No. 91 they claimed that the 1911 Maasai Agreement was not binding on them and other Laikipia Maasai, that the 1904 Agreement remained in force, and they contested the legality of the second move. They demanded the return of Laikipia, and £5,000 in damages for loss of livestock during the second move (explained below). Ole Gilisho was illiterate and had never been to school. But he and his fellow plaintiffs were assisted by sympathetic Europeans who were angered by the injustice they saw being perpetrated against a “tribe” that British administrators conceded had never given them any trouble. These sympathisers included people who worked for the colonial government, notably medical Dr Norman Leys and some district officials, lawyers, a few missionaries, the odd settler, and a wider group of left-wing MPs and anti-colonial agitators in Britain.
What had led up to this? After the 1904 Agreement, certain groups or sections of Maasai had been forcibly moved from their grazing grounds in the central Rift Valley around Naivasha into two reserves – one in Laikipia, the other in the south on the border with German East Africa. The British had pledged that this arrangement was permanent, that it would last “so long as the Maasai as a race shall exist”. But just seven years later, the British went back on their word and moved the “northern” Maasai again, forcing them at gunpoint to vacate Laikipia and move to the Southern Reserve. In all, it is estimated that the Maasai lost at least 50 per cent of their land, but that figure could be nearer 70 per cent. The ostensible reason for moving them was to “free up” land for white settlement – largely for British settlers but also for South Africans fleeing the Boer War (also called the South African War).
But just seven years later, the British went back on their word and moved the ‘northern’ Maasai again, forcing them at gunpoint to vacate Laikipia and move to the Southern Reserve.
By the time the case came to court, Ole Gilisho had become a defendant, even though he was in favour of the plaint. So were at least eight other defendants. He had signed the 1904 Agreement, and now stood accused with 17 other Maasai of having no authority to enter into such a contract. The first defendant was the Attorney General. Ole Gilisho’s son-in-law Murket Ole Nchoko, misspelled Ol le Njogo by the British, and described as a leading moran (il-murran or warrior) of the Purko section, was now the lead plaintiff. The plaint was called Ol le Njogo and others v. The Attorney General and others.
Challenges facing the plaintiffs
Most Maasai were illiterate in those days, and this obviously placed them at a major disadvantage. They could not write down their version of events. They were forced to rely, in their dealings with officials and their own lawyers, upon translators and semiliterate mediators whose reliability was questionable. But it is evident, from the archival record which includes verbatim accounts of meetings between Maasai leaders and British officials in the run-up to the moves and case, that the level of verbal discourse was highly sophisticated. This comes as no surprise; verbal debate is a cornerstone of Maasai society and customary justice. Unfortunately, that alone could not help them here. They knew they needed lawyers, and asked their friends for help. Leys, who was later sacked from the colonial service for his activism, admitted in a private letter: “I procured the best one in the country for them.” This was more than he ever admitted openly.
Local administrators used intimidation and all kinds of devious means to try and stop the case. (I didn’t come across any evidence that the Colonial Office in London sanctioned this; in fact, it ordered the Governor not to obstruct the main lawyer or his clients.) They allegedly threatened Ole Gilisho with flogging and deportation. They threatened and cross-questioned suspected European sympathisers, including Leys and the lawyers. They banned Maasai from selling cattle to raise the legal fees, and placed the Southern Reserve in continuous quarantine. It was hard for the plaintiffs, confined to a reserve, to meet their lawyers at all. At one point, lawyers were refused passes to enter the reserve, and their clients were prevented from leaving it.
We hear Ole Gilisho’s voice in the archival record. Forced to give a statement explaining his actions to officials at Enderit River on 21 June 1912, when asked if he had called Europeans to his boma, he replied: “Is it possible for a black man to call a white man?” He denied having called the Europeans (probably lawyers or go-betweens), saying they had come to him. Leys later explained to a friend that Ole Gilisho had probably been “terrified out of his wits”, and hadn’t meant what he said.
What happened in court
The case was thrown out when it first came before the High Court in Mombasa in May 1913. The Maasai appealed, and that is when the legal arguments were fully aired by both sides – lawyers for the Crown and the Maasai. The appeal was dismissed in December on the grounds that the plaintiffs’ claims were not cognisable in municipal courts. The two agreements were ruled not to be agreements but treaties, which were Acts of State. They could not, therefore, be challenged in a local court. It was impossible for the plaintiffs to seek to enforce the provisions of a treaty, said the judges – “The paramount chief himself could not bring such an action, still less can his people”. Claims for damages were also dismissed.
The Court of Appeal’s judgement centred on the status of a protectorate, in which the King was said to exercise powers granted to him under the Foreign Jurisdiction Act of 1890. Irrational as it sounds, the Crown claimed that British East Africa was not British territory, and the Maasai were not British subjects with any rights of access to British law, but “protected foreigners, who, in return for that protection, owe obedience” to the Crown. As Yash Pal Ghai and Patrick McAuslan later put it, when discussing the case in a 1970 book: “A British protected person is protected against everyone except the British.” On the plus side, the judges ruled that the Maasai still retained some “vestige” of sovereignty. (The Maasai’s lawyer argued that they did not.) This triggered later moves by Maasai politicians, in the 1960s, to float the idea of secession from Kenya and the possible creation of a sovereign Maasai state. John Keen had threatened this in 1962 at the second Lancaster House Conference in London, attended by a Maasai delegation.
Alexander Morrison, lawyer for the Maasai, argued that British rule and courts were established in the protectorate, which had not been the case 30 years earlier. The Maasai were not foreigners but equal to other British subjects in every way. The agreements were civil contracts, enforceable in the courts, and not unenforceable treaties. If one took the Crown’s claim about Acts of State to its logical conclusion, he argued, a squatter refusing to leave land reserved for the Maasai could only be removed by an Act of State. None of his arguments washed with the judges. (See my 2006 book Moving the Maasai for a fuller account.)
Morrison advised his clients to appeal. It seems they couldn’t raise the funds. However, oral testimony from elders reveals a different story: Ole Gilisho had planned to sail to England to appeal to the Privy Council, but he was threatened with drowning at sea. This is impossible to verify, but it rings true.
In an interview carried out on my behalf in 2008 by Michael Tiampati, my old friend John Keen had this to say about the outcome of the case: “If the hyena was the magistrate and the accused was a goat, you should probably know that the goat would not get any form of justice. So this is exactly how it was that the Maasai could not get any fair justice from British courts.”
Contemporary African resistance
Unbeknown to the Maasai, there was growing anti-colonial resistance in the same period in other parts of Africa. All these acts of resistance have inspired African activists in their continuing struggles. To mention a few: the Chilembwe rebellion in Nyasaland, now Malawi (1915); the Herero revolt in German South West Africa, now Namibia (1904–1908); resistance in present-day Kenya by Mekatilili wa Menza (largely 1913-14); the First Chimurenga or First War of Independence in what is now Zimbabwe (1896–1897); and the Maji Maji rebellion in German East Africa, now Tanzania (1905–1907). But none of these rebellions involved lawsuits. The closest precedent may have been R vs Earl of Crewe, Ex-parte Sekgoma in 1910. Chief Sekgoma, who had been jailed by the British in the Bechuanaland Protectorate (now Botswana) after many attempts to remove him as chief, instructed his lawyer to bring a writ of habeus corpus against the Secretary of State for the Colonies, Lord Crewe. He demanded to be tried in an English court, refusing an offer of release on condition that he agrees to live in a restricted area of the Transvaal. The suit was dismissed, the court ruling that the King had unfettered jurisdiction in a protectorate, and his right to detain Sekgoma was upheld. Sekgoma apparently said: “I would rather be killed than go to the Transvaal. I will not go because I have committed no crime – I wish to have my case tried before the courts in England or else be killed.” Freed in 1912, he died two years later.
Enduring myths
The case, and other key events in early twentieth century Maasai history, have given rise to several myths. They include the idea that the stolen land should “revert” to the Maasai after 100 years, but that was not stated in the 1904 Agreement, which was not limited in time, was not a land lease, and has not “expired” as many people claim. Neither agreement has. Keen knew this, but nonetheless called for the land to “revert”. Other myths include the idea that Olonana’s thumbprint was placed on the 1911 Agreement posthumously, and it must therefore be invalid. But neither his thumbprint nor name are on the document, which was “signed” by his son Seggi. Anyhow, Olonana was a key ally of the British, who had no reason to kill him (which is another myth).
The original of the 1904 Agreement has never been found, which has led some Maasai to believe that it never existed and therefore all the land must be restored and compensation paid for its use to date. There may be sound legal arguments for restorative justice, but this is not one of them. These myths are ahistorical and unhelpful, but may be understood as attempts to rationalise and make sense of what happened. Some activists may wish that the Maasai had resisted violently, rather than taken the legal route. Hence the insistence by some that there was a seamless history of armed resistance from the start of colonial rule. Not true. There are much better arguments to be made, by professional lawyers with an understanding of international treaty rights and aboriginal title, which could possibly produce results.
Ole Gilisho had planned to sail to England to appeal to the Privy Council, but he was threatened with drowning at sea.
Where does all this leave the Maasai today? Over the years, there has been much talk of revisiting the case and bringing a claim against Britain (or Kenya) for the return of land or reparations for its loss. None of this has resulted in concrete action. I attended a planning workshop in Nairobi in 2006 when plans were laid for a lawsuit. VIPs present included the late Ole Ntimama, scholar Ben Kantai and John Keen. Keen declared, with his customary flourish, that he would stump up a million shillings to get the ball rolling. I don’t know how much money was raised in total, but it disappeared into thin air. As did the lawyers.
Leading lawyers have advised that too much time has passed, and (unlike the successful Mau Mau veterans’ suit) there are no living witnesses who could give evidence in court. It is unclear whether the agreements still have any legal validity. The British government might argue, as it previously has, including in response to my questions, that it handed over all responsibility for its pre-1963 actions to the Kenyan government at independence. This is a ludicrous argument, which is also morally wrong. Former colonial powers such as Germany have accepted responsibility for historical injustices in their former colonies, notably Namibia. Has the time come for Ole Gilisho’s descendants to call a white man to court?
Politics
Who Is Hustling Who?
In Kenya, political elites across the spectrum are trying to sell off the country for themselves—capitulation is inevitable.

My drive to Limuru happened on the first Wednesday (July 19) of the protests. Everything was eerily quiet, Nairobi, renowned for its traffic jams, was quiet. Matatus and buses were parked in their hubs. Shops and stalls were closed. Even the hawkers that dot the roads and highways stayed home. Save for the heavy police presence everywhere, it felt like the country had come to a standstill.
We got to Kangemi shortly after the police had shot and wounded two protestors—the road was strewn with stones and armed riot police huddled by the side of the road waiting for the next wave of attacks that never came. In the end, six people would be shot to death throughout the country, and countless were injured and arrested. Coming from the US, where police arrest protestors and shoot black people, there were no surprises here. The US can hardly be the standard of good policing or democratic practices, but the lives lost simply for asking the government to center the people in its economic planning seemed especially cruel.
But it was the emptiness of the roads that made the whole drive eerie. Perhaps I was refracting what was happening in Kenya through what followed the 1982 coup in which 240 people were killed; or the ethnic clashes of the 1990s that culminated in the 2007 post-election violence. Yet, there was a general agreement among people that there was something different about the Kenya of today—that something was already broken and the nightmares to come were slowly but surely revealing themselves—like a bus carrying passengers and the driver realizing the brakes were out just as it was about to descend a steep hill.
Voting with the middle finger
But all this was predictable. President Ruto has been a known quantity since the 1990s when he led the violent Moi youth wingers. He and his running mate and later president, Uhuru Kenyatta, were brought in front of the ICC to face charges of crimes against humanity following the post-election violence in 2007. Some key witnesses disappeared and others were intimidated into silence. Who in their right mind gives evidence against those in control of the state? The ICC was already discredited as being Western-crimes-against-humanity friendly (the US has never been a signatory rightly afraid its former presidents, such as George Bush, would be hauled before the court). The ICC eventually withdrew the case in March 2015.
I kept asking everyone I met, why was Ruto voted in spite of his history? The answers varied: He rigged the elections; he did not rig and if he did, he only managed to be better at it than Raila Odinga; he appealed to the youth with the idea of building a hustler nation (what a telling term); the Kikuyus have vowed never to have a Luo president and therefore opted for Ruto who is Kalenjin as opposed to Odinga who is Luo.
I sat with older Kikuyu men in the little Nyama Choma spot in Limuru Market and they talked about a generational divide between the Kikuyu and youth (Ruto) and the elderly Kikuyus (Odinga). But the one I heard over and over again was that Kenyans are tired of the Kenyatta and Odinga political dynasties. As one Trump supporter was to say, they voted for him with the middle finger. And so, the Kenyans who voted for Ruto were giving a middle finger to the Kenyatta, Moi and Odinga political dynasties. But no one had really expected buyer’s remorse to kick in one year into the Ruto presidency.
I also asked about Odinga’s protests: what was the end game? One theory is that he was looking at power-sharing, having done it once before, following the 2007 elections. In our shorthand political language, he was looking for another handshake. Some said the people have a right to protest their government, and he is simply asking the government to repeal the tax hikes and reinstate the fuel subsidies. Others believed that he wants to be a genuine and useful voice of opposition for the good of the country and its poor.
My own theory is that he is attempting a people-powered, centered, democratic, and largely peaceful takeover—where people take to the streets to overthrow an unpopular government. We saw this in Latin America in the 2000s. In response to Odinga’s absence during the three days of protests (he was sick), some leaders in his Azimio party have started using this language. The only problem with this strategy is that the sitting government has to be wildly unpopular. Ruto still has a lot of support, meaning that he does not have to compromise or give up power. It was to my mind turning into a stalemate and I was worried that the state would respond with more state-sponsored violence.
But real economics broke the stalemate. In a country where people are barely surviving and the majority are poor without savings to rely on, or relatives to reach out to for help, the hawkers, small stall and shop owners simply went back to work. In other words, those that would have been hurt the most by three days of protests (a day at home literally means a day without food for the family) simply went back to work, and the matatus and buses hummed back to life, slowly on Thursday and full throttle by Friday.
Saturday around Westlands might as well have been as busy as a Monday as people overcompensated for lost time to either sell or shop. If the protests were going to succeed the opposition (composed of some of the wealthiest families in Kenya, including Odinga’s) really should have thought about how best to protect those who would be the most affected. They should find legal and innovative ways to put their money where their political mouths are.
Cuba as Kenya’s north star
Odinga had to change tactics and called for a day of protest against police violence instead of three-day weekly protests in perpetuity. He is now in danger of turning into a caricature of his old revolutionary self and becoming an Al Sharpton, who instead of protesting the American government for the police killings of black people, protests the police themselves leaving the government feeling sanctimonious. Obama or Biden could weigh in, in righteous indignation without offering any real change (remember Obama’s emotional pleas over gun shootings and police shootings as if he was not the one occupying the most powerful office in the US)?
The one question that keeps eating at me is this: why is the most apparent outcome at the time a surprise later? Ruto was always going to sell off Kenya with a percentage for himself and his friends. Odinga was always going to capitulate. The end result is that the Kenyan bus will continue to careen on without brakes. So, what is to be done?
I was in Cuba earlier this year. I got a sense of the same desperation I felt in Kenya but the difference is Cubans have free access to healthcare, education, housing, and food security. They have free access to all the things that make basic survival possible. Before calling for the tax hikes and cutting fuel subsidies might it not have been more prudent to have a safety net for Kenyans? Would that not have been the most logical thing? But of course not, Ruto is acting at the behest of the IMF and big money. Ruto has learned the art of pan-African political rhetoric. Abroad he can call for a different non-US-centered economic system and castigate the French president over paternalism but at home, his politics are hustler politics.
Life in Cuba is difficult, as a result of relentless sanctions from the US, but it is far from impossible. It remains the north star for those who understand discussions around fundamental change as the only starting point. We can have arguments about the nature of those fundamental changes, but we can all agree we should not be a country where one family, say the Kenyatta family, owns more than half a million acres of land. Or where, as Oxfam reported, four individuals hold more wealth than that held by 22 million Kenyans. The kind of politics that begin with a necessity for fundamental change will obviously not come from Ruto.
But one hopes it can still come from the Odinga camp. Or even better, from a genuinely progressive people-powered movement that has inbuilt questions of fundamental change in its political, economic, and cultural platform.
In spite of the empty roads, Limuru Market was thriving and Wakari Bar kept its reputation as one of the best places for Nyama Choma and for lively political conversations. People are paying attention, after all, it is their lives and livelihoods on the line. Politicians, especially those in the opposition and the political left should listen as well.
–
This post is from a partnership between Africa Is a Country and The Elephant. We will be publishing a series of posts from their site every week.
-
Op-Eds1 week ago
Tigray Atrocities: Extending ICHREE Mandate Crucial for Accountability
-
Culture2 weeks ago
From Harry Kĩmani to Kwame Rĩgĩi, the Rise and Rise of Kikuyu Soul Music
-
Op-Eds1 week ago
Climate Change and the Injustice of Environmental Globalism
-
Reflections1 week ago
Ama Ata Aidoo: A Tribute
-
Reflections1 week ago
Mĩcere Gĩthae Mũgo: A Mother and a Gardener
-
Data Stories1 week ago
Sex Education: Are We Doing Enough?
-
Op-Eds2 days ago
Are These the Dying Days of La Françafrique?
-
Op-Eds21 hours ago
Wave of Coups in Françafrique: Is Africa’s Oldest Autocracy Next?