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MINISTRY OF LOCAL GOVERNMENT AND HOUSING (MLGH) LUSAKA CITY COUNCIL (LCC)

JAPAN INTERNATIONAL COOPERATION AGENCY (JICA)

THE STUDY ON COMPREHENSIVE URBAN DEVELOPMENT PLAN FOR

THE CITY OF LUSAKA IN

THE REPUBLIC OF ZAMBIA

FINAL REPORT

VOLUME III

PRE-FEAIBILITY STUDY OF PRIORITY PROJECT

MARCH 2009

JAPAN INTERNATIONAL COOPERATION AGENCY

KRI INTERNATIONAL CORP. NIPPON KOEI CO., LTD.

JAPAN ENGINEERING CONSULTANTS CO., LTD.

MINISTRY OF LOCAL GOVERNMENT AND HOUSING (MLGH) LUSAKA CITY COUNCIL (LCC)

JAPAN INTERNATIONAL COOPERATION AGENCY (JICA)

THE STUDY ON COMPREHENSIVE URBAN DEVELOPMENT PLAN FOR

THE CITY OF LUSAKA IN

THE REPUBLIC OF ZAMBIA

FINAL REPORT

VOLUME III

PRE-FEAIBILITY STUDY OF PRIORITY PROJECT

MARCH 2009

JAPAN INTERNATIONAL COOPERATION AGENCY

KRI INTERNATIONAL CORP. NIPPON KOEI CO., LTD.

JAPAN ENGINEERING CONSULTANTS CO., LTD.

VOLUME II

MASTER PLAN OF SUB-PROGRAMS

EXCHANGE RATE USD 1 = ZMK 3,582 = JPY 106.53

ZMK: Average rate of Bank of Zambia, from January 2008 to October 2008 JPY: Average rate of JICA rate, from January 2008 to October 2008

The Study on Comprehensive Urban Development Plan Final Report for the City of Lusaka in the Republic of Zambia Table of Contents

i

The Study on

Comprehensive Urban Development Plan for

the City of Lusaka in

the Republic of Zambia

Final Report SUMMARY MAIN REPORT VOLUME I COMPREHENSIVE URBAN DEVELOPMENT PLAN VOLUME II MASTER PLAN OF SUB-PROGRAMS VOLUME III PRE-FEASIBILITY STUDY OF PRIORITY PROJECTS

VOLUME II MASTER PLAN OF SUB-PROGRAMS

Table of Contents

List of Tables List of Figures Abbreviations CHAPTER-1 URBAN TRANSPORTATION..................................................... 1-1 1.1 Transportation System.......................................................................................... 1-1

1.1.1 Road Network ............................................................................................... 1-1 1.1.2 Road Facilities .............................................................................................. 1-3 1.1.3 Trip Characteristics ....................................................................................... 1-4 1.1.4 Road Traffic .................................................................................................. 1-4 1.1.5 Public Transport............................................................................................ 1-7 1.1.6 Freight Traffic ............................................................................................. 1-10 1.1.7 Railway ....................................................................................................... 1-10 1.1.8 Airport and Air Transport ........................................................................... 1-11 1.1.9 Institutional and Financial Aspects ............................................................. 1-12

1.2 Demand Forecast ................................................................................................ 1-13 1.2.1 Trip Generation and Attraction ................................................................... 1-13 1.2.2 Modal Share................................................................................................ 1-14 1.2.3 Without-Case Analysis................................................................................ 1-14


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1.3 Urban Transportation Development Strategy ..................................................... 1-15 1.3.1 Urban Transport in the Future..................................................................... 1-15 1.3.2 Challenges and Objectives.......................................................................... 1-16 1.3.3 Approach for the Challenges and Objectives ............................................. 1-17

1.4 The Future Transportation System ..................................................................... 1-18 1.4.1 Road Classification and Standard ............................................................... 1-18 1.4.2 Road Network ............................................................................................. 1-20 1.4.3 Public Transport System ............................................................................. 1-26 1.4.4 Freight Transportation................................................................................. 1-29 1.4.5 Air Transport and Airport ........................................................................... 1-29

1.5 Programs and Projects ........................................................................................ 1-30 1.5.1 Programs and Projects Formulation............................................................ 1-30 1.5.2 Road Development ..................................................................................... 1-33 1.5.3 Public Transport Development ................................................................... 1-37 1.5.4 Traffic Management.................................................................................... 1-41 1.5.5 Traffic Safety and Development for Vulnerable Road Users ..................... 1-45 1.5.6 Freight Transportation................................................................................. 1-47 1.5.7 Airport Development .................................................................................. 1-47 1.5.8 Project and Program Portfolio .................................................................... 1-47

1.6 Implementation Plan........................................................................................... 1-48 1.6.1 Responsible Agencies ................................................................................. 1-48 1.6.2 Improvement of Bus Operations................................................................. 1-48 1.6.3 Parking Management .................................................................................. 1-49 1.6.4 Financing Scheme....................................................................................... 1-49 1.6.5 Prioritization ............................................................................................... 1-51

CHAPTER-2 WATER SUPPLY AND SEWERAGE/DRAINAGE .................. 2-1 2.1 Groundwater Resources........................................................................................ 2-1

2.1.1 Hydro-geological Characteristics of Lusaka City......................................... 2-1 2.1.2 Groundwater Productions ............................................................................. 2-5 2.1.3 Evaluation Survey on Groundwater Development Potential ........................ 2-6 2.1.4 Issues on Groundwater Resource Development ........................................... 2-7

2.2 Surface Water Resources ...................................................................................... 2-8 2.2.1 Hydro-geological Characteristics of Kafue River......................................... 2-8 2.2.2 Water Rights on Kafue River ...................................................................... 2-11 2.2.3 Surface Water Potential of Kafue Flats Sub-Basin ..................................... 2-12 2.2.4 Chongwe Dam Development Potential....................................................... 2-14 2.2.5 Blue Water Lagoon Development Potential................................................ 2-16 2.2.6 Selection of Water Resources Development for the City of Lusaka........... 2-17 2.2.7 Issues on Water Resources Development ................................................... 2-17

2.3 Water Supply System.......................................................................................... 2-18 2.3.1 Present Condition of the Water Supply System .......................................... 2-18 2.3.2 On-going Water Supply Sector Development Project ................................ 2-25 2.3.3 Water Demand Forecast for Greater Lusaka............................................... 2-26 2.3.4 Issues on Water Supply System Development............................................ 2-31

2.4 Sewerage System................................................................................................ 2-32 2.4.1 Present Condition of Sewerage/Sanitation Treatment Systems .................. 2-32 2.4.2 Present Conditions of LWSC Sewerage Collection and Treatment System2-32 2.4.3 Present Condition of Collection Service of On-Site Treatment System ..... 2-37 2.4.4 On-going Sewerage Sector Development Project....................................... 2-38


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2.4.5 Sewage Effluent Forecast............................................................................ 2-38 2.4.6 Issues on Sewerage System Development .................................................. 2-39

2.5 Drainage System................................................................................................ 2-39 2.5.1 Present Condition of Drainage Systems...................................................... 2-39 2.5.2 Flood Disasters............................................................................................ 2-40 2.5.3 Issues on Drainage System Development................................................... 2-41

2.6 Development Strategy ........................................................................................ 2-41 2.6.1 Development Concept and Strategy for the Water Supply Sector .............. 2-41 2.6.2 Development Concept and Strategy for the Sewerage Sector .................... 2-42 2.6.3 Development Concept and Strategy for the Drainage Sector ..................... 2-43

2.7 Development Road Map..................................................................................... 2-44 2.7.1 Development Scenario for the Water Supply Sector................................... 2-43 2.7.2 Development Scenario for the Sewerage Sector......................................... 2-45 2.7.3 Development Scenario for the Drainage Sector.......................................... 2-46

2.8 Approaches and Challenges of the Water Sub-Program..................................... 2-47 2.8.1 Master Programs ......................................................................................... 2-47 2.8.2 Implementation Sequence ........................................................................... 2-48 2.8.3 Priority Programs and Projects ................................................................... 2-48 2.8.4 Challenges of the Water Sub-Program........................................................ 2-50

2.9 Institutional Development of LWSC .................................................................. 2-51 2.9.1 Organizational Structure of LWSC ............................................................. 2-51 2.9.2 Water Tariff of LWSC Service .................................................................... 2-52 2.9.3 Financial Status of LWSC........................................................................... 2-53 2.9.4 Evaluation of LWSC Financial and Administrative Status ......................... 2-55 2.9.5 Financial Recovery Action Plan.................................................................. 2-56

CHAPTER-3 LIVING ENVIRONMENT IMPROVEMENT .......................... 3-1 3.1 Introduction ......................................................................................................... 3-1 3.2 Current Status of Living Environment of Lusaka .............................................. 3-1

3.2.1 Socio-economic Inequality ........................................................................... 3-1 3.2.2 Deficient Basic Public Services .................................................................... 3-3 3.2.3 Substandard Housing and High-Density Settlement..................................... 3-7 3.2.4 Fragile Legal Status of Residents.................................................................. 3-8 3.2.5 Urban Sprawl Trend and Settlement Pattern................................................. 3-8 3.2.6 Community Structure and Improvement Efforts......................................... 3-10 3.2.7 Policies and Programs on Living Environment Improvement.................... 3-11

3.3 Issues on Living Environment Improvement ..................................................... 3-15 3.3.1 Provision of Basic Urban Public Services .................................................. 3-15 3.3.2 Securing Land Tenure for Normalizing UUS ............................................. 3-16 3.3.3 Establishing Appropriate Development Standards in Living Environments3-16 3.3.4 Guiding Adequate Land Management in Suburban Areas.......................... 3-17 3.3.5 Provision of Sufficient Housing Stock with Livable Environment ............ 3-17

3.4 Improvement Strategy for Living Environment ................................................. 3-17 3.4.1 Approach to UUS Improvement for Better Living Environment ............... 3-17 3.4.2 Improvement Components.......................................................................... 3-21

3.5 Urban Renewal for UUSs as a Market-help Approach....................................... 3-22 3.5.1 Formulation of Applicable Measures to UUS Improvement ...................... 3-22 3.5.2 Integrated Improvement Process................................................................. 3-23

3.6 CBE/CBO-led Improvement for Better Living Environment as a Self-help Approach ....................................................................................................... 3-25


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3.6.1 Potential Organization in UUS for Living Environment Improvement...... 3-25 3.6.2 Empowerment of CBE Activities for Living Environment Improvement.. 3-26

3.7 Living Environment Improvement Program ...................................................... 3-29 3.7.1 Improvement Target Indicators ................................................................... 3-29 3.7.2 Project and Programs for Living Environment Improvement .................... 3-31

3.8 Pilot Study for Chibolya Urban Renewal ........................................................... 3-33 3.8.1 Brief of the Pilot Study ............................................................................... 3-33 3.8.2 Urban Renewal Plan of the Chibolya Pilot Study Area .............................. 3-37

CHAPTER-4 INITIAL ENVIRONMENTAL EXAMINATION FOR

SUB-PROGRAMS......................................................................... 4-1 4.1 Initial Environmental Examination for the Urban Transport Master Plan ........... 4-1 4.2 Initial Environmental Examination for the Water Supply and Sewerage

Master Plan ......................................................................................................... 4-3 4.3 Initial Environmental Examination for the Urban Settlement Improvement

Master Plan ........................................................................................................ 4-5


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LIST OF TABLES VOLUME II MASTER PLAN OF SUB-PROGRAMS

Table 1.1.1 Road Length in Lusaka..............................................................................................1-1 Table 1.1.2 Saturation Degree at Major Intersections ..................................................................1-6 Table 1.1.3 Number of Fatalities per 100,000 people in Neighboring Countries .........................1-7 Table 1.1.4 Major Causes of Traffic Accidents in Lusaka City ....................................................1-7 Table 1.1.5 Number of Passengers of International Flights........................................................1-11 Table 1.1.6 Number of Passengers of Domestic Flights.............................................................1-12 Table 1.1.7 Income from Financial Sources for Road Development..........................................1-13 Table 1.2.1 Future Trip Generation by District in Study Area....................................................1-13 Table 1.3.1 Challenges and Objectives of the Transport Sub-program ......................................1-17 Table 1.4.1 Functions of Roads by Class....................................................................................1-19 Table 1.4.2 Recommended Road Classification System ............................................................1-19 Table 1.4.3 General Rule for a Road Connection.......................................................................1-19 Table 1.4.4 Proposed Cross-Section Elements for the Urban Roads..........................................1-20 Table 1.4.5 Arterial and Collector Roads in 2030 ......................................................................1-21 Table 1.4.6 Introduction of Medium- and Large-Sized Bus .......................................................1-27 Table 1.4.7 Stages of Bus Transit System...................................................................................1-28 Table 1.4.8 Demand Forecast of Lusaka International Airport...................................................1-29 Table 1.5.1 Program and Project List with Corresponding Challenges and Objectives .............1-31 Table 1.5.2 Project Components for Three Ring Roads .............................................................1-33 Table 1.5.3 Project Components for Radial Roads.....................................................................1-34 Table 1.5.4 Project List of Collector Road Development...........................................................1-35 Table 1.5.5 Project Components for Missing Link.....................................................................1-36 Table 1.5.6 Project List of Local Road Development.................................................................1-37 Table 1.5.7 Project Component of Road Maintenance and Rehabilitation.................................1-37 Table 1.5.8 Summary of Project Cost of Road Development.....................................................1-37 Table 1.5.9 List of Public Transport Development Projects .......................................................1-41 Table 1.5.10 Parking Management Program by Parking Category...............................................1-44 Table 1.5.11 Outline of Traffic Management Projects and Programs ...........................................1-44 Table 1.5.12 Program List for Traffic Safety and Vulnerable Road Uses .....................................1-46 Table 1.5.13 Project List of Freight Transport ..............................................................................1-47 Table 1.5.14 Project List of Air Transportation Development ......................................................1-47 Table 1.5.15 Project Cost by Transport Sub-sector.......................................................................1-47 Table 1.6.1 Implementing Bodies for the Urban Transportation Master Plan.............................1-48 Table 1.6.2 Public Control over Bus Services ............................................................................1-48 Table 1.6.3 Type of Parking Facilities ........................................................................................1-49 Table 1.6.4 Budget Estimates for Road Development in Zambia...............................................1-49 Table 1.6.5 Budget Estimates for Road Development in Lusaka ...............................................1-50 Table 1.6.6 Comparison of Cost and Budget..............................................................................1-50 Table 1.6.7 List of Short-term Project and Programs .................................................................1-52 Table 1.6.8 Evaluation of the Priority Projects and Programs....................................................1-53 Table 2.1.1 Outcomes of Groundwater Contamination Assessment (ECZ; 2003) .......................2-5 Table 2.1.2 Data Collected for Evaluation Study of Groundwater Development Potential ..........2-6 Table 2.2.1 Results on the Coliform Parameters.........................................................................2-11 Table 2.2.2 Water Rights on Kafue Flats Sub-Basin (as of 2nd April 2007) ..............................2-11 Table 2.2.3 Data Sources and Estimation Method for Potential Calculation..............................2-13 Table 2.2.4 Result of Potential Estimation for Kafue Flats Sub-Basin.......................................2-14 Table 2.2.5 Cost for Chongwe Dam Development Estimated in 1995.......................................2-16 Table 2.2.6 Evaluation of Water Resources for the City of Lusaka............................................2-17 Table 2.3.1 Result of Micro-Biological Test for Treated Water Samples at Iolanda ..................2-20 Table 2.3.2 Capacity of Booster Pumps for Distribution as of June 2008..................................2-21 Table 2.3.3 Water Supply Condition in Peri-Urban Areas Covered by LWSC...........................2-21 Table 2.3.4 Outline of Existing and Planned DMAs ..................................................................2-22 Table 2.3.5 Pipe Material and Age .............................................................................................2-22 Table 2.3.6 Water Production and Actual Working Ratio...........................................................2-22


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Table 2.3.7 Summary of the Distribution Services (August 2007).............................................2-24 Table 2.3.8 Water Trusts in Lusaka ............................................................................................2-25 Table 2.3.9 Water Supply Implementation Works to be Funded by World Bank .......................2-25 Table 2.3.10 Estimation Basis for Demand Growth .....................................................................2-26 Table 2.3.11 Unit Water Demand for Domestic Uses ...................................................................2-26 Table 2.3.12 Relationship between Housing and Land Use Category .........................................2-26 Table 2.3.13 Domestic Unit Water Demand for Each Land Use Category...................................2-27 Table 2.3.14 Unit Water Demand for Public Uses........................................................................2-27 Table 2.3.15 Unit Water Demand for Commercial Uses ..............................................................2-28 Table 2.3.16 Unit Water Demand for Commercial Uses (Zambian Standard) .............................2-28 Table 2.3.17 Unit Water Demand for Industrial Uses...................................................................2-29 Table 2.3.18 Population Forecast .................................................................................................2-29 Table 2.3.19 Industrial Area Forecast (ha)....................................................................................2-29 Table 2.3.20 Current and Future Water Demand (m3/day) ...........................................................2-30 Table 2.3.21 Current Water Demand for Agriculture Use ............................................................2-31 Table 2.3.22 Future Water Demand for Agriculture Use ..............................................................2-31 Table 2.4.1 Sewerage Treatment Facilities of LWSC.................................................................2-33 Table 2.4.2 Effluent Water Quality of Manchinchi TP ...............................................................2-34 Table 2.4.3 Effluent Water Quality of Chunga TP......................................................................2-35 Table 2.4.4 Effluent Water Quality of Stabilization Ponds.........................................................2-35 Table 2.4.5 Condition of Sewer Pumping Stations (August 2007).............................................2-37 Table 2.4.6 Preliminary Components of World Bank Project relating to Sewerage...................2-38 Table 2.4.7 Area Category for Sewage Effluent Forecasting .....................................................2-39 Table 2.4.8 Sewage Effluent Forecast (m3/day).........................................................................2-39 Table 2.6.1 Development Strategies for Water Resources and Water Supply Sectors................2-42 Table 2.6.2 Development Strategy for Sewerage Sector ............................................................2-43 Table 2.6.3 Development Strategy for Drainage Sector .............................................................2-43 Table 2.8.1 Evaluation of the Priority Projects and Programs....................................................2-48 Table 2.8.2 Short-Term Priority Programs and Projects .............................................................2-49 Table 2.8.3 Summary of Required Investments..........................................................................2-51 Table 2.9.1 Water Tariff for LWSC ............................................................................................2-53 Table 2.9.2 Revenue and Costs of LWSC (2003-2007)..............................................................2-54 Table 2.9.3 Benchmark for O&M Cost Coverage Rate..............................................................2-54 Table 2.9.4 LWSC Interest-Bearing Liabilities ..........................................................................2-55 Table 2.9.5 LWSC Selected Efficiency Indicators (2003-2007).................................................2-55 Table 2.9.6 Proposed O&M Cost Coverage Ratio Target...........................................................2-56 Table 2.9.7 Proposed UFW Reduction Target (%) .....................................................................2-56 Table 2.9.8 Proposed Target Number of Connections ................................................................2-57 Table 2.9.9 Proposed Total Number of Staff and Productivity ...................................................2-57 Table 2.9.10 Proposed Staff Arrangement and Staff Productivity ................................................2-57 Table 3.2.1 Rental Housing Cost against Household Income.......................................................3-2 Table 3.2.2 Number of Non-Individual Water Supply Connections in UUS in Lusaka

District .......................................................................................................................3-6 Table 3.2.3 Type of Toilet Used in UUS and Residential Area.....................................................3-7 Table 3.2.4 Distribution of Households by Type of Dwelling ......................................................3-7 Table 3.2.5 General Features of Housing in Typical Settlements .................................................3-7 Table 3.2.6 Distribution of Households by Tenancy Status ..........................................................3-8 Table 3.2.7 Outlines of Subdivision (Development Schemes) by the LCC..................................3-9 Table 3.2.8 Major Housing Developments in the Greater Lusaka................................................3-9 Table 3.2.9 Type of Housing in the Case of Lilayi Housing Estate ............................................3-10 Table 3.2.10 Summary of Ground Rent Collection ......................................................................3-14 Table 3.2.11 Recent Housing Supply (2001 – 2007) by NHA in Lusaka City .............................3-15 Table 3.4.1 Improvement Components Priority by Urban Settlement Type ...............................3-18 Table 3.4.2 Improvement Components for Better Living Environment .....................................3-21 Table 3.5.1 Classification by Type of Existing UUS ..................................................................3-23 Table 3.6.1 Potential Sectors of Public Services and CBE Functions in UUSs..........................3-27 Table 3.7.1 Service Standard Target of Living Environment......................................................3-30


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Table 3.7.2 Projects and Programs for Living Environment Improvement ................................3-31 Table 3.7.3 Evaluation and Selection of Priority Projects and Programs (Sector: Living Environment Improvement)............................................................3-32 Table 3.8.1 Housing Property Status of Residents in the Pilot Study Area.................................3-35 Table 3.8.2 Workshops and Task Force Meetings for the Pilot Study Area ................................3-35 Table 3.8.3 Pilot Study Area for Chibolya Urban Renewal Plan ................................................3-38 Table 3.8.4 Conditions of Infrastructure Services in Chibolya Area ..........................................3-39 Table 3.8.5 Population Distribution by Zone..............................................................................3-43 Table 3.8.6 Housing and Building Distribution and Conditions by Zone...................................3-44 Table 3.8.7 Working place of all households including households who live outside of

Chibolya Area by Zone ............................................................................................3-45 Table 3.8.8 Legal Status of Building Owners by Zone ...............................................................3-45 Table 3.8.9 Living Place of Building Owners by Zone ..............................................................3-46 Table 3.8.10 Summary of Project Components for Chibolya Urban Renewal .............................3-50 Table 3.8.11 Eligible Stakeholders for Land Subdivision.............................................................3-51 Table 3.8.12 Development Criteria for Land Subdivision ............................................................3-52 Table 3.8.13 Development Criteria for Housing Provision...........................................................3-52 Table 3.8.14 Development Criteria for Infrastructure Provision ..................................................3-54 Table 3.8.15 Development Framework in 2030............................................................................3-55 Table 3.8.16 Proposed Chibolya Land Use 2030..........................................................................3-55 Table 3.8.17 Example of Zoning Control Guideline in Chibolya Area ........................................3-56 Table 3.8.18 Development Criteria for Infrastructure Provision ..................................................3-57 Table 3.8.19 Estimation of Development Cost for Chibolya Urban Renewal ..............................3-58 Table 3.8.20 Alternatives for Formulation of Implementation Body............................................3-61 Table 4.1.1 Summary of Environmental and Social Impacts of the Urban Transport Master

Plan ............................................................................................................................4-2 Table 4.1.2 Proposed Mitigation Measures for the Urban Transport Master Plan........................4-3 Table 4.2.1 Summary of Environmental and Social Impacts of the Water Supply/Sewerage

Master Plan ................................................................................................................4-4 Table 4.2.2 Proposed Mitigation Measures for the Water Supply/Sewerage Master Plan............4-4 Table 4.3.1 Summary of Environmental and Social Impacts of the Urban Settlement

Improvement Master Plan..........................................................................................4-5 Table 4.3.2 Proposed Mitigation Measures for the Urban Settlement Improvement Master

Plan ............................................................................................................................4-6


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LIST OF FIGURES VOLUME II MASTER PLAN OF SUB-PROGRAMS

Figure 1.1.1 Main Roads in Lusaka ................................................................................................1-2 Figure 1.1.2 Road Network in Lusaka ............................................................................................1-3 Figure 1.1.3 Location of Bus Terminals..........................................................................................1-8 Figure 1.1.4 Intra-City Bus Routes .................................................................................................1-9 Figure 1.1.5 Bus Users’ Opinions on the Importance of Public Transport Improvement .............1-10 Figure 1.1.6 Flow of Annual Work Plan (AWP) ...........................................................................1-12 Figure 1.2.1 Future Trip Generation (left) and Trip Distribution (right).......................................1-14 Figure 1.2.2 Results of Traffic Assignment in 2007, 2015, 2020 and 2030 (Without Cases) .......1-15 Figure 1.3.1 Approach of Urban Transportation Master Plan.......................................................1-18 Figure 1.4.1 Road Network Plan in 2030......................................................................................1-21 Figure 1.4.2 Road Network Plan in 2015......................................................................................1-24 Figure 1.4.3 Road Network Plan in 2020......................................................................................1-25 Figure 1.4.4 Results of Traffic Assignment (With Cases).............................................................1-26 Figure 1.4.5 Proposed Future Bus Transit System........................................................................1-27 Figure 1.4.6 Proposed Trunk and Feeder Bus Route ....................................................................1-27 Figure 1.4.7 Proposed Rail Route (50 km) beyond 2030..............................................................1-28 Figure 1.4.8 Demand Forecast of Njanji Commuter Rail (2015)..................................................1-29 Figure 1.4.9 Expansion Plan of Lusaka International Airport.......................................................1-30 Figure 1.5.1 Location of Major Arterial Roads.............................................................................1-35 Figure 1.5.2 Location of Collector Roads and Missing Links ......................................................1-36 Figure 1.5.3 Expansion of Existing Bus Route .............................................................................1-38 Figure 1.5.4 Proposed Shuttle Bus System for African Cup 2011 ................................................1-39 Figure 1.5.5 Example of Priority Bus Lane in Japan ....................................................................1-40 Figure 1.5.6 Cross Section of Priority Bus Lane ..........................................................................1-40 Figure 1.5.7 Priority Bus Lane along Proposed Trunk Bus Routes ..............................................1-41 Figure 1.5.8 Schematic Zoning Map for Traffic Management Program.......................................1-42 Figure 2.1.1 Topography and Geology of Lusaka City and Surrounding Area ..............................2-1 Figure 2.1.2 Geological Section of Lusaka City ............................................................................2-2 Figure 2.1.3 Drainage and Groundwater Flow...............................................................................2-3 Figure 2.1.4 Water Level Observation Records..............................................................................2-4 Figure 2.1.5 Monthly Water Production of LWSC (m3/month)......................................................2-6 Figure 2.2.1 Kafue River Basin......................................................................................................2-8 Figure 2.2.2 Longitudinal Section of Kafue River .........................................................................2-8 Figure 2.2.3 Discharge Flow and Water Level of Itezhi-Tezhi Dam..............................................2-9 Figure 2.2.4 Discharge Flow and Water Level of Kafue Gorge Dam.............................................2-9 Figure 2.2.5 River Profile .............................................................................................................2-10 Figure 2.2.6 Methodology for Estimating Surface Water Balance...............................................2-12 Figure 2.2.7 Modeling for the Evaluation of Kafue Flats Sub-Basin Potential............................2-13 Figure 2.2.8 Location of Proposed Chongwe Dam Site ...............................................................2-15 Figure 2.2.9 Plan of Chongwe Dam .............................................................................................2-15 Figure 2.2.10 Location of Blue Water Lagoon ...............................................................................2-16 Figure 2.3.1 Monthly Water Production of LWSC for the year 2007...........................................2-18 Figure 2.3.2 Diagram of Iolanda Water Works.............................................................................2-19 Figure 2.3.3 Transmission of Bulk Water Supply System ............................................................2-19 Figure 2.3.4 LWSC Water Distribution Branch ............................................................................2-20 Figure 2.3.5 Layout of LWSC Water Distribution Network .........................................................2-22 Figure 2.3.6 Components of Produced Water and UFW...............................................................2-23 Figure 2.3.7 UFW in LWSC System in the Last Eight Years........................................................2-24 Figure 2.3.8 Water Demand 2007-2015........................................................................................2-30 Figure 2.3.9 Water Demand 2020-2030........................................................................................2-30 Figure 2.4.1 Sanitation Treatment Systems Allocation Map of Lusaka........................................2-32 Figure 2.4.2 Collection Sewer Network and Treatment System of LWSC ..................................2-33 Figure 2.4.3 Five Years Monthly Average of Total Influence.......................................................2-33 Figure 2.4.4 Schematic Treatment Diagram of Trickling System ................................................2-34


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Figure 2.4.5 Garden Stabilization Pond........................................................................................2-35 Figure 2.4.6 Ngwerere Stabilization Pond....................................................................................2-36 Figure 2.4.7 Matero Stabilization Pond........................................................................................2-36 Figure 2.4.8 Kaunda Square Stabilization Pond...........................................................................2-36 Figure 2.4.9 Chelston Stabilization Pond .....................................................................................2-37 Figure 2.4.10 Monthly Sludge Volume Received from Collecting Companies .............................2-38 Figure 2.5.1 Serious Inundation Observed Sites during Rainy Season (Oct. 2007 - Feb.

2008) ........................................................................................................................2-40 Figure 2.7.1 Production Capacity Development Scenario............................................................2-44 Figure 2.7.2 Supply Capacity with and without UFW Reduction ................................................2-44 Figure 2.7.3 Distribution System Development Scenario ............................................................2-45 Figure 2.7.4 Proposed Connection to Water Trust System...........................................................2-45 Figure 2.7.5 Treatment Capacity Development Scenario.............................................................2-46 Figure 2.7.6 Sewerage Service Target Area and Sewer System Development Scenario..............2-46 Figure 2.7.7 Drainage System Development Scenario.................................................................2-47 Figure 2.7.8 Proposed Priority Improvement Areas and its Methods...........................................2-47 Figure 2.8.1 Implementation Sequence for Water Resources and Water Supply Sectors.............2-50 Figure 2.9.1 LWSC Administrative Organization Structure.........................................................2-51 Figure 2.9.2 Organization Chart - Directorate of Engineering .....................................................2-52 Figure 2.9.3 Typical Organization Chart of Water Trust ..............................................................2-52 Figure 2.9.4 Core Operational Profit and Net Profit of LWSC (2003-2007) ...............................2-54 Figure 2.9.5 Financial Recovery Program....................................................................................2-59 Figure 3.2.1 Residential Status in PUS and UUS...........................................................................3-1 Figure 3.2.2 Occupation by Sex in the Urban Settlements.............................................................3-2 Figure 3.2.3 Assessment of Infrastructure and Public Services by Residents of PUS ...................3-3 Figure 3.2.4 Assessment of Infrastructure and Public Services by the Residents of UUS.............3-4 Figure 3.2.5 Improvement Needs of Infrastructure and Public Services........................................3-4 Figure 3.2.6 Urgent Needs by Community Profile Survey ............................................................3-5 Figure 3.2.7 Locations of New Towns, Subdivisions by LCC, and NHA Housing Projects..........3-8 Figure 3.2.8 Relationship among Organizations in a Ward ..........................................................3-10 Figure 3.4.1 Concept of Development Program by Characteristics of Settlement.......................3-19 Figure 3.4.2 Conceptual Diagram of UUS Improvement Policies and Approach........................3-21 Figure 3.5.1 Conceptual Diagram for Land Readjustment Measure in Urban Renewal ..............3-22 Figure 3.5.2 Types of UUS Urban Form for Applicable Improvement Measure .........................3-23 Figure 3.5.3 General Procedure of Land Readjustment ...............................................................3-24 Figure 3.5.4 Variation of Land Readjustment to be applied to UUS Type ...................................3-25 Figure 3.6.1 Direction of CBE Empowerment in UUS................................................................3-26 Figure 3.8.1 Study Process in Chibolya .......................................................................................3-34 Figure 3.8.2 Location of Chibolya Area in Lusaka City and Study Area .....................................3-38 Figure 3.8.3 Public Service and Infrastructure Needs of Chibolya and John Laing

Compound................................................................................................................3-39 Figure 3.8.4 Community Zones in Old Chibolya and Chibolya Extension..................................3-42 Figure 3.8.5 Building Use in Old Chibolya and Chibolya Extension ..........................................3-42 Figure 3.8.6 Infrastructure in Old Chibolya and Chibolya Extension..........................................3-43 Figure 3.8.7 Development Mechanism for Chibolya Urban Renewal .........................................3-49 Figure 3.8.8 Conceptual Model for Self-financing Mechanism ...................................................3-49 Figure 3.8.9 Plan of Typical Housing Lot and Model Housing....................................................3-53 Figure 3.8.10 Plan of Temporal Housing and Ablution Facilities ..................................................3-53 Figure 3.8.11 Perspective of Temporary Housing and Ablution Facilities.....................................3-54 Figure 3.8.12 Proposed Chibolya (local area) Land Use Plan 2030...............................................3-56 Figure 3.8.13 Perspective View of Urban Form Example of Chibolya Future Urban Area ...........3-57 Figure 3.8.14 Proposed Chibolya (local area) Land Use Plan 2030...............................................3-58 Figure 3.8.15 Steps for Construction by Block by Block Implementation.....................................3-60 Figure 3.8.16 Example of Implementation Body for Chibolya Urban Renewal ............................3-61


x

THE OTHER VOLUMES

VOLUME I COMPREHENSIVE URBAN DEVELOPMENT PLAN CHAPTER-1 INTRODUCTION CHAPTER-2 LUSAKA NOW: THE STATUS QUO CHAPTER-3 DEVELOPMENT ISSUES OF LUSAKA CITY CHAPTER-4 DEVELOPMENT STRATEGY OF LUSAKA CHAPTER-5 URBAN DEVELOPMENT PLAN FOR GREATER LUSAKA CHAPTER-6 LEGAL AND INSTITUTIONAL STRENGTHENING CHAPTER-7 ENVIRONMENTAL & SOCIAL CONSIDERATIONS

VOLUME III PRE-FEASIBILITY STUDY OF PRIORITY PROJECTS

CHAPTER-1 INNER RING ROAD CHAPTER-2 OUTER RING ROAD CHAPTER-3 WATER SUPPLY AND SANITATION IMPROVEMENT PROJECT


xi

ABBREVIATIONS

ABO Area-Based Organization ACEZ Association of Consulting Engineers of Zambia AGOA African Growth Opportunity Act ADB Asian Development Bank AfDB African Development Bank BHN Basic Human Needs BID Business Improvement District BOD Biochemical Oxygen Demand CBD Central Business District CBD Convention of Biological Diversity CBO Community Based Organization CBE Community Based Enterprise CDF Constituency Development Fund GEF Global Environment Facility CEP Copperbelt Environmental Project CHC Consumer Health Care CIC Community Interest Company CIDA Canadian International Development Agency CIFOR Centre for International Forestry Research CP Cleaner Production CSO Central Statistical office DANIDA Danish International Development Assistance DDI Domestic Direct Investment DEO District Education Office DFID Department for International Development DF/R Draft Final Report DISS Department of Infrastructure and Support Services DPPH Department of Physical Planning and Housing DTF Devolution Trust Fund DWA Development of Water Agency ECHO Economically strong, Environmental Friendly and Community Hope and Opportunity ECZ Environmental Council of Zambia EIA Environmental Impact Assessment EU European Union FC Faecal Coliform FDI Foreign Direct Investment FNDP Fifth National Development Plan GDI Gender Development Index GDP Gross Domestic Product GHS Globally Harmonized System GIS Geographical Information System GOJ Government of Japan GPS Global Positioning System GRZ Government of the Republic of Zambia GTZ German Technical Corporation HDI Human Development Index HPPHSS Housing, Public Health and Social Services Committee IC/R Inception Report IEE Initial Environmental Examination IGA Income Generation Activities IMF International Monetary Fund IPPP Industrial Pollution Prevention Programme


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IT/R Interim Report JICA Japan International Cooperation Agency JST JICA Study Team KTC Kamwala Trading Center LCC Lusaka City Council LDHMT Lusaka District Health Management Team LIDP Lusaka Integrated Development Plan LRT Light Rail Transit LPPA Lusaka Province Planning Authority LSWSMP Lusaka Solid Waste and Sanitation Management Project LUSEED Lusaka Sustainable Economic and Environmental Development LWSC Lusaka Water and Sewerage Company MDG Millennium Development Goal MFEZ Multi Facility Economic Zone MEWD Ministry of Energy and Water Development MFNP Ministry of Finance and National Planning MLGH Ministry of Local Government and Housing MOCDSS Ministry of Community Development and Social Services MOE Ministry of Education MOU Memorandum of Understanding MOFED Ministry of Finance and Economic Development MOH Ministry of Health MoL Ministry of Land MoTENR Ministry of Tourism, Environment and National Resource MP Member of Parliament MSTVT Ministry of Science, Technology and Vocational Training MTC Ministry of Transportation and Communication MTEF Medium Term Expenditure Framework MWS Ministry of Works and Supply NACL National Airport Corporation Limited NDF Nordic Development Fund NGO Non Governmental Organization NHA National Housing Authority NHC Neighbourhood Health Committees NORAD Norwegian Agency for International Development NRDC National Research and Development Center NRFA National Road Fund Agency NWASCO National Water Supply and Sanitation Council O/D Origin-Destination ODA Official Development Assistance OECD Organization for Economic Cooperation and Development O&M Operation & Management PCM Project Cycle Management PHC Primary Health Care PR Progress Report PPP Public Private Partnership PROSPECT Programme of Support for Poverty Elimination and Community Transformation PRP Power Rehabilitation Project PRSP Poverty Reduction Strategy Paper PTA Public Transport Authority PULSE Peri-Urban Lusaka Small Enterprise Development Project PUS Planned Urban Settlement PUSH Programmes Urban Self-Help PWD Plans, Works and Development Committee RBIPMA Removing Barriers to Invasive Plant Management in Africa Project RDA Road Development Agency RDC Resident Development Committee


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ROADSIP-I Road Sector Improvement Programme Phase-I RTSA Road Transport and Safety Agency RUSPS Rapid Urban Sector Profiling for Sustainability RWSS Rural Water Supply and Sanitation SADC Southern African Development Community SC Steering Committee SCP Sustainable Cities Programme SEA Strategic Environment Assessment SIDA Swedish International Development Agency SLP Sustainable Lusaka Programme SME Small and Medium Enterprise TEVETA Technical Education, Vocational and Entrepreneurship Training Authority TAZ Traffic Analysis Zones UBZ United Bus Company of Zambia UFW Unaccounted for Water USAID United States Agency for International Development UNEP United Nations Environment Programme UN-HABITAT United Nations Human Settlements Programme UNICEF United Nations International Children’s Emergency Fund UNZA University of Zambia UUS Unplanned Urban Settlement VAT Value Added Tax VCUL Valuation, Commercial Undertaking and Licensing Committee VIP Ventilated Improved Pit VOC Vehicle Operating Cost WB World Bank WDC Ward Development Committee WDF Ward Development Fund WFP World Food Programme WG Working Group WHO World Health Organization WMD Waste Management District WMU Waste Management Unit WSPIP Water Sector Performance Improvement Project ZACCI Zambia Association of Chambers of Commerce and Industry ZAWA Zambia Wildlife Authority ZCCM IH Zambia Consolidated Copper Mines Investments Holdings ZCSMBA Zambia Chamber of Small and Medium Business Association ZDA Zambia Development Agency ZDC Zone Development Committee ZESCO Zambia Electricity Supply Corporation ZR Zambian Railway

CHAPTER-1

URBAN TRANSPORTATION

The Study on Comprehensive Urban Development Plan Final Report for the City of Lusaka in the Republic of Zambia Volume II-Chapter 1 Urban Transportation

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CHAPTER-1 URBAN TRANSPORTATION

1.1 Transportation System 1.1.1 Road Network

The official road network in Lusaka City has a total length of 867 km as shown in Table 1.1.1. The total length of all roads and streets in Lusaka is about 1,600 km, according to ROADSIP-II Bankable Document. On the other hand, the GIS data of this Study has about 2,800 km of roads and streets, including small paths and single tracks.

Table 1.1.1 Road Length in Lusaka

Road type Surface Gravel Earth Total Length (km) 577 201 89 867

Source: District Situation Analysis, Lusaka City

Major roads have been improved well in the last decade with the help of the international community such as the Road Sector Investment Program Phase-I (ROADSIP-I) and the Project for Improvement and Maintenance of Lusaka City Roads (Phase-I, II, III). The improved roads include Great East Road, Great North Road, Kafue Road, Lumumba Road, Independence Avenue, Church Road and other major roads.

Kafue Road Street in John Laing

Lusaka City’s road classification consists of major arterial, arterial, major collector, collector, and residential road. Sometimes roads are classified as trunk road, major road, and collector road. However, there is no official designation of functional classification to roads and streets in Lusaka at present. On the other hand, the Public Road Act defines i) inter-territorial main roads, ii) territorial main roads, iii) district roads, iv) branch roads, v) urban roads, vi) rural roads, vii) estate roads, and viii) park roads. Some official documents indicate “trunk roads” and “district roads” for major roads in Lusaka. In the legal context, all roads and streets in Lusaka City currently belong to “urban roads”.

Local communities commonly recognize Main Roads and Street Roads for convenience of road classification. As a whole, Main Roads are paved and maintained in good condition while Street Roads are unpaved and deteriorated. Figure 1.1.1 illustrates Main Roads that were identified from the Community Profile Survey by the JICA Study Team. Some roads of importance at city level, such as Great East Road, Kafue Road, Independence Avenue and others are recognized as Main Road, while some minor roads that are of importance at community level are also recognized as Main Road. In the Person Trip Survey, approximately two-thirds of interviewees evaluated Street Roads (in the questionnaire, it was Feeder Road) as “Very Bad” in five choice items, and


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approximately half of them chose “Bad” in answer to the question.

Source: JICA Study TeamWorked out from Community Profile Survey

Figure 1.1.1 Main Roads in Lusaka

Figure 1.1.2 illustrates the road network in Lusaka. At the national level, Lusaka is situated at the cross point of the north-south and east-west corridors. Kafue Road is a trunk road that stretches to the south, connecting Lusaka, Kafue and Livingstone. Kafue Road has a 6-lane section, along which some shopping centers are located and industrial development is active. Great North Road is a trunk road that connects Lusaka and the northern area such as Chibombo and Copperbelt. Recently, housing development is rapid along Great North Road. Cairo Road connects Kafue Road and Great North Road at both ends with roundabouts, running through the town. From the roundabout of its north ends, Great East Road, the trunk road between Lusaka and Eastern Province, stretches to the east with four lanes. Manda Hill Shopping Mall and Arcades Shopping Mall are located along Great East Road, and Lusaka International Airport is connected via Airport Road. These three roads (Kafue Road, Great North Road, and Great East Road) are classified into trunk road outside Lusaka City. Mumbwa Road is a major road that connects Lusaka and the western region.

From the south end of Cairo Road, Independence Avenue stretches to the east, turning its direction at the dual roundabout in Cathedral Hill to the east south, reaching its end at the roundabout with Chindo Road in Woodlands.


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Great North Road

Great East Road

Airp

ort R

oad

1

1

Lumumba Road

Cha Cha Cha Road

Independence Ave.

Los Angeles Blvd.

2

4 4

2

3

3

3

Mumbwa RoadLeopard’s Hill Road

Kafue Road

Source: JICA Study Team Figure 1.1.2 Road Network in Lusaka

Recently, land development is very rapid outside the existing urbanized area such as Kamwala South (the south of ZESCO power transmission line), but roads remain in poor condition in this development area.

Development in Kamwala-South Lusaka Unpaved Major Road in Kamwala-South Lusaka

1.1.2 Road Facilities

The road network in Lusaka adopts roundabouts at major junctions. Most of the roundabouts have a kind of monument and are important parts of the urban landscape in Lusaka. The junction of Independence Avenue, Haile Selassie Avenue and Chikwa Road has two large roundabouts and forms unique urban scenery in front of government buildings. Cairo Road has two roundabouts at its both ends, which are heavily


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congested during peak hours.

Traffic signals are installed at major junctions on congested roads such as Great East Road, Great North Road, Kafue Road, Lumumba Road, Independence Ave., Church Road, and Leopard Road. The junction of Lumumba Road and Kafue Road is very congested during peak hours. Most of current traffic signals are given limited phasing functions; more functional signals are needed to regulate increasing vehicle traffic efficiently.

Along most of the major roads, pedestrian facilities such as sidewalks are installed with proper width. However, the connectivity of the pedestrian network is not fully developed, and this is causing dangerous situations and inconvenience to pedestrians.

Major roads have V-shaped side ditches that are not covered along outer sides of their shoulders. People walk both sides of the ditches. The size of the ditches is relatively large, but water overflow occurs frequently because the pipes of the drainage are often choked with garbage. Drainage cleaning is one of the most important issues in Lusaka.

1.1.3 Trip Characteristics

According to the Household Interview Survey (HIS) 2007 by the JICA Study Team, the total number of home-base trips in Lusaka is about 1.8 million trips per day, and the average number of trips per person is about 1.57. Walking is the dominant mode of the home-base trip, accounting for 65% of the total. Bus trip accounts for 21% while car trip account for 10%.

Major findings obtained from the HIS are summarized below: - Regarding trip composition by mode of travel, walking showed the highest share at

65%. Bus represented as public transport accounted for 23%, while car represented as private transport was 10%.

- Going home accounts for 49% of the total as the trip’s purpose. Going to school follows at 22%, and going to work at 12%.

- The average number of trips per person was 1.57 trips per day (gross). - The total number of trips per day was 1,836,000 trips per day. - Car ownership was in 15% of the total households. As income level increases,

the car ownership increases.

1.1.4 Road Traffic (1) Vehicle Population

The number of registered vehicles in Zambia since 2001 totaled 181,000. The data on registered vehicles refer only to those vehicles registered after 2001 when the Zambia Traffic Information System was introduced. According to the Road Transport Safety Agency (RTSA), the total vehicle population is estimated to be 250,000, which is 1.38 times the number of registered vehicles. In Lusaka City alone, 152,411 vehicles are registered, which account for 84% of the number of registered vehicles. Car-owning households accounts for 15% of the total households in Lusaka1. (2) Traffic in Lusaka City

Traffic volumes of more than 20,000 vehicles per day were observed at Independence Ave., Great East Road, Church Road Cairo Road, Kafue Road, and Great North Road around the city centre. According to results of the Screen Line Survey and Traffic Count Survey (20 locations in total) in 2007, passenger traffic using cars/pickups, taxis, and buses had a dominant share at about 90%. Freight traffic, on the other hand, involving light commercial vehicles, rigid trucks, and articulated trucks had a low 10%

1 Based on the results of the Person Trip Survey 2007, JICA.


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share. (3) Traffic across Lusaka City Boundary

More than 5,000 vehicles per day across Lusaka City boundary were observed at Great North Road, Kafue Road and Airport Road. It was remarkable that the vehicle composition of freight traffic across the Lusaka City boundary showed high 46% share.

Approximately 15% of traffic on Kafue Road and Great North Road is through traffic (the traffic that just passes through Lusaka City because the origin and destination are the north or the south of Lusaka City). Since 24-hour traffic volumes on Kafue Road and Great North Road were 5,200 and 5,300, the through traffic was estimated to be approximately 800 vehicles per day. (4) Travel Speed

The average travel speed in Lusaka is about 33 kph according to a travel speed survey. At Cairo Road, the lowest average speed was observed at 15 kph in the evening peak. The travel speed is slow in and around the city centre. The sections of low speed appear around three roundabouts (Kabwe, Kafue and Cathedral Hill) and one intersection at Great East Road and Addis Ababa Drive. In addition, travel speed on Mumbwa Road and Los Angeles Road were very low during evening peak hour due to the waiting queue along Lumumba Road. (5) Traffic Jam

Heavy traffic jam is observed during peak hours in Town, especially at two roundabouts of Cairo Road. Traffic is heavy on the three bridges that cross over the railway. Traffic volume on Independence Ave. is highest at about 47,000 vehicles per day, followed by Great East Road at 31,000, and Church Road at 28,0002. Trucks account for only 10% along these roads. Traffic jam is also heavy at the junction of Great East Road and Addis Ababa Road. During peak hours, waiting queues at major junctions are sometimes so long that they obstruct the next junctions, which causes other queues. Traffic queue is observed at the entrance of some commercial buildings during peak periods. Outside Town, sedan type cars and taxis are dominant, while buses and trucks account for a small portion.

Long queue at Kafue Roundabout Traffic at Kafue Roundabout

Table 1.1.2 shows the capacity analysis of major intersections in Lusaka City. Church Road – Cairo Road Intersection (No. 10), Los Angeles Boulevard – Haile Selassie Avenue Roundabout (No. 4), Great East Road – Addis Ababa Drive Intersection (No. 8) are oversaturated, and Kafue Roundabout (No.2) and Mumbwa Road – Lumumba Road Intersection (No. 9) are very busy.

2 Screen Line Survey, JICA Study Team


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Table 1.1.2 Saturation Degree at Major Intersections No Present

AM PM

1 0.69 0.58

2 0.84 0.74

3 0.33 0.40

4 0.83 0.95

5 0.39 0.33

6 0.61 0.46

7 0.32 0.37

8 0.85 1.26

9 0.77 0.71

10

1

2

3

4

5

6

7

8

9

10 0.95 0.93 Source: JICA Study Team

(6) Traffic Management

Parking is one of the most serious traffic problems in Lusaka, especially in Town where on-street parking is common and the parking lots are insufficient for the demand. Although parking places are provided by the Lusaka City Council (LCC) in the City, the capacity is very small. LCC collects parking charge at a fee of ZMK1000/hour. There is no other public parking provided by the private sector. Parking problems in Lusaka city are summarized as follows:

- Illegal parking on road side especially in the CBD area; - Lack of on-street parking space and off-street parking lot; - No parking lots built by private sector funds; and - Parking development guideline not yet established.

Traffic signs and markings are installed on major roads in the city to regulate and manage vehicle traffic as well as pedestrians and bicycles. On the other hand, urbanization, coupled with a dramatic increase in the number of vehicles in the streets, makes traffic regulation in Lusaka very important to maintain a safe and hospitable environment for its residents. (7) Traffic Safety

Traffic safety is given high priority in most communities in Lusaka. Vehicle collisions are often observed at intersections.

Traffic accident rates in Zambia, Lusaka province, and neighboring African countries are shown in Table 1.1.3. In general, traffic accident rates increase in proportion to motorization and road development. This is explained by discrepancies in these aspects among the countries as shown in Table 1.1.3. For example, the fatality rate in South Africa is four times more compared to Uganda’s rate. On the other hand, the fatality rate in Lusaka City is 21.3, and this figure seems to be too huge considering Lusaka’s motorization and road development in comparison with South Africa. Therefore, urgent political action for the prevention of traffic accidents must be taken to protect citizens and to prevent economic losses.


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Table 1.1.3 Number of Fatalities per 100,000 people in Neighboring Countries Country Fatalities per 100,000 people Remarks Uganda 6.80 Year 1999 Kenya 10.20 Year 2003

Zimbabwe 11.30 Year 2000 South Africa 28.80 Year 2003

Zambia * 10.20 Year 2006 Lusaka Province * 21.35 Year 2006

Source: World Road Statistics 2005, IRF/ * RTSA

The major causes of traffic accidents are classified into four categories of fault: road facilities, drivers, traffic management, and vehicle. In Lusaka City, the identified major causes of traffic accidents are shown in Table 1.1.4.

Table 1.1.4 Major Causes of Traffic Accidents in Lusaka City

Categories Causes Road Facilities ・ Narrow intersection for heavy traffic

・ Narrow medians ・ Skid by road painting ・ Narrow frontage of roads ・ Lack of deflection at roundabouts ・ Lack of cycle road continuity ・ Inappropriate location of pedestrian crossing ・ Lack of dropped crossings (or not flushed) for pedestrians and

wheelchair users ・ Lack of guard railing / not high visibility ・ Poor functioning of street lights

Driver ・ Overspeeding on the main roads Traffic

Management ・ Inadequate traffic signs and road markings ・ Poor traffic signaling

Source: JICA Study Team

Several traffic safety measures have been implemented independently, most of which are physical measures like speed humps and pedestrian bridges as described below.

- There are many humps, both on paved and unpaved roads to force vehicle drivers

to reduce speed. - There are pedestrian bridges at the junction of Great East Road and Addis Ababa

Road and near UNZA.

Pedestrian Bridge Great East Road-Addis Ababa Road Hump near Bauleni

1.1.5 Public Transport

Buses and taxis are the major modes of public passenger transport. All public transport services in Lusaka are provided by the private sector. Within Lusaka, the fare of buses varies from ZMK 1,500 to ZMK 3,000, depending on the travel distance. Taxis are painted in light blue color. All the public transport vehicles need


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certification as Public Service Vehicle (PSV) from RTSA. It is recognized, however, that many taxis do not have this certification. (1) Bus Type

The most popular type of bus is the minibus with 12 seats, which is the same type as a Toyota Hiace. Medium-size buses with 24 seats are also operated. Large-size buses, on the other hand, are operated for intercity transport. Bus population has increased rapidly in the last decade after the Government suspended the import duty on minibuses. There used to be a state-owned bus company in Zambia, namely United Bus Company of Zambia (UBZ). However, after the introduction of liberalization and privatization in the economy, bus services in Lusaka are now provided by private companies. (2) Bus Terminal

There are five bus terminals in the center of the city: i) Lusaka City Market, ii) Kulima Tower Bus Station, iii) Lumumba Bus Station, iv) Millennium Bus Station, and v) Intercity Bus Terminus as shown in Figure 1.1.3.

LCC operates three of these terminals: Lusaka City Market, Kulima Tower Bus Station, and Lusaka Intercity Bus Terminus. On the other hand, Millennium Bus Station is operated by a private company, while Lumumba Bus Station is operated by a joint venture of LCC and a private company. Only Lusaka Intercity Bus Station is situated east of the railway, while the other terminals are situated in the City. Millennium Bus Station will move to the new location near Kulima Tower Bus Station.

Bus stops and bus shelters are constructed and maintained by LCC. Bus stops in each bus terminal are specified for each destination. However, most of the bus terminals, especially Kulima Tower Bus Station and Lusaka City Market are congested mainly because a bus does not leave until it is full of passengers.

Los Angele

s Road

Kafue R

oad

Cairo Road

Mumbwa Road

Lumumba Road

Independence Avenue

Church Road

Great East Road

Great N

oorth Road

Intercity Bus Station

Millennium Bus Station

Lusaka City Market

Lumumba Bus Statıon

Kulima Tower Bus Station


Figure 1.1.3 Location of Bus Terminals (3) Bus Operation

There is no private bus association for bus public transport in Lusaka. Each bus owner lends his vehicles to bus drivers by collecting a rental fee from each driver. Operational bus routes by each minibus are not fixed because each minibus driver can change the bus route according to passengers’ demand at that time. Normally drivers select high demand bus routes for getting profit easily. Therefore, the destination is not clearly indicated in each bus so that each passenger has to check the bus destination from its conductor. The minibus is very popular among Lusaka citizens because of its


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flexible operation as mentioned above. However, the minibus is one of the main causes of traffic congestion and accidents because of the dangerous manner in which its drivers drive the vehicle. (4) Bus Routes

Bus routes converge in five bus terminals in the center of the city, providing only radial routes. Network density is low as shown in Figure 1.1.4. Bus routes are designated by LCC. However, there is no clear policy to define what kind of road is allowed or prohibited for bus routes. For example, Addis Ababa Drive might be a high demand corridor for passenger transport, but the road is not designated as a route for bus operations.

Source: LCC (Illustrated by JICA Study Team)

Figure 1.1.4 Intra-City Bus Routes (5) Bus Users

Bus users’ opinions were collected in the Public Transport User Survey. Figure 1.1.5 shows the percentages of the answers to the importance of improving public transport. More than half of the interviewees answered that new bus terminals would be needed outside the City center. Expansion of the bus network was also given high priority.


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0% 10% 20% 30% 40% 50% 60%

1.Capacity expansion of the present bus terminals

2.Construction of bus terminals besides the city center area

3.Increase in the number of buses

4.Extension of service hours

5.Introduction of high-capacity buses

6.Revitalization of the train service along the original route

7.Upgrading of unpaved roads

8.Reduction in bus fares

9.Expansion of road network

10.Introduction of modern transit system

11.Introduction of bus priority or exclusive lane

Source: Public Transport User Survey, JICA Study Team

Figure 1.1.5 Bus Users’ Opinions on the Importance of Public Transport Improvement

1.1.6 Freight Traffic

Trucks are the dominant mode of freight traffic in Lusaka. Freight transport by rail is not active. The transport of agricultural products by bicycle has been observed in the morning, but this activity accounts for only a small portion. majority of freight movements is generated from the industrial area,west of the City. Intercity traffic along Great North Road and Kafue Road is also one of the major freight movements. To protect the road pavement from damages caused by heavy vehicles, regulations about vehicle weight have already been introduced. Weighbridges are installed at some points in Zambia, and fines will be imposed on vehicles that violate the regulation. There is one weighbridge near the border of Kafue. Truck ban is introduced in the City. Lumumba Road is designated as the bypass route for trucks. On Kafue Road and Great North Road, trucks account for approximately one-third of the total traffic, while the number of trucks on most of the other roads in Lusaka is very small.

1.1.7 Railway

The history of the development of Lusaka has strong relationship with railway construction. The city was developed as a railway siding and depot for the railway of Livingstone - Broken Hill. Zambia Railways (ZR) uses narrow gauge (1067 mm), having a length of 846 km mainline and 427 km branch line. The south section of Lusaka Station is double track, while the north section, single track. The railway system provides only intercity transport for passengers and freight. For efficient operations, the Government gave concession over ZR to Railway Systems of Zambia (RSZ) in 2004. However, its operation is not so active because there are only three passenger trains in each direction per week. There was a commuter rail service provided by Njanji Commuter Services in the 1990s. Having a total length of 16 km, this rail service connected George township and Chilenje township and passed through the center of the city. The commuter trains discontinued the service in 1998 because of a train accident. The Government intends to re-open this commuter railway line.


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Railway Station

Abandoned platform and track, Chilenje

The railway track of the main line is maintained relatively well: the rails on concrete sleepers are not so deformed, and ballast is still there. However, the right-of-way in the center of the city is occupied as temporary markets because only a few number of trains is in operation. In the south of Lusaka Station, the east side of the railway line has been dug, and holes are close to the rail track.

People on railway track

Mining site along railway line

1.1.8 Airport and Air Transport

Lusaka International Airport is operated by National Airport Corporation Limited (NACL). The airport has a 3.9 km runway with a width of 45 m. It is located approximately 27 km east of the center of the city. The airport was opened in 1967. According to NACL, the passenger terminal has a design capacity of two million passengers per year. However, the terminal facilities are outdated in terms of international security standards. The number of passenger arrivals and departures of international flights was 473,138 in 2006, which is 31.9% higher compared to 2005 figures as shown in the table below. Including 76,699 passengers from domestic flights, the total number of passengers in 2006 was approximately 550,000. The average number of daily passengers was 1500. There was a national airline (Zambia Airways), but it stopped the service in 1995. The air transport industry is now privatized.

Table 1.1.5 Number of Passengers of International Flights

Year Arrival Departure Total Annual Growth Rate 2004 159,383 163,178 322,561 - 2005 175,759 182,851 358,610 11.2% 2006 234,069 239,069 473,138 31.9% 2007/08* N.A. N.A. 617,101 20.3%

Source: National Airports Corporation Limited (* April 2007 to March 2008)


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Table 1.1.6 Number of Passengers of Domestic Flights Year Arrival Departure Total Annual Growth Rate 2004 26,529 32,016 58,545 - 2005 32,083 29,537 61,620 4.7% 2006 38,455 38,244 76,699 24.5% 2007/08* N.A. N.A. 94,754 19.1%

Source: National Airports Corporation Limited (* April 2007 to March 2008)

Lusaka City Airport is situated within the city surrounded by high-density residential areas in Kalingalinga in the north and Kabulonga in the south. This airport is no longer used.

1.1.9 Institutional and Financial Aspects (1) Institution

The responsible ministries for the transport sector are the Ministry of Communication and Transport (MCT), Ministry of Works and Supply, Ministry of Local Government and Housing (MLGH), and Ministry of Finance. Responsible for policy making in the transport sector, MCT formulated “Transport Policy” in 2002. After its approval, a series of legal and institutional reforms was implemented.

There are three agencies related to transport sector: Road Development Agency (RDA), Road Transport and Safety Agency (RTSA), and National Road Fund Agency (NRFA). These agencies were established under the following Acts:

- RDA Public Roads Act - RTSA Road Traffic Act - NRFA National Road Fund Act

RDA is responsible for road construction and maintenance in the country. On the other hand, LCC is responsible for all roads in Lusaka City, although the budget for construction, rehabilitation, and maintenance of roads in Lusaka relies on the national budget through NRFA. RDA has some projects in Lusaka City because the transition for institutional reform is under progress.

RTSA has various missions in road traffic such as vehicle registration, axle load control, licensing of Public Service Vehicles (PSV), concessions of passenger transport, traffic safety, and others. Bus routes and the location of bus stops are planned and designated by LCC in Lusaka City. Concessions of bus operations by RTSA are only given on those routes.

As a Local Road Agency (LRA), Lusaka City prepares the Annual Work Plan (AWP) for urban roads and submits it to MLGH, where AWPs from LRAs are compiled. RDA modifies and finalizes the AWP based on the budget guideline from NRFA (see Fig. 1.1.6 below).

RDA (Prioritize projects)

MLGH (Prioritize projects)

Consolidated AWPApproved AWP

Local Road Authorities (Prepare plans)

AWPsApproved AWP

NRFAGuideline onbudgetceilings

Contractors

Tender, Contracts, Supervise

Payment certificate

Pay


Figure 1.1.6 Flow of Annual Work Plan (AWP)


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(2) Financial Condition

Currently, the budget for road development is allocated in accordance with the road development plan and the financial scheme of ROADSIP-II (2005 -2013). NRFA is the agency responsible for road development finance. A fuel levy was introduced to generate funds for road development. The financial sources for the road development are the budget from GRZ, Road Fund, and donor countries. The road fund consists of fuel levy and road users charges (RUC) such as international transit fees, weigh bridge fees, motor vehicle registration and license fees. Table 1.1.7 shows the composition of financial sources.

Table 1.1.7 Income from Financial Sources for Road Development

Unit: ZMK billion (% total in blanket) GRZ Road Fund Donor Fund NRFA Total

2006 71.2 (11.8) 214.4 (35.7) 308.7 (51.4) 6.6 (1.1) 600.9 2007 135.1 (29.6) 241.2 (52.8) 74.0 (16.2)* 6.3 (1.4) 456.5

Source: NRFA Annual Report 2007 Note*: Decrease in donor fund in 2007 was due to the delay of finance from EU.

1.2 Demand Forecast 1.2.1 Trip Generation and Attraction

The future traffic demand was estimated based on the future socio-economic framework. The future trip generations for all purposes are shown in Table 1.2.1. Figure 1.2.1 illustrates the future trip generation by zone and the trip distribution for all purposes in 2030. Heavy trip flows cover Lusaka City and links into new development areas. The total trip generation is close to 5 million trips in the study area in 2030. It is expected that future trip generation will increase in new commercial, business and residential areas.

Table 1.2.1 Future Trip Generation by District in Study Area

Unit: trips/dayName of District 2015 2020 2030 Lusaka 2,228,478 2,662,619 4,123,621Chongwe 45,326 73,588 212,614Chibombo 30,554 52,371 148,234Kafue 56,262 94,204 289,584Total 2,360,620 2,882,782 4,774,053



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Legend2015

2020

2030

Study Area Boundary

12

34

5

6

7

8

910

11

12

13 141516

17

18

19

20 21

22

23

24

25 26

27

28

29

30

31

32

33

34

35

36

37 38

39 4041

42

43

44

45

464748

49

50

51

52

53

54

55

56

5758

59

60

61

10,000 20,000 30,000 trip

Source: JICA Study Team Figure 1.2.1 Future Trip Generation (left) and Trip Distribution (right)

1.2.2 Modal Share

Future modal share of vehicles was estimated considering future income levels and vehicle ownership. The future modal share of cars will increase to 30% in 2030 when the ratio for the vehicle-owning households increases in accordance with the growth rate of future GDP per capita in the study area. On the other hand, the future modal share buses will be 26% when the present bus routes are maintained.

1.2.3 Without-Case Analysis

The future traffic volume was estimated on the assumption that no improvement is made in the transport network. The results are shown in Figure 1.2.2, in which the width of lines shows traffic volumes and the colors mean traffic volume capacity ratio. In 2007 and 2015, the traffic volume capacity ratio exceeds 1.0 on some radial roads. In 2020, most of the radial roads connected to the city centre will be heavily congested. In 2030, the traffic volume will be more than 1.5 times the road capacity. These results indicate that the traffic condition will drastically deteriorate in the future if no countermeasure is implemented for the transportation system.

This analysis does not include local congestions at intersections and minor roads due to the accuracy of the model.


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2007

2015

2020

2030


Figure 1.2.2 Results of Traffic Assignment in 2007, 2015, 2020 and 2030 (Without Cases)

1.3 Urban Transportation Development Strategy 1.3.1 Urban Transport in the Future

The vision of the Lusaka City development is as follows: “Stimulating the sustainable, environment friendly and economically strong development of Greater Lusaka to attain the community hope and opportunity, by providing and a world class and competitive business and living environment by the year 2030”. Based on this vision, the future situation of the urban transport in Lusaka is described as follows:

Long-term: 2030

At the national level, Vision 2030 was prepared in December 2006. To be a Prosperous Middle Income Nation by 2030 is the clear statement in Vision 2030. The description about the transport sector in Vision 2030 is that of a robust and competitive transport and communications network that services the region.

Lusaka will have a population of 2.6 million in 20303, which is approximately twice the present population. On the other hand, the economic scale of Lusaka will be approximately six times the present scale, which translates to a per capita income that is three times the present level.

With this optimistic scenario, it is not too ambitious to imagine the transport situation in

3 Estimation by JICA Study Team


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2030 as follows:

Transport is one of the pleasant activities in Lusaka for both residents and visitors. Streets and roads in any community are safe and secure for all including children, elderly people, and disabled people. Access to transport means is ensured to people in all communities, and the city is covered with convenient public transport services. Peak hour congestion is well-managed and acceptable. Lusaka is a competitive city because of its good transport infrastructure. Roads and streets are not deteriorated because they are effectively maintained with sustainable budget. It is time to consider introducing a modern rail system.

Mid-term: 2020

The population of Lusaka will reach two million in 2020, and the economic scale will be 2.5 times the present level. The year 2020 is the intermediate point of the master plan. The transport situation in 2020 can be described as:

Land development and city growth has been managed well with adequate investment in the transport sector. Economic growth is significant and supported by transport infrastructure. The transport system contributes to the successful industrial development of the country. It is remarkable that roads and streets in communities are being upgraded and improved day by day. Poverty reduction is significant because of improved job access. Since the nationwide road network has been developed, it is time to allocate road budget to the national capital.

Short-term: 2015

The horizon year 2015 is seven years after the establishment of this master plan. It is difficult to imagine a rosy future for the year compared to the existing situation, because of foreseen threats such as ever-increasing number of vehicles, continuing road deterioration, rapid expansion of the city, and lack of sufficient budget. In addition, it is necessary to estimate available budget in transport sector to illustrate such a near future. The following is the maximum optimistic situation in the horizon year 2015.

The economy shows good performance. The city is vital because of industrial investment and real estate development. These activities have contributed to the construction of new roads. The bus network is expanding because of the increasing demand for transportation services. Old vehicles, whose gas emissions cause environmental damage, are rapidly being replaced with new vehicles. Therefore, the rehabilitation of deteriorated roads and streets becomes one of the most important issues. Congestion is still heavy, but this is the evidence of the economic growth, and many projects with corresponding budgetary allocations will start soon to resolve these problems.

1.3.2 Challenges and Objectives

Generally, a master plan is not just a bundle of project descriptions. In most cases a master plan includes statements and spatial illustrations of the future situation as a target of the master plan, descriptions of the ways and means to achieve the target, philosophy, concepts, ideas, and justification of projects.

To organize these items, this master plan applies a structure of Challenges, Objectives, and Programs and Projects. A challenge is a simple statement that interprets the future situation as a clear target, while an objective is one of the means and target to achieve a challenge. Programs and projects are concrete actions to be implemented.

The following are the description of challenges and objectives:


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Table 1.3.1 Challenges and Objectives of the Transport Sub-program Challenges Objectives

11 Provide the entire city with adequate passenger transport services12 Improve bus services13 Provide access road for vehicles in all communities14 Develop road network for quick access within the city21 Reduce traffic accidents22 Improve the security on roads and streets23 Manage and control traffic flow under good condition24 Provide safe and comfortable pedestrian routes31 Provide access to new industrial zones32 Provide the north-south corridor for intercity transport33 Provide the competitive freight transport system34 Provide the competitive air transport services41 Connect the new urban area with good transport system42 Provide sufficient transport system to meet the demand43 Formulate good urban structure by hierarchical road network44 Provide transport terminal for smooth transfer51 Improve deteriorated roads and streets52 Relief traffic congestion53 Promote non-motorized transport54 Reduce vehicle emission

Enriched quality oflife

Equal accessibilityfor all citizens

Safe and pleasanttransport system

SustainableEconomicDevelopment

Sound and managedurban growth


1.3.3 Approach for the Challenges and Objectives

A number of projects will be necessary to achieve the challenges and objectives. However, the backlog of services in the transport sector in Lusaka is already huge. In addition, the budget is very limited. Therefore, the most important thing is to ensure a sustainable economic growth that is currently supported by the copper industry, so that the city will be able to generate revenues that could be budgeted and utilized for the transport sector. From this point of view, high priority should be given to road development as competitive infrastructure to attract economic investments. In addition, Lusaka needs to prepare urban expansion and prevent urban sprawl. Therefore, new road networks for the future urban structure should be considered.

The next step to achieve challenges and objectives is to establish equal job opportunities and other urban activities especially for low-income communities. This can be done by improving main roads and the public transport system, which will contribute to income generation. After that, it is necessary to provide sufficient road networks for increasing demand. Figure 1.3.1 illustrates the development strategy mentioned above.

Funding is an important theme of the development strategy. With limited budget, international cooperation will be inevitable in the early stages of the master plan. For the road construction and improvement in newly developed areas, two systems should be seriously considered: the first is to request developers to construct roads and streets in accordance with the development impact, while the second is to impose a traffic impact fee to developers. Moreover, a road inventory database should be developed and maintained so that road rehabilitation and maintenance works can be done in a cost-efficient manner.


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09 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30Short Term Mid Term Long Term

Provide the competitive road network for the new industrial areas such as MFEZ

Formulate the basic road network for the sound urban growth

Ensure the sustainable urban growth with strong and stable economy

Enhance equal accessibility and promote public transport

Improve main roads to ensure accessibility for all citizens

Provide scheduled bus service, reorganize bus network for better service

Improve road facilities for traffic safety and security

Formulate the road network for the new urban center

Satisfy increasing traffic demand and ensure traffic safety and security

Establish adequate road system with high mobility and accessibility

Improve minor roads and streets in compounds

Expand capacity of intersections and roads

High quality service for modal shift

Expand bus routes, construct bus stops, and encourage private operators under adequate control

Expand the road network

Provide the international freight corridor

Provide access & bypass for rapid growth areas

Minor improvement of intersections to relief congestion


Figure 1.3.1 Approach of Urban Transportation Master Plan

1.4 The Future Transportation System 1.4.1 Road Classification and Standard

(1) Hierarchy and Classification

Lusaka City’s concept of road classification has been described in Section 1.1.1 above. At present, however, there is no official functional classification of roads and streets in Lusaka. According to the Public Road Act, all roads and streets in Lusaka City at present belong to “urban roads”.

A hierarchical road network is essential to maximize road safety and amenity, and to provide adequate service for all road users. A new road classification system is necessary and is being recommended based on existing road design standards, land use plan, and road network plan. Each class of road in the network serves a distinct set of functions and is designed accordingly.

The recommended road hierarchy is: Arterial Road (Motor Way, Major and Minor), Collector (Major and Minor) and Access. The functions of these road types are summarized in Table 1.4.1.


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Table 1.4.1 Functions of Roads by Class Classification Function

Arterial roads have higher design standards than other roads, often with multiple lanes and some degree of access control.

Motor Way The motor way provides the highest level of mobility at the highest speed, for long, uninterrupted travel. They function as the economic corridor or African highway network.

Major Arterial

Major arterial roads essentially configure an urban framework and function as trunk line with the highest traffic volume in the urban area. They carry most trips entering and leaving the urban center area, and they provide continuity and high capacity.

Arterial Roads

Minor Arterial

The minor arterial roads serve the major centers of activity of a commercial and business area, have the high traffic volume corridors, and should carry a high portion of the total urban area travel on a minimum of mileage. They also serve commercial and business areas not accessed by higher order roads, and important industrial or agricultural centers that generate significant traffic.

Collector roads provide a lower degree of mobility than arterials. They are designed for travel at lower speeds and for shorter distances. Collectors are typically two-lane roads.

Major Collectors

The major collector roads generally connect between arterial roads and residential, commercial and industrial areas.

Collector Roads

Minor Collector

The minor collector roads provide traffic circulation within residential neighborhoods and commercial and industrial areas.

Access Road Access roads provide basic access within residential and commercial area. These roads may be short in length or frequently interrupted by traffic control devices (stop signs or signals).Travel distance is short, and speeds are low. Unlike collector roads, access roads may penetrate residential communities, distributing traffic from the arterials to the ultimate destination.


Table 1.4.2 shows the traffic functions of each road class with design speed. General rule of the connection among each road class is shown in Table 1.4.3.

Table 1.4.2 Recommended Road Classification System

Major Division Minor Division

Motor Way I 80 or more 1km or more

Major IA 60 - 80 0.5km or more

Minor IB 60 - 80 No limit

Major IC 40 - 60 No limit

Minor II(ID) 40 - 60 No limit

Access - III 40 or less No limit

Arterial

Collector

Traffic FunctionsDesign Speed(km/h)

RoadClassification Intersection Interval

Road Category

Mob

ility

Access

Non

e ←

Con

tinui

ty →

Lon

gLo

w ←

Des

ign

Spee

d →

Hig

hSh

ort ←

Trip

Len

gth →

Lon

g

Few ← Cross Street → Many

Arterial

Collector

Access


Table 1.4.3 General Rule for a Road Connection


As the regulatory body for the road sector at present, the RDA is addressing the new road classification system for all the roads including thosee in the urban area. Therefore, the road classification needs to be harmonized with the RDA study.

Motor Way Major Minor Major MinorMotor Way Acceptable Acceptable Acceptable Unacceptable Unacceptable Unacceptable

Major Acceptable Acceptable Acceptable Unacceptable UnacceptableMinor Acceptable Acceptable Acceptable UnacceptableMajor Acceptable Acceptable AcceptableMinor Acceptable Acceptable

AcceptableAccess

Areterial CollectorRoad Category

Arterial

Collector

Access


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(2) Minimum Road Dimensions

At present, there is no design standard for the urban roads as well as the road classification. For the purpose of urban road design to be applied to the master plan, new cross-section elements have been proposed based on the existing rural road design standard and SATTC standard as shown in Table 1.4.4.

Table 1.4.4 Proposed Cross-Section Elements for the Urban Roads

Carriage way Shoulder MarginalStrip Median Strip Service Road Buffer Zone

I 4 or more 3.75 3.00 0.20 3.00 3.50 5.0:min(Residential Area)

IA 4 or more 3.50 1.50 0.25 1.50(min) 3.00 -

IB 2 or more 3.50 1.50 (0.25)If required

(0.5:min)If required - -

IC 2 or more 3.25 1.00 (0.25)If required

(0.5:min)If required - -

II(ID) 2 3.00 0.50 - - - -

III 1 5.50 (min) 1.00 - - - -

RoadClassification No. of Lane

Cross-Section Elements (m)


1.4.2 Road Network (1) The Future Road Network (2030)

The future road network was formulated based on the future urban structure, land use, demand forecast, road hierarchy, economic development, and environmental impact.

Figure 1.4.1 illustrates the road network in 2030. The road network consists of three ring roads, 12 radial roads, and seven other major roads. The roles of these arterial and collector roads are described in Table 1.4.5.


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T

U

U

V

L

Mumbwa Rd

Great East Rd

Outer Ring RdInner Ring Rd

Middle Ring Rd

Kafue Rd

Great North Rd

South MFEZ

Chongwe MFEZ

Lusaka International Airport

Lusaka Park

Lusaka EastForest Reserve

City border

Lilayi GameReserve

Future Airport Area

Chibombo Satellite TownChongwe Satellite Town

Chilanga Satellite Town

Chirundu

Zimbabwe

Trans-Caprivi Corridor (A-N)

Beira Corridor (Zi-Mo)KafueMozambique

0 5 km

AH

I

J

K

K

L

M

N

OP

P

Q

Q

Q

R

RS

BD

E

F

G

C-1

C-2

C-2

Major ArterialRoad

Minor ArterialRoad

Major CollectorRoad

Satellite TownRoad


Figure 1.4.1 Road Network Plan in 2030

Table 1.4.5 Arterial and Collector Roads in 2030 Type Road Name Function

Outer Ring Road A 85.7 km Arterial Motorway

Outer Ring Road, a completely new ring road, is the urban growth boundary between Urban Development Promotion Area and Urban Growth Control Area. New industrial zones and satellite towns are connected by Outer Ring Road.

Middle Ring Road B 50.5 km Minor Arterial

Middle Ring Road surrounds the existing built-up area and sprawl areas, and the radius of Middle Ring Road averages about 7 km from the new CBD. The function of the Middle Ring Road is to scatter traffic between residential areas and the city center. This road consists of some unnamed roads and new roads for construction.

Three Ring Roads

Inner Ring Road C 37.0 km Major and Minor Arterial

Inner Ring Road consists of the CBD Ring (C-1: 24.7 km) and Sub-CBD Ring (C-2: 20.1 km) classified into Major Arterial and Minor Arterial, respectively. This ring road is configured as a new CBD area including the old CBD, and it also contributes to the alleviation of traffic congestion in the city. CBD Ring Road (C-1) consists of: Great East Road, Kamloops Road, Chila Road,


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Brentwood Drive, Chitukuko Road, Kasuba Street, Kasama Road, Kalambo Road, and some new roads for missing sections. Sub-CBD Ring Road (C-2) consists of some unnamed roads and new roads for construction.

Great East Road D 17.3km (excluding an overlap section with Inner Ring Road) Major Arterial

Great East Road is the only trunk road (T004) that runs from Lusaka to the east and lies within the “Nacala Corridor”. Therefore, this road should be safe and should provide a high level of mobility.

Kafue Road E 18.8km Major Arterial

Kafue Road is the only trunk road (T001) that runs from Lusaka to the south and lies within the “North-South Development Corridor”. This road should likewise be safe and should also provide a high level of mobility.

Mumbwa Road F 7.5km Major Arterial

Mumbwa Road is classified as main road (M009). However, this road has an important function in the local, national and regional transportation because it is the only road that is connected to the west side such as Mongu.

Lumumba Road and Great North Road G 17.3km Major Arterial

Lumumba Road, with connections to Kafue Road and Great North Road, has a bypass function in Cairo Road for the movement of heavy vehicles from the city center. Great North Road is classified as a trunk road (T002) and, together with Kafue Road, lies within the “North-South Development Corridor”.

Twin Palms Road H 13.8km Minor Arterial

Twin Palms Road provides an access between the new CBD and Meanwood Avondale Housing Development. This road connects to the Outer Ring Road.

Leopard Hill Road I 11.9km Minor Arterial

Leopard Hill Road provides an access between the city center and MFEZ. This road can effectively connect to MFEZ at an early stage.

Chilanga Satellite Town Access Road (East Side) J 14.2km Minor Arterial

This road provides an access between the new CBD and Chilanga Satellite Town.

Los Angeles Road K 7.0km Minor Arterial

Los Angeles Road is a crowded road due to the bus station, the city market and some compounds along the road. It will function as an arterial road in this area.

Mungwi Road L 11.7km Minor Arterial

Mungwi Road is an arterial road in the existing industrial area. After connecting to the Outer Ring Road, this road’s contribution will be in easing an inflow of heavy vehicles to the urban area.

Chunga Access Road M 13.3km Minor Arterial

This provides an access between Middle Ring Road and Chunga area.

Chibombo Satellite Town Access Road N 15.3km Minor Arterial

This road named Chibombo Satellite Town Access Road by the study team provides an access between the new CBD and this satellite town. This road will alleviate traffic congestion along Great North Road.

Twelve Radial Roads

Chongwe Satellite Town Access Road O 18.6km Minor Arterial

This road named Chongwe Satellite Town Access Road by the study team provides an access between the new CBD and this satellite town.


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Airport Road P 12.1km Minor Arterial

Airport Road is the only road that connects the Lusaka International Airport to the city center. This road will function as arterial road from the CBD to the national airport in the near future.

MFEZ Access Road Q 7.0km Minor Arterial

This road provides an access between the new CBD and MFEZ. This road consists of the existing Musi-Oa-Tunya Road and its new extension.

Kafue Road Bypass R 10.4km Minor Arterial

The traffic volume in Kafue Road will increase with economic growth for some time in the future. Therefore, Kafue Bypass, connecting Kafue Road and the new CBD, is proposed by the study team.

Chilanga Satellite Town Access Road (West Side) S 14.2km Minor Arterial

This road provides an access between the west side in Chilanga and Kafue Road to promote the new urban development.

Cairo Road and Great North Road T Minor Arterial

This road is the north-south road in Lusaka.

Center Road in CBD U 6.9km Minor Arterial

This road, which connects the new CBD and the old CBD, will be the most important arterial road with four lanes in the CBD. This road is configured in the trunk road network in the CBD together with the CBD Ring Road. This road consists of: Ben Bella Road, Independence Avenue, Haile Selassie Avenue and the new road to the airport.

Other Major Roads

Addis Ababa Drive and Manchinchi Road V 4.6 km Minor Arterial

This road forms a half loop connecting Church Road, Great East Road, and Mkishi Road.


(2) The Road Network in 2015

The road network in 2015 is formulated based on the urban development phase that is proposed in 5.3 and the following issues identified in 5.6 of Volume I.

• Provide access and bypass for the rapid growth areas; and • Provide the competitive road network for the new industrial areas.

South MFEZ is connected to Kafue Road by Outer Ring Road and the major collector road along the railway line. In addition, MFEZ Access Road and Inner Ring Road connect the MFEZ to the road network in Lusaka. Airport Road is extended up to Chongwe MFEZ. District Road and its extension provide access to Chongwe Satellite Town.

Inner Ring Road and new major collector roads provide access to the rapid growth area south of Lusaka. The west part of Inner Ring Road forms a bypass road for Lusaka.


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Urbanized Area (2008)Urbanized Area (-2015)

Mumbwa Rd

Great East Rd


Kafue Rd

Great North Rd

South MFEZ

Chongwe MFEZ


Lusaka Park


City border

Lilayi GameReserve

Future Airport Area

Chirundu

Zimbabwe





Middle Ring Rd

Major ArterialRoad

Minor ArterialRoadMajor CollectorRoad

Satellite TownRoad

SubstituteRoad

Existing Road(part of Arterial& Collector)


Figure 1.4.2 Road Network Plan in 2015 (3) The Road Network in 2020

The road network in 2020 is formulated based on the urban development phase that is proposed in 5.3 and the following issues identified in 5.6 of Volume I.

• Formulate the basic road network for the sound urban growth; and • Improve main roads to ensure accessibility for all citizens.

The scale of economic development of Lusaka in 2020 will be 2.5 times the present level. Truck traffic will increase significantly due to the successful industrial development. Since traffic demand in the centre of the city is very high, it is necessary to divert industrial-related trucks, inter-regional and international traffic from the road network in residential areas. The western part of Outer Ring Road forms the north–south bypass for Lusaka. The eastern part of Outer Ring Road connects South MFEZ and Lusaka International Airport.

Middle Ring Road and other arterial roads form part of the basic road network in the future Lusaka.


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Urbanized Area (-2020)

Urbanized Area (2008)Urbanized Area (-2015)

Mumbwa Rd

Great East Rd


Kafue Rd

Great North Rd

South MFEZ

Chongwe MFEZ


Lusaka Park


City border

Lilayi GameReserve

Future Airport Area

Chirundu

Zimbabwe





Middle Ring Rd

Major ArterialRoad

Minor ArterialRoadMajor CollectorRoad

Satellite TownRoad

SubstituteRoad

Existing Road(part of Arterial& Collector)


Figure 1.4.3 Road Network Plan in 2020

(4) Capacity Analysis

To evaluate the proposed future road network, traffic assignment was made on the future transport network as shown in the figure below. The master plan network can improve the traffic situation compared to the “without case”. The master plan of the road network will be able to deal with the future traffic in 2015 and 2020. On the other hand, roads in the center of Lusaka will be busy in 2030. This implies that capacity expansion of public transport will be necessary in 2030.


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Figure 1.4.4 Results of Traffic Assignment (With Cases)

1.4.3 Public Transport System (1) Bus Transit

As the demand analysis shows, modal shift from car to public transport will be necessary in 2030. World experiences show that strong public involvement is necessary to provide attractive public transport services. Therefore, the capacity of the public transport authority both in terms of financing and human resources should be taken into account for the best public transport system.

During the short-term period, the present bus system will continue because public transport has to rely on the private sector under the national policy of liberalization and weak financing situation of Lusaka City. The bus network will be expanded through the improvement of roads, construction of bus stops, and designation of new bus routes. Larger-sized buses will be introduced as shown in table below.


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Table 1.4.6 Introduction of Medium- and Large-Sized Bus Existing Bus Medium bus (24),

Coaster, etc. Minibus (12), Hiace, etc.

Future Trunk Bus Route CBD Shuttle Feeder line Type Large Medium Minibus Capacity -60 25-40 16-


Scheduled bus services on a fixed route system will be introduced in the mid-term. During the long-term period, however, the system will evolve into the trunk and feeder route system as shown in Figure 1.4.5.

New Development

Area

Ordinary Bus Service

Express Bus Service

Bus Stops

Luxury Express Bus Service

Shift from passenger car to Comfortable Bus Service

Park & Bus Ride

Passenger Car

CBD

Housing Area

Bus Te

rminal

Bus Te

rminal

Source: Proposal by the JICA Study Team

Figure 1.4.5 Proposed Future Bus Transit System

Trunk bus routes consist of circular route and radial routes. Circular trunk bus route connects two new bus terminals. Transfer bus station shall be installed at the connection points for easy transfer. Proposed trunk bus route is shown in Figure 1.4.6.

Source: Proposal by the JICA Study Team Figure 1.4.6 Proposed Trunk and Feeder Bus Route


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Table 1.4.7 shows the characteristics of the bus transit system by stage.

Table 1.4.7 Stages of Bus Transit System Stage Bus Transit System Characteristics Target 1st Free operation under

quality licensing on designated routes

Private bus companies compete in bus service market on designated routes under quality licensing. The bus route will be reorganized.

- 2015

2nd Mixture of scheduled bus on fixed routes and free operation under license on other routes

Scheduled bus services will be provided along the major routes by way of concession, which gives exclusive right to an operator for the service. Present buses will be operated along other routes under the licensing scheme.

2016 - 2020

3rd Trunk and feeder system Priority or exclusive use of a lane for the scheduled buses will be introduced as the trunk route for faster movement of buses.

2020 - 2030


(2) Rail Transit

It will take time to revitalize the present passenger railway service provided by the Railway Systems of Zambia (RSZ). The present operation on single track for long distance train cannot compete with bus service as the commuter service in Lusaka. As the commuter service, the existing railway should be double track with more stations.

Considering a large scale of investment, the rail transit should only be introduced when it is economically feasible in terms of energy consumption and the reduction of traffic congestion on roads. From this point of view, the rail transit system should be the electrified one. In addition, the railway should be financially feasible. Further study will be needed to decide whether the railway should be included in the master plan or not. At present, rail transit is proposed as the project beyond 2030 when Zambia becomes a middle income country. Figure 1.4.7 shows the proposed railway route using the present right-of-way of the railway beyond 2030.

Figure 1.4.7 Proposed Rail Route (50 km) beyond 2030

On the other hand, the commuter rail between George and Chilenje townships will be revitalized during the short term period. The concession for the operations of this service will be given to a private company. The figure below shows the demand forecast of the revitalized Nujanji Commuter Rail in 2015 and its assumptions.



1-29

Fare level: Same as bus service Frequency: 5 – 10 minutes Scheduled speed: 40km/h Travel time: 1 hour per round-trip No. of boarding passengers per day: 66,800 Max no. of passengers by section at peak hour per direction: 1,760 Train composition: 2 cars per train No. of trains: 6 trains *demand forecast by JICA Study Team.

Source: Proposal by the JICA Study Team Figure 1.4.8 Demand Forecast of Njanji Commuter Rail (2015)

1.4.4 Freight Transportation

Outer Ring Road will serve as the freight corridor connecting the future industrial zones such as MFEZs and logistics centers. There will be three logistics centers along Outer Ring Road in the future. The location is near the crossing of the ring road with: i) Great North Road, ii) Kafue Road, and iii) Mumbwa Road. The last one is located in the west industrial area, and the railway line will be extended to the logistics center to deal with containers and other bulk material which will be transported by rail.

1.4.5 Air Transport and Airport

The recent increase in the number of international air passengers has been very large: 30% in 2006 and 20% in 2007. The number of domestic passengers has also been increasing, but it has not reached the traffic peak in 1990. Table 1.4.8 shows the forecast of the air passenger demand (departure and arrival) in the future. It is expected that international passengers will be doubled in 2015 at 1.3 million per year, and will reach 3.2 million in 2030.

Table 1.4.8 Demand Forecast of Lusaka International Airport

Unit:’000 passengers per year 2007 2015 2020 2030 International 617 1,323 1,770 3,170

Growth rate*1 10% 6% 6% Domestic 95 157 243 593

Growth rate*2 6.5% 7.5% 8.3% Total 712 1,480 2,013 3,763

Source: Estimation by the JICA Study Team *1: Projection of the growth rate in Africa = 5.6% by Boeing, 5.3% by Airbus. *2: The growth rate for domestic passengers was assumed as the same as GDP growth rate.

The existing airport will not be able to deal with the demand. Thus, it is necessary to expand Lusaka International Airport in the future.

Lusaka International Airport will deal with air cargo and both international and domestic passengers. The new passenger terminal for international flight and the new building for cargo traffic will provide high quality services. The domestic terminal will be rebuilt.


1-30

Lusaka NorthMFEZ

Future Expansion Area

Existing Lusaka International Airport

Airp

ort R

oad

Great East Road

Source: Illustrated by JICA Study Team based on information from Civil Aviation

Figure 1.4.9 Expansion Plan of Lusaka International Airport

1.5 Programs and Projects 1.5.1 Programs and Projects Formulation

The necessary programs and projects are identified from the future transport system, which is designed to achieve the challenges and objectives. In total, 62 programs and projects are identified, classified into six program groups: i) Road Network, ii) Public Transport, iii) Traffic Management, iv) Traffic Safety and Non-motorized Transport, v) Freight transport, and vi) Airport.

Every project contributes to one or more objectives. Table 1.5.1 shows the list of the identified programs and projects with corresponding objectives.

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1-31

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1-32

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1-33

1.5.2 Road Development

The expansion of the road network is needed to support a sustainable urban growth toward the future land uses in this master plan for Lusaka. (1) Ring Roads

There are three ring road projects: Outer Ring Road, Middle Ring Road, and Inner Ring Road. Table 1.5.2 shows the components of the ring road projects. The project location is shown in Figure 1.5.1.

Outer Ring Road is divided into three sections by Kafue Road, Great North Road and Great East Road. Kafue–Great East section (RD01) will support the south MFEZ development, while Kafue–Great North section (RD02) will provide bypass route for the center of the city as a part of Trans Africa Highway. Outer Ring North Bypass (RD03), a part of Nacala corridor, will support satellite town development and the Chongwe MFEZ.

Table 1.5.2 Project Components for Three Ring Roads

Code Project Section Type Length, km

Cost, Million

USD

Target

Kafue Road – MFEZ (2-lane) C 13.2 16.4 2015MFEZ – Airport Road (2-lane) C 24.3 49.0 2020

RD01 Outer Ring MFEZ Access

Kafue – Airport Road (4-lane) W 37.5 64.4 2030Kafue Road – Great North Road (2-lane) C 30.6 53.4 2020RD02 Outer Ring West

Bypass Kafue Road – Great North Road (4-lane) W 30.6 52.5 2030RD03 Outer Ring

North Bypass Great North Road – Airport Road (4-lane) C 17.2 51.2 2030

Twin Palms Road – Musi Oa Tuya Extension C 5.1 4.2 2015Musi Oa Tuya Extension – Kafue Road BypassGreat East Road – Twin Palms Road

C 10.3 8.9 2020RD04 Middle Ring

South – East

Kafue Road Bypass – Kafue Road C 3.1 2.5 2030Los Angeles Road – Mungwi Road C 7.3 5.8 2020RD05 Middle Ring

West Kafue Road – Los Angeles Road Mungwi Road – Great North Road

C 3.8 10.8 2030

RD06 Middle Ring North

Great East Road – Great North Road C 11.5 10.9 2020

Kasama Road – Kafue Area (2-lane) C 5.2 10.3 2015RD07 Inner Ring City Bypass Completion of 4-lane W 5.1 9.8 2030

Kafue Road – Chibolya Area (2-lane) C 0.2 0.3 2015RD08 Inner Ring Town Bypass Kafue Road – Chibolya Area (4-lane)

Chibolya – Power Station (4-lane) Power Station – Kalambo Road (4-lane)

C and W 2.7 6.1 2030

Kamloops Road – Chila Road: Missing Link Chila Road – Brentwood Drive: Missing Link Burma Road – Chilmbulu Road: Kasuba Street (These sections are transitional 2-lane)

C 2.6 5.2 2020RD09 Inner Ring New CBD Corridor

Completion of 4-lane W 7.9 19.8 2030Chibolya Area – Chunga Area (Dumping Site) C and I 12.7 9.9 2015RD10 Inner Ring

Western Bypass Chunga Area (Dumping Site) – Great North Road

C 2.0 1.7 2020

Note: C=Construction, W=Widening, I=Improvement / Cost includes land acquisition and compensation. Source: JICA Study Team

Middle Ring Road will border between mid-dense and low dense residential areas. Its project section is also divided into three sections (RD04, RD05 and RD06) by Kafue, Great North, and Great East Roads.

Inner Ring Road project consists of four sections. City Bypass connects Kafue Road and the east side of Lusaka City avoiding the congested roads in Lusaka. It also provides an access route to a rapidly urbanizing area. Town Bypass is a new


1-34

north-south road in Lusaka. New CBD Corridor is the major access route to the new CBD area. Western Bypass runs through the industrial area and Matero. Inner Ring Road basically borders high-density areas and medium-density areas. The total project cost for the ring roads is estimated at USD 390 million. (2) Radial Roads

Table 1.5.3 shows the project components. Their locations are shown in Figure 1.5.1. Radial roads need to be strengthened because traffic concentration in the city center will remain the major traffic pattern in Lusaka even though there is a proposal to develop a new central business district. The project includes capacity expansion of the existing roads and construction of new radial roads for the new urbanized area. The total project cost is estimated at USD 193 million.

Table 1.5.3 Project Components for Radial Roads

Code Project Section Type Length, km

Cost, USD

million

Target

RD11 Widening of Great East Road

To the east of Airport Road W 10.8 19.7 2020

Lumumba Road – Ngwere Road (4-lane) W 6.3 11.5 2015RD12 Widening of Great North Road Ngwere Road – Chibombo Satellite W 6.0 10.9 2020

RD13 Widening of Kafue Road

Makeni Road – South Gate Park Road W 3.9 9.6 2015

Lumumba Road – Middle Ring Road (4-lane) W 2.4 10.8 2015RD14 Widening of Mumbwa Road Middle Ring Road – Outer Ring Road (4-lane) W 6.0 4.6 2020

RD15 Widening of Leopard Hill Rd.

Lake Road – South MFEZ: Leopard Hill Road and Chifwema Road

I 9.3 8.1 2015

Lake Road – Mwansa Kapwepwe Road C and I 11.4 11.6 2015RD16 Improvement of Twin Palm Road Mwansa Kapwepwe Road – Great North Road I 10.0 8.1 2030

Lumumba Road – End of City Market I 1.6 2.0 2015RD17 Improvement of Los Angeles Road End of City Market – Outer Ring Road I 4.8 3.2 2020

Middle Ring Road – Outer Ring Road I 4.8 3.5 2020RD18 Improvement of Mumgwi Road Missing Link and Intersection C and I 0.4 0.5 2030

Airport – Chongwe Industrial Area C 6.4 4.9 2015RD19 Airport Road Great East Road – Airport W 5.6 6.3 2030

RD20 Improvement of South Gate Road

Kafue Road – Chilanga Satellite Town I 4.0 2.7 2020

RD21 Construction of Kafue Bypass

Kafue Road – CBD Ring (4-lane) C 9.5 11.4 2020

RD22 Chilanga Satellite Town Access

Kafue Road Bypass – Kafue Road C and I 14.7 12.1 2030

RD23 Chibombo Satellite Town Access Road

Manchichi Road – Chibombo Satellite C and I 14.4 11.6 2030

RD24 Chongwe Satellite Town Access Road

Munari Road – Meanwood Kawanwena Housing – Chongwe MFEZ

C and I 12.0 9.9 2015

Inner Ring Extension, Musi Oa Tuya Road Extension, LS MFEZ south road (2-lane)

C and I 15.4 12.2 2015RD25 MFEZ Access Road

4-lane W 10.4 16.2 2030RD26 Chungwa Access

Road Sub-CBD Ring – Outer Ring Road C 2.3 1.9 2030

Note: C=Construction, W=Widening, I=Improvement Source: JICA Study Team


1-35

Mid

dle

Ring

Wes

t

Outer Ring North Bypass

Out

er R

ing

Wes

t Byp

ass

RD01

RD02

RD02RD05

RD05

RD03

RD03

RD01

Outer Ring MFEZ Access

Middle Ring South-East

Middle Ring North

RD04

RD04

RD06

RD06

RD07

RD08

RD09RD10

Great North Road

Great East Road

Kafue Road

Location Map of Ring Roads

RD11

RD12

RD13

RD20

RD21

RD22

RD23

RD24

RD25

RD17

RD18

RD26 RD19

RD15

RD16RD14

Location Map of Radial Roads Source: JICA Study Team

Figure 1.5.1 Location of Major Arterial Roads (3) Collector Roads

The collector road projects consist of 15 roads. The project locations are shown in Figure 1.5.2. These roads are expected to support urban growth by connecting satellite towns and the center of the city or by supplementing arterial roads in newly urbanized area. The total project cost is estimated at USD 73.6 million.

Table 1.5.4 Project List of Collector Road Development

Code Map No Name* Section Type Length,

km

Cost, USD

million Target

1 District Road Great North Road – Chongwe Satellite Town I 11.1 8.8 2015

2 Zambezi Road Kaleya Road – Ngwere Road C 5.1 2.4 2030

3 Chipata - Chibombo Road Chipata Road – Chibombo Satellite Town C 7.7 3.6 2030

4 Chibombo Industrial Road Middle Ring Road – Chiboliya Industrial Zone C 7.1 3.4 2030

5 Chitimukulu Rd., Baobab Ave.

Great North Road – Outer Ring Road I and C 7.1 3.0 2030

6 Mwembesi Road Lumumba Road – Outer Ring Road I and C 5.7 2.6 20307 Lilayi Road Chifundo Road – Kafue Road I 14.6 6.7 20158 New Kasama Road Woodlands – Leopard Hill Road C 6.4 3.0 2020

RD27

9 New CBD - Chainda Road New CBD – S. M. Kapwepew Road I 4.9 2.8 2020

10 Chifundo Road Chawama – Inner Ring Road I and C 2.4 1.1 201511 Chawama Bypass Inner Ring Road – Kafue Road C 6.5 3.1 2020

12 Makeni - New Kasama Rd. Los Angeles Rd. – Leopard Hill Rd. C 18.9 9.1 2030

13 Chainda - Twin Palm Road S. M. Kapwepew Rd.–Twin Palm C 3.9 1.8 2020

14 Mulungusi Road Munali Road – Great North Road I and C 8.2 3.8 2030

15 Ngwere Road Great North Road – Chongwe Satellite Town I 19.4 9.0 2030

RD28

16 Chilanga Outer Road South Gate Road – Kafue Road C 12.2 9.3 2030*: Names are tentative. Source: JICA Study Team


1-36

(4) Missing Links

A missing link is an incomplete section of a road where a road does not exist or the function as the part of the road is very weak. Table 1.5.5 shows the project components of missing links. The project locations are shown in Figure 1.5.2. The total cost is estimated as USD 7.1 million.

Table 1.5.5 Project Components for Missing Link

Code Map No Project Section Type Length,

km

Cost, USD

million Target

1 Kalingalinga – Mutendere Road

Nangwenya Road – Mutendere Road

C 2.8 2.5 2015

2 Kasangula Road Missing Section

Kafubu Road – Nanzila Road C 0.4 1.3 2030

3 Kalambo Road Extension Lumumba Road – Mumbwa Road

I 0.6 0.3 2015

4 Bebbela Road Extension Lumumba Road – Los Angeles Road

I and C

1.0 0.4 2015

5 Kabulonga Missing Link Kudu Road – Ibex Road C 0.3 0.3 20206 Kawama Road Extension Nalikwanda Road – Lake Road C 0.2 0.3 2030

RD29

7 Industrial Area Road Mungwi Road – Mumbwa Road I 2.6 2.0 2015Source: JICA Study Team

123

4

5

6

7

8

9

10

11

12

16

13

14

15

Location Map of Collector Roads

1

2

3

45

6

7

Location Map of Missing Links Source: JICA Study Team

Figure 1.5.2 Location of Collector Roads and Missing Links (5) Road Network in New Centers

Roads are very important infrastructures for the development of the new satellite towns (Chilanga, Chibombo, and Chongwe) and the new CBD. New road construction or road improvement in the satellite towns should be implemented in accordance with the expansion plan for each satellite town. Table 1.5.6 shows the list of the road network projects in the new centers. The project cost is estimated at USD 32.6 million.


1-37

Table 1.5.6 Project List of Local Road Development Code Project Length,

km Cost,

USD million Target *

RD30 Chilanga Road Network Development 19.2 8.8 ------- L RD31 Chibombo Road Network Development 27.9 12.8 ------- L RD32 Chongwe Road Network Development 8.5 8.5 ------- L RD33 New CBD Road Network Development 2.2 2.5 ------- L

Note *: S = Short-term (-2015), M = Mid-term (2016-2020), L = Long-term (2021-2030) Source: JICA Study Team

(6) Local Roads and Streets in Residential Areas

In addition to the development of arterial and collector roads, there is a huge need to improve local roads and streets in the existing communities. This project is included in the living environment sector in this master plan. (7) Road Maintenance and Rehabilitation

Road maintenance and rehabilitation is one of the most important projects in road development. The road condition should be monitored, and regular maintenance works are necessary to prevent road deterioration. On the other hand, Lusaka City, as a local road authority, does not have road inventory data to prioritize the maintenance and rehabilitation work. It is necessary to develop road inventory database so that roads are improved and maintained in a cost- effective manner. The total cost is estimated at USD 46.9 million.

Table 1.5.7 Project Component of Road Maintenance and Rehabilitation

Code Project Components Length, km Cost, USD million

Period

577 632 8.6 2009-2015 632 749 7.1 2015-2020

Road Maintenance

749 864 16.5 2020-2030 89 1.5 2009-2015 110 1.9 2015-2020

RD36

Road Rehabilitation (Earth Gravel)

623 10.7 2020-2030 RD37 Road Inventory Database - 0.6 -


(8) Summary of Road Development

The total project cost is estimated at USD 737 million as shown in Table 1.5.8. Out of this total, Outer Ring Road accounts for 40%.

Table 1.5.8 Summary of Project Cost of Road Development

USD million 2015 2020 2030 Total %

Outer Ring Road 16.4 102.4 168.1 286.9 38.4Middle Ring Road 4.2 25.6 13.3 43.1 5.8Inner Ring Road 20.5 6.8 35.8 63.1 8.5Radial Road 70.7 56.0 66.6 193.3 25.9Collector Road 16.6 10.7 46.2 73.5 9.8Missing Link 5.2 0.3 1.6 7.1 1.0Road Network in New Centers 0.0 0.0 32.6 32.6 4.4Road Maintenance 10.7 9.0 27.2 46.9 6.3Total 144.3 210.8 391.4 746.5 100.0Cost per year 20.6 42.2 39.1 33.9 - Source: JICA Study Team

1.5.3 Public Transport Development

The public transport system in Lusaka will evolve in accordance with the changes in its socio-economic situation, and several institutional reforms will be necessary. The future public transport system will also need bus infrastructure such as a new bus terminal in the new city center and more bus stops all over the city.


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(1) Expansion and reorganization of existing bus routes

The existing bus route network is still not enough. The expansion and reorganization of bus routes are necessary to meet passengers’ demand. However, no bus operation areas are located at Unplanned Urban Area (UUS) having unpaved roads. Improvement of unpaved roads at UUS is necessary for the expansion of bus routes to materialize. Figure 1.5.3 shows the proposed expansion of existing bus routes. Detailed expansion and reorganization of bus routes should be determined in consideration of passengers’ needs during the implementation stage.


Figure 1.5.3 Expansion of Existing Bus Route (2) Establishment of tentative public transport agency for African Cup 2011

In 2011, the African Cup will be held in Lusaka. Many spectators will visit from all African countries and the whole of Zambia for African Cup 2011. An efficient public transport system that can move many spectators to venues, hotels and the airport should be available in Zambia before the opening of African Cup 2011.

The introduction of medium- or large-sized shuttle buses between venues and hotels, as well as the airport, is required to ensure the success of the event. The proposed shuttle bus routes are shown as Figure 1.5.4.

However, existing private bus operators do not have enough financial capacity for the purchase of medium- or large-sized comfortable buses. To remedy this situation, a public transport corporation could temporarily be established.


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Figure 1.5.4 Proposed Shuttle Bus System for African Cup 2011 (3) Introduction of Bus Route Concession

In implementing a scheduled bus operation, it is necessary to change the operating system from the current free bus route operation of minibuses to fixed bus route operation by medium- or large-sized buses along the major routes. This can be done by introducing a concession system, which gives an exclusive right to qualified bus operators along certain routes.

In this system, the public transport agency will give private bus operators the exclusive right to operate scheduled bus services. Bus routes should be tendered as concessions for the improvement of bus operation services to passengers.

At the minimum, the items that need to be checked at the tender stage are the type of bus to be used, frequency of service, specified route, level of comfort, and financial condition and accident record of the company. (4) Introduction of Priority Bus Lane

In order to promote bus use, the regular operation of buses and improvement of the running speed are equally important. To improve the running speed of a bus, the introduction of a bus lane is necessary and has been proven to be effective. However, some existing road widths is limited. Thus, the installation of priority bus lanes along roads that do not have enough space can be done during peak hours. In other words, priority bus lanes should be provided at limited times only such as commuting time zones.

The installation of signs and road markings at priority bus lanes is necessary to make drivers aware of its designation as priority lanes during the commuting time zones. Figure1.5.5 shows an example of a priority bus lane in Japan.


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Source: JICA Study Team Figure 1.5.5 Example of Priority Bus Lane in Japan

The figure below shows the proposed typical cross section at a section of a priority bus lane.


Figure 1.5.6 Cross Section of Priority Bus Lane

The introduction of exclusive bus lane is desirable for the improvement of travel speeds within the city centre. However, it is difficult to install the exclusive bus lane within existing road reserve. If exclusive bus lane will be installed within the city centre in the future, it should be elevated from the existing road.

The sections along trunk bus routes where priority bus lanes can be installed is shown in Figure 1.5.7.

3.000 3.500 3.500 3.500 3.500 3.0002.0000.5000.5000.500 0.500

24.000

Ordinary situation

Priority Bus Lane

Priority Bus Lane

Ordinary Lane

Lane marking for Priority Bus Lane

3.000 3.500 3.500 3.500 3.500 3.0002.0000.5000.5000.500 0.500

24.000

At limited time zone

Priority Bus Lane 6:30 – 8:30

Sign for Priority Bus Lane

Priority Bus Lane 6:30 – 8:30

Sign for Priority Bus Lane

Sign for For Fixed Service Operation Bus For School Bus, Commuter Bus From 6:30hrs to 8:30hrs (Except Sunday and Holiday) Priority Bus Lane from here

Lane marking for Priority Bus Lane


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Figure 1.5.7 Priority Bus Lane along Proposed Trunk Bus Routes (5) Commuter Rail Project

This includes commuter rail revitalization and the extension of the routes. New operations along the existing railway line is also proposed. (6) Project List

Table 1.5.9 shows the list of public transport projects.

Table 1.5.9 List of Public Transport Development Projects

Code Project Volume Cost, USD

million Target

PT01 Construction of new bus terminals 2 bus terminals 7.1 2020 2030

PT02 Improvement of the existing bus terminals 4 bus terminals 1.8 2015 PT03 Construction and improvement of bus stops 200 bus stops

(existing bus routes)2.4 2015

2020 PT04 Reorganization of bus routes 400 bus stops (new

bus routes) 4.8 2015

2020 PT05 Introduction of scheduled bus 9 routes 4.7 2020 PT06 Institutional reform for bus operation 1 public transport

expert 0.8 2015

PT07 Revitalization of commuter railway 16 km 5.0 2015 PT08 Expansion of commuter railway 34 km 35.0 2030


1.5.4 Traffic Management (1) Comprehensive Traffic Management Program

The major urban traffic problems in Lusaka City are traffic congestion at saturated roundabouts, un-signalized intersections, several signalized intersections, and low public transport usage, lack of parking space, and illegal parking. The traffic


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congestion in Lusaka is closely related with the following urban traffic issues:

- Infrastructure: Intersections, roads - Traffic control: Traffic signal system - Traffic regulations: Parking management - Traffic demand control: Bus use, working hours

In view of traffic and infrastructure characteristics, three types of areas are identified – Town, Central Area, and Surrounding Area as show in Figure 1.5.8.

Figure 1.5.8 Schematic Zoning Map for Traffic Management Program

The approach of the traffic management program for these areas is:

1) Town : Area-wise approach 2) Central zone: Corridor-wise approach 3) Suburban area: Spot-wise approach

Traffic Management in Town

The objective of traffic management in the Town area is to secure maximum capacity with the introduction of comprehensive measures. Bottleneck points must be improved after analyzing the causes of problems and examining possible improvement measures, which may include intersection geometry improvement, signal improvement, parking system improvement, application of road markings, and introduction of TDM (Traffic Demand Management) such as public transport facilitation and number coding.

For further efficient traffic management in the CBD area, coordinated signal system and central signal control system with traffic detectors can be introduced in consideration of the increase in traffic volumes.

The measures to be implemented in this area include the following:

(i) Intersection geometry improvement; (ii) Provision of road markings; (iii) Traffic signal improvement; (iv) Improvement of the parking system; (v) Introduction of coordinated signal system and central signal control system; and (vi) Introduction of TDM (Traffic Demand Management).

CBD SUBURBAN TOWN


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Traffic Management in Central Zone

The objective of traffic management at the corridors is to secure maximum capacity with the introduction of corridor traffic management measures. Bottleneck points should be improved after analyzing the causes of problems and examining possible improvement measures, which may include intersection geometry improvement, signal improvement, and application of road markings. Moreover, to enhance the effectiveness of corridor-wise traffic management, a coordinated signal system and a small area signal control system with traffic detectors should be introduced.

The measures to be implemented in this area include the following:

(i) Intersection geometry improvement; (ii) Traffic signal improvement; (iii) Provision of priority bus lane; (iv) Provision of road markings and traffic signs; and (v) Introduction of a coordinated signal system and a small area signal control system.

Traffic Management in Surrounding Zones

Traffic management in these zones should focus not only in securing capacity but also the improvement of traffic safety. Bottleneck points should be improved in consideration of the ease in maintenance.

The measures to be considered in these zones are the following:

(i) Intersection geometry improvement (low-maintenance type); (ii) Installation of medians and separators; (iii) Traffic signal installation; (iv) Provision of road markings and traffic signs; and (v) Provision of street lighting. (2) Improvement of Intersections

The LCC and the RDA conducted a Traffic Congestion Management Study in 2007, and 37 problematical road junctions and intersections were identified. These junctions and intersections should be improved as short-term or mid-term projects. At least 11 intersections should be signalized. For example, the intersection of Addis Ababa Drive and Church Road needs immediate signalization.

Some roundabouts should be signalized in the future. For example, the roundabout at the junction of Haile Selassie Avenue and Los Angeles Boulevard is very busy and needs to be signalized in the short term. (3) Parking Management

The programs and projects for parking management are summarized in Table 1.5.10 below based on current parking problems and in consideration of parking facilities development, traffic management, and institutional measures.


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Table 1.5.10 Parking Management Program by Parking Category Programs and Projects Parking

Category Type of Parking Parking Facilities Traffic Management Institutional Measure

On-street ・ Sudden stopping ・ Parking at illegal

space ・ Parking at designated

space

・ Installation of road side parking space

・ Installation of bus lay-by

・ Review of parking restriction sections

・ Introduction of time-zone parking

・ Strengthening of illegal parking enforcement

Off-street ・ Parking at individual toll car park

・ Parking at ancillary parking facilities (public and private)

・ Development of car parking lot

・ Introduction of parking guidance system

・ Review of building construction code

・ Review of large-scale commercial facilities development code


Other measures necessary to achieve efficient parking management are:

(i) Strengthening enforcement of illegal parking at prohibited places; and (ii) Introduction of a time-zone parking space in areas with high parking demand.

(4) Proposed Programs

Based on the above studies, programs on traffic management measures for urban traffic in Lusaka are proposed as follows:

Table 1.5.11 Outline of Traffic Management Projects and Programs

Program Component Contents Cost, USD

million Target

Program formulation and implementation plan

Traffic signal improvement Coordinated traffic light system Parking management Illegal parking prevention system

Flexible on-street parking system Off-street parking development Parking guidance system

[TM01] Comprehensive traffic management program

Traffic Demand Management

Traffic dispersion during peak hour promotion Public transport usage facilitation

2.5 2015

[TM02] Development of overpass (Cairo road – railway station)

Construction of over bridge and approach road

44.6 2030

Comprehensive parking development master plan

Parking guideline Parking development master plan Building code revision to accommodate parking

Organization Organization of parking management authority Legislation Legislation of new building code

[TM02] Improvement of car parking system

Improvement Construction of parking

7.0 2015-

2020

Geometric improvement Channelizing, lane rearrangement, widening Signalization Signalization of non-signalized intersections

Improvement of existing traffic signals Signalization of roundabout

[TM03] Improvement of intersections

Road facilities improvement

Street light, guard rail, marking,

8.1

201520202030

Organization Organizational setting Central signal control system

Installation of traffic detector Installation of communication facilities Installation of central signal control system Technical transfer to the control system engineer

[TM04] Introduction of central signal control system

Operation and maintenance Periodical maintenance

10.6

2030

Guidelines preparation Pilot project Construction of low maintenance intersections

Monitoring and evaluation

[TM05] Development of low maintenance intersection system Implementation Construction of low cost intersections

9.2 201520202030



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1.5.5 Traffic Safety and Development for Vulnerable Road Users

Traffic accidents have been increasing in Lusaka. Pedestrians are exposed to increased risks due to inadequate pedestrian and crossing facilities. Accidents have occurred involving bicycles running on roadways. The increase in the volume of cars passing through residential areas to avoid traffic congestions has led to a worsening living environment.

In this program group, comprehensive traffic safety improvement measures are proposed. The proposed measures shall be based on the basic strategy which is aimed at prioritizing the safety of vulnerable road users. (1) Traffic Safety Master Plan

The Traffic Safety Master Plan is proposed because traffic safety covers various issues and needs a comprehensive approach. For the master plan, the 4 Es approach – “Engineering, Education, Enforcement, and Emergency” is proposed.

i) Engineering (Traffic Safety Facility Development)

• Intersection improvement • Road safety facilities installation (guardrails, median, street lights, road marking,

traffic sign, and others) • Provision of sidewalks and bicycle lanes

ii) Education • Primary school education program • Printing of publications to facilitate understanding of safety awareness

iii) Enforcement (Traffic Control and Enforcement) • Strengthening of enforcement measures • Provision of traffic enforcement equipment

iv) Emergency (Emergency Medical Care) • Development of emergency medical center

In addition to traffic safety planning and implementation by the 4 Es approach, the following measures should be included to ensure the effectiveness of the measures:

i) Strengthen safety planning by:

• establishing accident databases and analytical capacity; and • improving safety-oriented design standards.

ii) Improve safety measures by: • establishing an effective safety audit system.

iii) Develop institutions by: • strengthening safety organizations and their management capacities; and • improving agency coordination on traffic safety.

iv) Provide sufficient budget for the Comprehensive Traffic Safety Program.

(2) Pedestrian Network Improvement

Insufficient facilities along roads where there is heavy pedestrian traffic pose extreme hazards. In these areas, motorized vehicles and vulnerable road users should be segregated. For example, utmost attention should be paid to the development of the necessary facilities along arterial roads where the continuous flow of pedestrians and


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cyclists occur. Taking into consideration the above conditions, the following measures should be formulated.

1) Pedestrian facilities at black spots

Pedestrian crossings at black spots should be developed to ensure a safe road crossing especially for school or preschool children and disabled people.

2) Sidewalk network

The sidewalk network should be improved in residential and commercial areas especially high-risk road sections where traffic accidents involving pedestrians frequently occur.

3) Bicycle road network

The overall environment for the use of bicycles such as exclusive bicycle lanes and networks should be developed to facilitate the safe and smooth use of bicycles as a mode of transportation. The role and positioning of bicycles as an urban transport facility along the roads should be provided and suitable to users.

(3) Proposed Program Component

Based on the above studies, the programs of traffic safety improvement measures for vulnerable road users in Lusaka are proposed as follows:

Table 1.5.12 Program List for Traffic Safety and Vulnerable Road Uses

Program Sub-program Details Cost, USD

million

Target

Traffic safety master plan Proposal for road traffic law revision Accident database system development

Accident database system development

Safety engineering improvement

Black spot treatment Road safety audit implementation Revision of road design guidelines Introduction of traffic impact assessment system Traffic calming Traffic safety facilities improvement

Safety Enforcement improvement

Establishment of strict enforcement regulations Enforcement equipment development

Safety education development

Primary school education program Publication for awareness development

Emergency medical service development

Emergency medical bases development

Vehicle inspection and license

Introduction of vehicle inspection system Introduction of driver’s information record system

[NM01] Development of safe traffic environment

Traffic safety funding New fund source development

15.6

2015 2020

Sidewalk development Sidewalk installation and/or widening at heavy pedestrian traffic sections

Pedestrian crossing development

Pedestrian crossing installation at intersections Pedestrian bridge installation at intersections and road widening

[NM02] Improvement of safe pedestrian network

Pedestrian signal development

Pedestrian signal installation at intersections and road widening

Bicycle network master plan

15.4

2015 2020 2030

Pilot project Installation of bicycle roads Evaluation

[NM03] Development of bicycle network

Implementation Construction of bicycle roads

7.8 2015 2020 2030



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1.5.6 Freight Transportation

The future industrial area west of Lusaka will be connected to the national railway network with the extension of the railway line. For loading and unloading the cargos, a new railway depot will be constructed in the industrial area. The present railway infrastructure needs rehabilitation, and the railway’s operations needs improvement. The proposed projects are shown in Table 1.5.13.

Table 1.5.13 Project List of Freight Transport

Code Project Volume Cost, USD

million Target

FT01 Construction of the railway depot 50 ha 10 2030 FT02 Expansion of railway to the new industrial area 8.5km 10 2030 FT03 Rehabilitation of railway 1 5 2020 FT04 Improvement of railway operations - 1 2015 FT05 Construction of logistics terminal 2 ha 6 2030 Note *: S = Short-term (-2015), M = Mid-term (2016-2020), L = Long-term (2021-2030) Source: JICA Study Team

1.5.7 Airport Development

The present terminal building was constructed about 40 years ago, and the design is already out of date. The problem is that the design does not meet international security standards. On the other hand, the airport passenger demand will exceed its design capacity of 2 million per year by 2020, but it will actually be saturated by 2015 when passenger demand is forecasted to reach 1.6 million. Although the necessary projects will be identified in the master plan study of USTDA, the following projects are tentatively proposed.

Table 1.5.14 Project List of Air Transportation Development

Code Project Volume Cost, USD million Target

AT01 Construction of international terminal Capacity of 5 million passengers per year

100 2020

AT02 Construction of air cargo terminal Capacity of 0.5 million ton per year

20 2020

AT03 Construction of domestic terminal Capacity of 1 million passengera per year

30 2030

AT04 Expansion of apron 5 aircrafts 20 2030 AT05 Modernization of the existing terminal - 5 2015 Note *: S = Short-term (-2015), M = Mid-term (2016-2020), L = Long-term (2021-2030) Source: Proposal by the JICA Study Team

1.5.8 Project and Program Portfolio

The total investment cost for the urban transport sector up to 2030 is estimated at USD 1,092 million. The table below shows this investment portfolio.

Table 1.5.15 Project Cost by Transport Sub-sector

USD million Short Mid Long Total

Road 144.3 210.8 391.4 746.5Public Transport*1 11.6 10.9 39.1 61.6Traffic Management*2 8.3 5.3 23.8 37.4Traffic Safety and NMT 18.1 12.0 15.7 45.8Freight Transportation*3 1.0 5.0 20.0 26.0Airport Development 5.0 120.0 50.0 175.0Total 188.3 364.0 540.0 1092.3 Note *1: Cost excludes private sector’s investment and operation. Note *2: Cost excludes private sector’s parking development. Cost of intersections of new roads is


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1.6 Implementation Plan 1.6.1 Responsible Agencies

The implementation of the urban transport master plan will involve various responsible agencies as follows:

Table 1.6.1 Implementing Bodies for the Urban Transportation Master Plan Project sector Action Implementation Body

Road Construction, improvement and maintenance

Lusaka City (within Lusaka City) RDA Housing developers

Bus stop Construction, improvement and maintenance

Lusaka City Private sector (PPP scheme)

Bus terminal Construction, improvement and maintenance

Lusaka City Private sector

Traffic facility Construction, improvement and maintenance

Lusaka City RTSA

Introduction of scheduled bus Lusaka City Bus service operation Lusaka City (PPP scheme)

Private sector Logistics terminal

Construction and operation Lusaka City Private sector

Railway Construction of new line and depot

Zambian Railways

Airport Construction and operation of the airport terminal

National Airport Corporation Ltd. (NALC)


1.6.2 Improvement of Bus Operations

Presently, the Road Transport and Safety Agency (RTSA) is the public transport authority (PTA) in Lusaka and has the power to award operating licenses to private operators in Lusaka. Under the licensing system, buses are operated under a competitive environment with very limited public control. On the other hand, the Lusaka City Council (LCC) designates the bus routes, constructs and maintains bus stops, and operates some bus terminals. To provide more attractive bus services, more public involvement will be required. Table 1.6.2 shows the degree of public control by regulation type.

Table 1.6.2 Public Control over Bus Services

Public Control

Regulation Type Characteristics

Nothing Open market

Bus services are provided without regulation except for usual business laws and traffic rules.

Weak Licensing Only the operators who have the authorized license can provide the bus service. Public control by licensing includes vehicle fitness, route, tariff, etc.

Medium Concession PTA gives the exclusive right of the operation to an operator with conditions about the content of the service.

Strong Contract Bus services are provided by private companies which have the contract with PTA. The content of the service can be controlled in the contract.

Full control

Public monopoly

PTA operates the bus serve by itself.


Since scheduled bus service cannot compete with minibuses in terms of fares, concession style is proposed in this master plan. In this case, the resources and capacity of the PTA should be strengthened. Therefore, institutional reform for the bus operation will be necessary before the introduction of the scheduled bus service.


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In order to strengthen LCC as the PTA, a public transport expert should be recruited to assist the engineering department or the new planning section in LCC. The public transport expert shall be engaged for the following tasks:

- To define clear policies as to what kind of road is allowed or prohibited for bus

routes; - To recommend the designation of new bus routes; - To formulate programs and projects for the construction and maintenance for bus

stops; - To formulate programs and projects on the operations and maintenance of bus

terminals; - To prepare an inventory of the condition operational bus routes; - To conduct researches and studies on bus transport demand; - To establish the concession system for bus operations; - To specify the tender condition for the concession system concerning, among

others, the following: a) type of bus, b) bus frequency, c) route, d) level of comfort, and e) financial status.

1.6.3 Parking Management

Most of the parking demand in Lusaka is generated by private vehicles and commuter traffic. Therefore, the public sector does not need to address these parking demands alone. A big portion of the demand must be provided by the private sector. In this context, a parking development policy must be formulated and the roles of the public and the private sector must be defined. The basic rule is that parking facilities must be provided by the buildings or the institutions which generate the parking demand.

Table 1.6.3 Type of Parking Facilities

Public Private For Visitor

Parking Area

Free Paid Free Paid Officials

On-street ○ ○ Off-street parking lot ○ ○ ○ Off-street ancillary parking facilities ○ ○ ○ ○

The role of the public sector is to develop the following parking facilities: (i) Parking facilities in areas with high parking demand; (ii) Parking areas in public facilities and using public land; (iii) Formulation of parking master plan in the CBD area; and (iv) Establishment of parking development guidelines and new construction code.

1.6.4 Financing Scheme (1) Budget Estimates for Road and Traffic

Lusaka City relies on the budget from the Government of the Republic Zambia (GRZ) for the road development because of the small size of its budget. In 2007, ZMK 135 billion was allocated for road development in Zambia from the GRZ fund, and ZMK 241 billion from Road Fund. The future investments from these funds for the road development in Zambia are estimated as follows:

Table 1.6.4 Budget Estimates for Road Development in Zambia (ZMK billion)

Period Annual GDP growth rate

GRZ Fund Annual growth rate

Road Fund Annual growth rate

2009-2015 6.5% 1,306 6.5% 3,088 11.3% 2016-2020 7.5% 1,383 7.5% 3,547 8.9% 2020-2030 8.3% 5,022 8.3% 14,599 9.9%

Source: Estimates by the JICA Study Team


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Recently, Lusaka City has not received enough funds for road development, but it is safe to assume that 10-20% of the national fund will be allocated to the capital city because of its economic size and the contribution to Road Fund through fuel levy. For the estimation, it is assumed that Lusaka will receive 10% of Road Fund, which is higher than the historical allocation at about 7% (1995 - 2007). For the budget from GRZ, three scenarios are considered based on the share of the allocation (10%, 15% and 20%). Thus, the available budget for Lusaka City was estimated as shown in Table 1.6.5.

Table 1.6.5 Budget Estimates for Road Development in Lusaka (ZMK billion)

RGZ Fund Total Period Road Fund 10% case 15% case 20% case 10% case 15% case 20% case

2009-2015 309 131 196 261 439 505 570 2016-2020 355 138 207 277 493 562 631 2020-2030 1,460 502 753 1,004 1,962 2,213 2,464

Source: Estimates by the JICA Study Team

The estimated budget is for road development, traffic management, traffic safety, and non-motorized transport. As shown in Table 1.6.6, road and other traffic projects need additional funds amounting to USD 17–52 million in the short-term and USD 64–100 million in medium-term. On the other hand, the budget exceeds the cost during the period 2020–2030.

Table 1.6.6 Comparison of Cost and Budget

Unit: Million USDCost of Road, Estimated Budget

Period Traffic Management, GRZ 10% GRZ 15% GRZ 20%Traffic Safety &NMT Case Case Case

2009-15 170.7 118.3 136.0 153.82015-20 228.1 127.8 145.9 164.02020-30 430.9 493.1 557.2 621.2Total 829.7 739.2 839.1 939.0


(2) Other Sources for Road and Traffic

1) City Budget

The urban transport master plan gives high priority for road construction to stimulate economic development because the increase in tax revenue is very important for the city’s development. If the city budget does not increase as expected, it translates to the failure of the master plan. In addition, an increase in the revenues from bus terminal fees and parking fees is also expected.

2) Developer’s Contribution

The future road network includes access to the new development areas and to the road network within the development area. The major beneficiary for this will be the land developers. In case of an industrial development, the access road needs higher design criteria due to the traffic coming from heavy vehicles. In case of a housing development, a large number of trips will occur, and the construction of bus stops and other traffic safety facilities will be required. A large-scale commercial building will cause congestion near the development site. In summary, it will be necessary to establish a system in which developers are made to contribute a part of the cost of road construction in Lusaka.

3) MFEZ Special Account

The construction of the Outer Ring Road (ORR) is one of the largest projects in the master plan. Although ORR forms the basic structure for economic development in Lusaka, the major beneficiary is MFEZ. Since MFEZ is a


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national project, ORR should be constructed from the additional budget by GRZ.

4) Private Sector

The developer’s contribution mentioned above is one of the methods of tapping private sector funds. Some traffic facilities can be developed by private funds, however. For example, the street lighting along the major roads and passenger bridges at the major intersections can be funded by the private sector allowing exclusive use for the advertisement of the company. Recently, this kind of public- private partnership has taken shape.

5) Donor Funding

Recently, no donor funding has been allocated to the roads in Lusaka since the Project for Improvement and Maintenance of Lusaka City Roads Phase-III by JICA. Some of the projects can be funded by international donors, and some projects need international technical support.

(3) Funding for Other Sub-sectors

National Airport Corporation Limited (NACL) is a privatized company and it is necessary to seek the investors for the airport development.

Public transport development will be done under public and private partnership. This means that LCC has to allocate its budget for public transport. Commuter rail will be revitalized by the new concessionaire.

1.6.5 Prioritization (1) Program and Project List

The short-term projects consist of 34 projects. It is important to implement all the projects to achieve the objectives of the master plan because these projects are the result of screening during the planning process for this master plan.


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Table 1.6.7 List of Short-term Project and Programs Group Code Project/Program name Length

kmCostMil$

RD01 Construction of Outer Ring Road (MFEZ Access) 9.4 16.4RD04 Construction of Middle Ring Road (Twin Palm – Musi Oa Tuya) 5.1 4.2RD07 Construction of Inner Ring Road City Bypass (Kafue – Kasama) 9.3 10.3RD10 Construction of Inner Ring Western Bypass (Mumbwa – Kafue) 3.6 3.0RD10 Construction of Inner Ring Western Bypass (Industrial Road) 3.3 2.6RD10 Construction of Inner Ring Western Bypass (Matero Road) 6.0 4.6RD12 Widening of Great North Road (Lumumba Road-Ngwere Road) 6.3 11.5RD13 Widening of Kafue Road (Chifundo Road–South Gate Park Road) 3.9 9.6RD14 Widening of Mumbwa Road 2.4 10.8RD15 Improvement of Leopard Hill Road 9.3 8.1RD16 Improvement of Twin Palm Road 6.3 11.6RD17 Improvement of Los Angeles Road 1.6 2.0RD19 Construction of Chongwe MFEZ Access Road 6.4 4.9RD25 Construction of MFEZ Access 15.4 12.2RD27 Improvement of District Road 11.1 8.8

Improvement of Lilay Road 14.6 6.7Improvement of Chifundo Road 2.4 1.1

RD29 Construction of Missing Links 7.0 5.2RD36 Road Maintenance & Rehabilitation - 10.1RD37 Development of Road Database - 0.6PT01 Improvement of Existing Bus Terminals - 1.8PT02 Construction and Improvement of Bus Stops - 1.2PT03 Reorganization of Bus Route - 2.8PT06 Institutional Reform for Bus Operation - 0.8PT07 Revitalization of Commuter Rail - 5.0TM01 Comprehensive Congestion Relief Program - 2.5TM03 Improvement of Car Parking System - 2.0TM04 Improvement of Intersection - 3.8NM01 Development of Safe Traffic Environment - 10.7NM02 Improvement of Safe Pedestrian Network - 5.6NM03 Development of Bicycle Network - 1.8

Freight FT1 Reform of Railway Operation - 1.0Airport AT01 Improvement of Airport Facilities - 5.0

Road

TrafficManagement

Traffic Safety

PublicTransport

Note: RD10 includes 0.3m portion of RD08 Source: JICA Study Team

(2) Project and Program Evaluation

Among short term projects and programs, the priority projects and programs are evaluated by considering i) Technical Difficulties, ii) Resettlement Issues, iii) Environmental Impacts, iv) Economic Impacts, and v) Relevance. The result of the evaluation is shown in Table 1.6.8. However, the Road Maintenance & Rehabilitation (RD36) and the Development of Road Inventory Database (RD37) are not included to the evaluation because they are essential components of the master plan.

USD mill.


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Table 1.6.8 Evaluation of the Priority Projects and Programs

From the result of the evaluation, the following projects were selected as the priority projects.

• Outer Ring Road (9.4km) and Lilay Road (7.6km) for LS- MFEZ Access • Inner Ring Road – Kafue – Kasama (9.3km) and Mumbwa–Kafue (3.6km), • LS-MFEZ Access (10.4km),

Code Project Project Outline Cost(USD Mil.)

TechnicalDifficulty Resettlement Env.

ImpactsEconomicImpacts Relevance Priority

RD01 Outer Ring MFEZ Access MFEZ Access 16.4 H M M H H YESRD04 Middle Ring South – East Twin Palms Road-Musi Oa Tuya 4.2 H M H M L NORD07 Inner Ring City Bypass Kafue-Kasama 10.3 H M H H H YES

Inner Ring Western Bypass Mumbwa-Kafue Road 3.0 H L H H H YESInner Ring Western Bypass Industrial Road 2.6 L M H M L NOInner Ring Western Bypass Matero Road 4.6 H M H L L NO

RD12 Widening of Great NorthRoad

Lumumba Road – Ngwere Road (4-lane) 11.5 H M H L M NO

RD13 Widening of Kafue RoadMakeni Road – South Gate Park Road

9.6 H M H L M NO

RD14 Widening of MumbwaRoad

Lumumba Road – Middle Ring Road (4-lane) 10.8 H L H H H YES

RD15 Widening of Leopard HillRd.

Lake Road-South MFEZ: Leopard HillRoad & Chifwema Road 8.1 H M H L L NO

RD16 Improvement of TwinPalm Road

Lake Road - Mwansa Kapwepwe Road 11.6 H M H M M NO

RD17 Improvement of LosAngeles Road

Lumumba Road-End of City Market 2.0 H M H H H YES

RD19 Construction of ChongweMFEZ Access Road

Airport-Chongwe Industrial Area 4.9 H M H H H YES

RD25 MFEZ Access RoadInner Ring Extension, Musi Oa TuyaRoad Extension, LS MFEZ south road(2-lane)

12.2 H M M H H YES

Improvement of DistrictRoad

- 8.8 H M H M L NO

Improvement of LilayRoad

-6.7 H M H L L NO

Improvement of ChifundoRoad

- 1.1 H L H M L NO

RD29 Construction of MissingLinks

Kalingalinga – Mutendere Road;Kalambo Road Extension; Bebbela RoadExtension; & Industrial Area Road

5.2 L M H L M NO

PT01 Improvement of ExistingBus Terminals

4 bus terminals 1.8 L M H M M NO

PT02 Construction &Improvement of Bus Stops

200 bus stops (existing bus routes) 1.2 M H H M L NO

PT03 Reorganization of BusRoutes

400 bus stops (new bus routes) 2.8 L H H M L NO

PT06 Institutional Reform forBus Operation

- 0.8 M H H M H YES

PT07 Revitalization ofCommuter Railway

16km 5.0 L H H M L NO

TM01 Comprehensive CongestionRelief Program

Program formulation and implementationplan; Traffic signal improvement;Parking management & Traffic DemandManagement

2.5 M H H H H YES

TM03 Improvement of CarParking System

Comprehensive parking developmentmaster plan; Organization; Legislation;& Improvement

2.0 M H H M L NO

TM04 Improvement ofIntersections

Geometric improvement; signalization(40); and road facilities improvement 3.8 H H H M H YES

NM01 Development of SafeTraffic Environment

Traffic safety master plan; accidentdatabase system development; safetyengineering improvement; safetyenforcement improvement; safetyeducation development; emergencymedical service development; vehicleinspection and license & traffic safetyfunding

10.7 M H H L M NO

NM02 Improvement of SafePedestrian Network

Sidewalk development; Pedestriancrossing development; & Pedestriansignal development

5.6 H H H L M NO

NM03 Development of BicycleNetwork

Bicycle network master plan; Pilotproject; & Implementation 1.8 H H H L L NO

FT01 Reform of RailwayOperation

- 1.0 L H H M M NO

AT01 Improvement of AirportFacility

Modernization of the Existing Terminal 5.0 M H H M M NO

Source: JICA Study TeamRanking: High (H)

Medium (M)Low (L)

RD10

RD27


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• Airport Road (6.4km, Chongwe MFEZ Access), • Mumbwa Road and Los Angeles Road (4.0km), • Institutional Reform for Bus Operation, • Comprehensive Traffic Management Program, • Improvement of Intersections, and • Kalambo Road/ Bebblela Road (1.6km).

CHAPTER-2

WATER SUPPLY AND SEWERAGE/DRAINAGE

The Study on Comprehensive Urban Development Plan Final Report for the City of Lusaka in the Republic of Zambia Volume II-Chapter 2 Water Supply and Sewerage/Drainage

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CHAPTER-2 WATER SUPPLY AND SEWERAGE/DRAINAGE

2.1 Groundwater Resources

2.1.1 Hydro-geological Characteristics of Lusaka City

Though various researches on groundwater were performed in Lusaka from the 1960s, predicting water level fluctuations with precision remain difficult because the actual situation of the groundwater abstraction has not been grasped and because the aquifer in carbonate rocks on which Lusaka City stands is complicated.

The hydro-geological features of Lusaka City and adjoining areas are characterized by an aquifer having a unique karst, cavities, and fissures formed in soluble carbonate rocks. The climatic condition with clear classification of rainy season and dry season also influences the hydro-geological features.

The detailed conditions of groundwater resources are described as follows.

(1) Geology

Source: GIS Data from LWSC (Modified)

Figure 2.1.1 Topography and Geology of Lusaka City and Surrounding Area

Three rock formations are exposed on Lusaka Plateau: Lusaka Dolomite, Cheta and Chunga Formations. The Lusaka Dolomite is distributed in the southern part of the plateau and stretches from the east to the west. The other formations are mainly exposed in the northern part of the plateau. Cheta Formation comprises schists and quartzites, dominated by thick and extensive sequences of carbonates, whereas the Chunga Formation constitutes the basement complex, comprising gneisses and quartzites. These rock formations have all been affected by recumbent folding, faulting and thrusting.


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Source: National Water Resources Master Plan; JICA 1995

Figure 2.1.2 Geological Section of Lusaka City

(2) Characteristics of Aquifer

Limestone/dolomite characterized by karst topography occupies half of the city. Abundant subsurface water can be absorbed easily into stalactite caves and cracks through hollows on the surface.

As a result of the karstification in the Lusaka marbles, one of the most prominent features of the Lusaka plateau is the scarcity and/or complete lack of surface drainage, particularly in its central part, because rainwater drains into the fissures and/or infiltrates through the overburden to enter the groundwater. Only surface water in excess of the infiltration capacity is drained into minor seasonal streams. Therefore, solution (karstic) features in the carbonate rocks are the major factors controlling groundwater flow in the Lusaka aquifer (Figure 2.1.3).

The recent study on the groundwater mining in the Lusaka Urban Aquifer conducted by the Department of Water Affair (DWA) concluded that groundwater flow originates in the southeast of the city boundary on Lusaka Plateau (Forest No.26 and No.55), and runs to the northwest and the northeast.

The distribution of caves and cracks is irregular and the storage of groundwater is uneven whereas the groundwater resource in limestone/dolomite formation is rich in perspective.

The pumping test at productive boreholes indicates a high specific yield. However actual drillings do not hit the aquifer at such a high rate. In most of the cases, the records of unsuccessful boreholes were not kept. A Japanese grant project had to drill nine trial holes to get the first 4 successful boreholes for the Water Supply Project in the satellite area of Lusaka (1995-1996; aquifer was targeted in the Lusaka Dolomite in George South).


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Source: Groundwater quality assessments in the John Laing and Misisi areas of

Lusaka; D.C.W. Nkhuwa; 2006: (underground drainage was modified from von Hoyer et al., 1978)

Figure 2.1.3 Drainage and Groundwater Flow

Although the aquifer is complex, the depth of the boreholes falls into the range 30 m to 90 m in carbonate rocks under the Lusaka Plateau.

(3) Fluctuation of Water Level

In 2004, The Department of Water Affair (DWA) started daily monitoring of the groundwater level at the two observation wells drilled in their workshop in Sheki-sheki. This workshop is located in the area of Cheta Formation. One is for the aquifer in schist, and the other is for the aquifer in carbonate rock. The observed water level is shown in Figure 2.1.4.

The water level shows annual fluctuation by the repetition of rapid increase during the rainy season and gradual decrease during the dry season. This indicates the rapid circulation between recharge and abstraction. It can be simply judged that groundwater use can be planned with a certain rate continuously unless the recharge and abstract capacities can be balanced. However, some observations in boreholes indicate a tendency of a fall in long-term water levels during the dry season. This implies that the storage of groundwater in the Lusaka Plateau is gradually decreasing, and a situation could arise in the future wherein a number of shallow boreholes could dry up during the dry season.


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0

0.5

1

1.5

2

2.5

Feb-

04

Apr

-04

Jun-

04

Aug

-04

Oct

-04

Dec

-04

Feb-

05

Apr

-05

Jun-

05

Aug

-05

Oct

-05

Dec

-05

Feb-

06

Apr

-06

Jun-

06

Aug

-06

Oct

-06

Dec

-06

Feb-

07

Apr

-07

Jun-

07

Aug

-07

month/year

Wat

er

Lev

el (G

L -

m)

BH 1: WL in Observation Borehole in Schist

BH 2: WL in Observation Borehole in Dolomaite

Recovery byRecharge inRainy Season

1.1m 1.4m 1.6m

Source: DWA

Figure 2.1.4 Water Level Observation Records

(4) Groundwater Quality

Aquifers on the plateau contain fresh groundwater resource with magnesium, calcium, and sodium as the predominant cations of mixed cationic-bicarbonate water types, the first two being the most prevalent types. Both the schist and carbonate aquifers have high bicarbonate as the predominant anion, indicative of recharge areas. Generally, groundwater on the Lusaka Plateau is suitable for domestic use, industrial use and agricultural use.

The karstic feature in recharge areas makes for quick and abundant infiltration of rainwater, and rapidly increases various anthropogenic pollutions from the surface or topsoil wherever the pollutants are.

The Lusaka Groundwater Contamination Assessment Project (Environmental Council of Zambia (ECZ); 1999-2003) revealed the contamination in and around the suspected pollutants as shown in Table 2.1.1.

This project finally pointed out the major causes of groundwater pollution in Lusaka as listed below:

- Un-sewered urban settlements: pit latrines, septic tanks, soak ways - Industrial activities: diverse (products, waste, discharge) - Agricultural activities: fertilizers and pesticides - Underground petroleum storage tanks: leakage of oil, grease - Dumpsites (and possibly cemeteries): diverse (harmful various wastes)

Currently, out of the estimated 1.2 million inhabitants in Lusaka, about 35% have access to a sewer system, about 20% are using septic tanks, and the rest (45%) rely on pit latrines to dispose of their sewage and waste water. Areas using pit latrines are high-density residential townships that generally have been developed in close proximity to areas of natural groundwater discharge or springs, and where the groundwater table is very shallow. However, karstic aquifers, such as the one underlying Lusaka, are known to be notorious for being easily contaminated by surface activities, including fecal contamination.


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Table 2.1.1 Outcomes of Groundwater Contamination Assessment (ECZ; 2003)

Location and Potential Pollution

Investigation Outline of Contamination

Leopard Hill Cemetery (human corpses)

8 monitoring wells (setting in 1999, monitoring in 2000- 2001)Water quality analysis (3 seasons for 28 parameters)

Bacterial cont. (from human corpses, PLs, STs, SWs): Not the worst because of low groundwater level (>10m) and long dry season. Borehole water quality around the cemetery generally met water quality guidelines.

Libala Tipping Site (closed in 2001 but various waste remain under cover of soil as of 2002)

10 monitoring wells and 3 LWSC boreholes Water quality analysis (29 samples in total, 3 seasons for 40 parameters include pesticides and oil and grease)

Pollution indicated by EC was spread about 1.5 x 1.0 km NW-SE direction. Centre of pollution: dumping soap stock. Bacteria, nutrients and heavy metals exceeded guidelines in some cases. The water was not fit for human consumption. LWSC-borehole (old pump station) is prone to the pollution.

Lusaka Industrial Area (70% of 130 industries produce potentially harmful pollutants: pesticides, chemical products and waste water, petroleum, dust, etc.)

15 monitoring wells Water quality analysis (26 samples in total, 2 seasons for 40 parameters include pesticides and oil and grease)

The groundwater in the industrial area has been adversely affected by activities taking place in the area. Widespread high EC (>700μS/cm, 4280μS/cm at max.) indicated the contamination. Bacterial contamination is common; seepage from STs and SWs, or SL. Others: nitrate, sodium, chloride and sulphate. The most serious contamination was found near the tannery with elevated levels of EC, ammonia, calcium, magnesium, sodium, chromium, chloride and sulphate.

Vulnerable Sites - LWSC boreholes - Bottle water sources - Golf courses - Peri-urban settlements - Agrifloala farm - Private boreholes

17 LWSC BHs, 10 bottlers’ BHs, 2 golf courses’ BHs 7 un-sewered compounds, 6 institutions who have own BHs

Widespread contamination in Lusaka as a result of the various human activities on the surface. Major indicators: bacteria, EC, nitrate, sodium and chloride. ‘Quality of groundwater cannot be taken for granted’.

PT: Pit Latrine, ST: Septic Tank, SW: Soak Way, EC: Electric Conductivity, BH: Borehole Source: ECZ

2.1.2 Groundwater Productions

Groundwater is supplied into the distribution system of Lusaka Water and Sewerage Company (LWSC) from 72 boreholes located in Lusaka City and surrounding areas. Groundwater production has increased slightly from the beginning of 2007 and reached a volume of 130,000 m3/day in July 2007 (Figure 2.1.5). This current water production corresponds to about 55% of total water production under LWSC.


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Monthly Water Production of LWSC (m3/month)

0.0E+00

5.0E+05

1.0E+06

1.5E+06

2.0E+06

2.5E+06

3.0E+06

3.5E+06

4.0E+06

4.5E+06

5.0E+06

Jan-2002 Jan-2003 Jan-2004 Jan-2005 Jan-2006 Jan-2007Month

Borehole production Kafue production Source: LWSC

Figure 2.1.5 Monthly Water Production of LWSC (m3/month)

2.1.3 Evaluation Survey on Groundwater Development Potential

The Study tried to evaluate the potential of groundwater development in Lusaka on the bases of collected data listed in Table 2.1.2. It referred to other relevant documents from DWA, which has jurisdiction over water resources, ECZ, which has jurisdiction over water environment, and other research institutions.

Table 2.1.2 Data Collected for Evaluation Study of Groundwater Development Potential

Name of Data Term/Number Description Borehole card (LWSC, 2006) 73 BHs Certain information was missing on some boreholes: year

drilled, depth, coordinate, pump specification, current operating situation, etc. Missed coordinates were obtained by GPS in this field survey. Due to lack of unified ID number of borehole in LWSC, the study team needed to compare and identify among the data of borehole card, water level record, production and GIS.

Monthly water level record 1995-1999 Not present: current groundwater level fluctuation. GIS data (location, geological map)

84 BHs Data include dysfunctional boreholes and new boreholes not yet operating. Geological maps show evidence of miss-tracing and should be corrected with original geological maps. Useful base for grouping of production boreholes by hydro-geological area.

Borehole report (pumping test)

14 BHs Data for wells drilled after 2001, includes three new boreholes which are not in operation now. Pumping test data on other old boreholes was not found.

Borehole monthly production 2006- 2007 71 boreholes are currently productive. Meteorological data 1977-2007 Rainfall, temperature, evaporation.

Source: LWSC

However, it was impossible to perform analytic examination on long-range safe groundwater use because there was absolute shortage of data, especially data on the actual abstraction of overall groundwater in Lusaka by all sectors (domestic, industrial and commercial uses).

Based on the collected data, the following groundwater characteristics can be mentioned qualitatively.

1) Aquifers in and around Lusaka are divided into the Lusaka Dolomite formation


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stretching from the central area to the southwest and the Cheta limestone formation in the northwest. Both of these classifications are carbonate rock that forms distinctive karst on the surface. Since water obtained from boreholes comprises groundwater that runs through typical karst caves and cracks, the productive capacity per borehole is far higher than in conventional boreholes. However, the risk of digging a so-called dry hole is 50% or higher.

2) Referring to the Master Plan for National Water Resources in 1995, boreholes targeting aquifers in the Cheta formation were constructed between 1995 and 2005. However, the production from each of these boreholes was lower than that from boreholes constructed in the Lusaka Dolomite formation. In recent years, more boreholes have been constructed in the Lusaka Dolomite formation, and the groundwater production flow, which was around 100,000 m3/day up to 2005, has increased to more than 120,000 m3/day.

3) Observation data on groundwater levels is limited. However, the water level suddenly rises at the start of the rainy season, while the dry season level has displayed a downward trend each year; in particular, the groundwater level falls dramatically during years of drought. This seems to indicate the possibility that the annual intake of groundwater surpasses the recharge capacity during a typical rainy season.

4) Since karst displays numerous sinkholes near the surface, which quickly supply surface water to the groundwater, the groundwater is prone to receiving the effects of pollution at the surface. So far, there have been cases of pollution caused by chemical substances in industrial zones; agricultural chemicals and pesticides used in farmlands; leakages from on-site sanitary facilities in areas not served by sewerage; and oil leaks from petrol stations, etc. In its management plan, the LWSC has indicated a water resource policy switch from groundwater to surface water.

2.1.4 Issues on Groundwater Resource Development

It has been assumed that many private wells currently continue to be developed in Lusaka City, and the groundwater extracted from these wells is for domestic, industrial and commercial use. It is also observed that there is lack or absence of monitoring system in these groundwater extractions. Therefore, although the development of public groundwater resources should be promoted, careful consideration should be taken in ensuring that the life span of the wells is prolonged as much as possible.

The major issues on groundwater resources development in Lusaka are indicated below:

1) Necessity of Determining Actual Extraction of Groundwater in Greater Lusaka

It is necessary to determine the actual quantity of groundwater that is being extracted and the borehole location and its depth as fundamental data for the above analysis. The DWA spearheads preparations for the enforcement of a "Hydro-Census" to determine the actual situation of groundwater extraction in Lusaka City and the neighboring areas. A “Hydro-Census” will involve interviews with borehole owners and the operators of private wells in the city and surrounding areas and confirm the position of these wells using GPS.

2) Restriction on Water Level Monitoring

Under situation where landowners are legally permitted to develop and utilize groundwater for domestic, commercial or industrial use, restrictions on groundwater extraction must be enforced under the condition that the public water supply can replace it.

The groundwater level observation network promoted by DWA will be an important


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component in monitoring and determining water level fluctuations on an area basis.

3) Water Quality Management for Groundwater Resources

The groundwater recharge mechanism of the area is likely to be affected by various human activities due to its high infiltration ratio. In other words, in order to maintain a good quality of the groundwater, it is necessary to pay attention to the danger posed by potential polluters of the groundwater such as the agriculture sector (pesticides and insecticides), industrial sector (products and chemicals used in production processes), commercial sector (leaks from refueling pool tanks) and civilian sector (raw sewage, wastewater and graveyards).

To keep the good quality of groundwater resources, water pollution preventive measures have to be taken by each of these sectors, simultaneous with the ECZ and the DWA taking the necessary and urgent actions on monitoring, explaining the pollution mechanisms and providing adequate advice to persons causing the pollution. The establishment and implementation of a penalty system against pollution should be introduced as well.

In the case of groundwater contamination due to civilians, the improvement of sanitation facilities such as the expansion of the sewage system and adequate management of waste disposal are required. Pit latrines are regarded as a main groundwater polluter in many areas, which, under the current situation of sewage coverage rate, has been estimated to be about 45%. At the sewerage ponds, the poorly treated sewerage water threatens the groundwater quality in the surrounding areas. The sewage is not being processed well due to the disrepair of some treatment facilities and the inflow of factory effluents exceeding the effluent standard. Growing unplanned settlements in the neighborhood of the sewage ponds without water supply facilities makes the problem more serious.

2.2 Surface Water Resources

2.2.1 Hydro-geological Characteristics of Kafue River

(1) Geology

The Kafue River originates in Copperbelt Province near Kitwe and Northwestern Province near Solwezi, flows down in a southerly direction across the Kafue Flats and finally to the confluence of Zambezi River southeast of the basin.

The total area of the Kafue River basin is estimated to be 157,000 km2 with a total length of around 1,300 km.

Kafue Flats

To ZambeziRiverItezhi-tezhi Dam

Kafue GorgeDam

Solwezi

Ndola

Lusaka

Kitwe

KAFUE FLATSSUB-BASIN

Source: DWA Figure 2.2.1 Kafue River Basin

0 200 400 600 800 1,000 1,200 (km)300

400

500

600

700

900

1,000

1,100

1,200

1,300

1,400

1,500

1,600

Kafue Gorge Dam

Kafue Flats

Itezhi-tzhi Dam

Kafue Hook Bridge

Lunga

Kitwe Bridge

Chincola Bridge

Railway Bridge

Source: National Water Resources Master Plan Study

Figure 2.2.2 Longitudinal Section of Kafue River


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(2) Hydraulic Characteristics of Lower Basin (Kafue Flats Sub-basin)

The Kafue Flats sub-basin, occupies a major part of the Lower Kafue Basin in between the Itezhi-Tezhi Dam and Kafue Gorge Dam. The water flow in this basin is controlled by a dam. Therefore the flow capacity to Kafue Flats sub-basin is equivalent to the discharge flow of Itezhi-Tezhi Dam. A 30-year (Oct. 1976 - Sept. 2006) average discharge flow of Itezhi-Tezhi Dam and water level is shown in the figure below.

0

100

200

300

400

500

(m3/

s)

980

985

990

995

1,000

(m)

W.F. 183 187 176 199 314 435 394 299 186 153 156 167

W.L. 990 989 988 988 990 992 994 994 994 994 993 992

Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep

Source: ZESCO Figure 2.2.3 Discharge Flow and Water Level of Itezhi-Tezhi Dam

The average discharge flow is 237 m3/s and is regulated to keep a minimum flow of 150 m3/s throughout the year. As for the water level, the lowest level is 988 m which is in December and January.

The outflow capacity of the Kafue Flats sub-basin is equivalent to Kafue Gorge Dam discharge flow and average figures over a period of 30 years (Oct. 1976 - Sept. 2006) is shown below.

0

100

200

300

400

500

600

(m3/

s)

970.0

971.0

972.0

973.0

974.0

975.0

976.0

977.0

(m)

W.F. (Total) 256 206 219 263 344 436 513 530 470 440 357 303

W.L. 975.9 975.7 975.8 975.9 976.0 976.0 976.0 976.0 976.0 976.1 976.1 975.9

Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep

Source: ZESCO

Figure 2.2.4 Discharge Flow and Water Level of Kafue Gorge Dam

The monthly average water flow from the dam ranged from 206 m3/s in November to 530 m3/s in May, and the annual average is 361 m3/s which is higher than the inflow average capacity of 237 m3/s. The water level is stable and is kept to be around 976 m in all seasons.

Kafue River


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(3) Results of Water Flow and Water Quality Surveys at Iolanda Intake

The Study conducted two surveys on surface water resources: water flow survey; and water quality analysis survey. The survey point is located about 4 km upstream of Iolanda intake.

The water flow survey used the Sontek Acoustic Doppler Current Profiler (ADCP). Flow measurement was made on a minimum of three runs across the river with the boat equipped with Sontek River Surveyor. The instrument measures the depth and velocity profile on a continuous basis as the boat crosses the river.

The river width at this site is 460 m and is slightly over 4 m deep at the centre.


Figure 2.2.5 River Profile

A velocity profile related to river depth is developed and the average flow is determined as indicated below.

a. Flow Measurements in November 2007 1st measurement: 237 m3/sec 2nd measurement: 241 m3/sec 3rd measurement: 225 m3/sec An average of 234 m3/sec flow is calculated. On this day, the Kafue Gorge dam was discharging from the turbines and a river flow of 216 m3/sec was measured.

b. Flow Measurements in February 2008 1st measurement: 515m3/sec 2nd measurement: 508m3/sec 3rd measurement: 506m3/sec An average of 510 m3/sec flow is calculated at this point. On this day, the Kafue Gorge dam was discharging from the turbines and a river flow of 554 m3/sec was measured.

Three water samples were obtained from the river at the south bank, the north bank and the middle of the river. Water was sampled at a depth of 2 m below the surface. The results were as follows.

a. Water Quality Analysis in November 2007 All parameters with the exception of total coliform and fecal coliform meet international water quality standards. The reason for the high coliform count is that the Kafue Town sewerage treatment plant discharges upstream of the site. Whether this coliform count is reduced to zero during the 4 km travel distance before the intake of the water treatment plant needs to be studied.

b. Water Quality Analysis in February 2008 The water sample was taken at the intake of the Iolanda water treatment plant to provide a guide as to whether the water quality improves depending on the


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distance between the intake and source of pollution (Kafue Town sewerage treatment discharge). The sample taken at Iolanda also met all standards, and the total and fecal coliform count was much less than the past samples. However, the count still exceeded the standards.

Table 2.2.1 Results on the Coliform Parameters

Date Parameter Sample 1 Sample 2 Sample 3 Total Coliform (#100ml)

18,000 22,000 18,000 November 2007

Faecal Coliform (#100ml)

9,000 4,000 7,000

Total Coliform (#100ml)

1,500 1,800 2,100 February 2008

Faecal Coliform (#100ml)

1,100 1,300 1,800


2.2.2 Water Rights on Kafue River

According to the Water Board under the Ministry of Energy and Water Development (MEWD), the total volume of current water rights on Kafue River is 22,953,146 m3/day, in which about 95% (21,762,132 m3/day) of the total is in Kafue Flats sub-basin.

Table 2.2.2 Water Rights on Kafue Flats Sub-Basin (as of 2nd April 2007)

WDB Number Applicant

Amount Granted Based on Peak

(m3/day) 3467 Anchor Ranching 30,000 3476 C.K. Cowley 6,500 5159 C.K. Cowley 29,200 2148 Chanyanya Ranching Ltd 270 2162 Clixby Estates Vegetable Farmers 100 5447 Consolidated Farming Limited 150,000 3477 D. Cantly 10,500 2094 D.G. Garner 30,000 5157 Delta Ranch 108,000 2299 Department of Agriculture 4,000 5487 E.Y. Alloo 65,000 5448 Geoffrey William Godson 4,800 2889 Kafue Fisheries 2,150 628 Kafue Municipal Council 30,000 3370 Kafue Secondary School 700 5547 Kudu Holdings (J.B Doughty) 6,000 2553 Kaleya Small Holders Company 152,000 1850 Lusaka Nutrition Group 700 5081 Lionel Coventry 1,000 1446 Lusaka Water and Sewerage Co. 200,000 2817 M.E. Mwiinga 200 3836 M.G. M Marshal (Ceres Farms) 54,700 5250 M.G. M Marshal (Ceres Farms) 25,000 5132 Munyonyo Water Users Association 140,000 5130 M. Lakhi 2,300 1763 Namwala District Council 2,000


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WDB Number Applicant

Amount Granted Based on Peak

(m3/day) 5245 Nanga Farms Limited 90,000 3826 Nanga Farms Limited 122,612 3974 Nanga Farms Limited 60,000 3594 Nitrogen Chemicals of Zambia 23,000 1691 National Council for Scientific Research 500 3553 Aysha Lakhi (Nakatenge Farm) 400 3247 Nkhala Holding Ltd 5,300 2530 River Side Farm Institute 4,480 4096 UCZ (Clixby Farmers Group) 8,600 2001 Zambia National Service 3,300 1853 Zambia Sugar PLC (Nakambala Estate) 778,000 1887 ZESCO LTD. 18,576,000 2108 Southern Water and Sewerage Company (Mazabuka) 6,000 5700 Universal Mining and Industry Ltd. 100,000 5695 Shimabala Estate 50,000 5619 Nemhanza 30,000 5654 Marine Harvest (Salim Doodjee) 1,000 5542 Chiansi Water Development Trust 150,000 5669 Southern Water and Sewerage Company (Namwala) 2,000 5626 Tommy Steven Vlahakis 2,220 5652 Chimsoro Farm 24,800 5730 Edgar Hamulele 7,800

(New) Zambia Sugar and Outgrowers 661,000 Total 21,762,132

Source: Water Board, Ministry of Energy and Water Development

In the Kafue Flats sub-basin, ZESCO is the major water rights holder, accounting for about 85% of the total rights on Kafue Flats, or 18,576,000 m3/day, followed by Zambia Sugar PLC (3.6%) and Zambia Sugar and Outgrowers (3.0 %). LWSC is the fourth water rights holder with 200,000 m3/day or 0.9% of total water rights in this sub-basin.

However, actual utilization capacity is not equivalent to the water rights. For instance, LWSC only takes, more or less, 100,000 m3/day. On the other hand average water used by ZESCO, in the past five years (2001/2002-2005/2006) was only about 70% (13,042,851 m3/day) of their water rights entitlement. Used water was returned to the river at a point around 12 km downstream of the dam after it passed the penstock.

2.2.3 Surface Water Potential of Kafue Flats Sub-Basin

Water Balance of Kafue Flats Sub-Basin

Figure 2.2.6 illustrates the methodology for estimating the water balance in Kafue Flats sub-basin.

Kafue Flats Sub-basinVin Vout

VR

Inflow to the basin Outflow from the basin

Surface Water Recharge(Rainfall - Evaporation - Infiltration)


Figure 2.2.6 Methodology for Estimating Surface Water Balance


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The water balance can be calculated as follows.

Surface water balance (VR) = Vout - Vin Where, Vin: Itezhi-tezhi Dam spillway water flow

Vout: Kafue Gorge Dam spillway and penstock flow

As an average for the last 30 years, the water balance is calculated as shown below.

VR = 21,291,584 m3/d - 20,485,611 m3/d = 805,973 m3/d

Surface Water Resource Development Potential of Kafue Flats Sub-Basin

The following model was applied in order to evaluate the remaining capacity of Kafue Flats sub-basin for water intake development.

pr pe

q1

q2 a1

a2Itezhi-tezhi

DamKafue Gorge

Dam

Kafue River (Inundated Area: 6,000km2)


Figure 2.2.7 Modeling for the Evaluation of Kafue Flats Sub-Basin Potential

The remaining development capacity of Kafue Flats sub-basin can be calculated as follows.

Water Resource Potential: Q = (pr + q1 + q2) – (pe+a1 + a2)

where: pr Rainfall contribution to the river q1 Releases from the Itezhi-Tezhi dam spillway q2 Contributions from the tributaries in the sub-basin pe Evaporation loss a1 Existing water rights in between the dams for irrigation and municipalities uses a2 Existing water rights at the Kafue Gorge Dam (ZESCO’s water right)

The data sources and estimation methods for each variable above are tabulated below.

Table 2.2.3 Data Sources and Estimation Method for Potential Calculation

Item Data Sources and Estimation Method

pr Rainfall Five stations in the Kafue Flats sub-basin operated by the meteorological department (last 30 years).

q1 Itezhi-Tezhi dam releases Hydro station at Itezhi-tezhi dam operated by ZESCO (last 30 years).

q2 Tributaries contribution Six gauged tributaries flow data at those hydro stations operated by the DWA (last 30 years). Flows of the other seven tributaries were estimated to be 2.5 times of the six gauged tributaries by the JICA Study Team in terms of drainage basin method in reference to “The Surface Water Resources Availability for the Kafue Flats Basin” prepared by the Water Board in 2007.


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Item Data Sources and Estimation Method

pe Evaporation loss Evaporation loss from the basin was assumed to be equivalent to the flow difference between q1 (Itezhi-tezhi Dam releases) and q1’ (Kasaka hydro station located upstream of the Iolanda intake) during the dry season, deducting the current water intake by uses for irrigation and by municipalities, except the LWSC use.

a1 Water rights in between the

dams Water rights on Kafue Flats sub-basin as of 2nd April 2007 (Water Board) shown in Table 2.2.2

a2 ZESCO’s water rights Water rights on Kafue Flats sub-basin as of 2nd April 2007 (Water Board) shown in Table 2.2.2


The potential was evaluated both during an average year and during a drought year (10-year return period) as shown in the following table.

Table 2.2.4 Result of Potential Estimation for Kafue Flats Sub-Basin

Drought Year Item Average Year (1993/1994)

(1) Inflow to Kafue Flats Basin 39,000,451 29,315,102 pr Rainfall 12,887,671 9,257,425 q1 Itezhi-tezhi Dam releases 20,476,800 15,728,173 q2 Tributaries contribution 5,635,980 4,329,504

(2) Outflow from Kafue Flats Basin 27,771,662 28,646,932 pe Evaporation loss 6,209,530 7,084,800 a1 Water Rights for irrigation and municipal use 2,986,132 2,986,132 a2 Water Right for ZESCO 18,576,000 18,576,000

(3) Surface Water Potential [(1)-(2)] 11,228,789 668,170 Source: JICA Study Team

The results of this estimation indicate that utilization of 430,000 m3/day water rights for the future demand of Lusaka is still sufficient. However, during a drought year, it will be necessary to have a countermeasure for water saving, not only for public use but also for all activities utilizing the river water.

2.2.4 Chongwe Dam Development Potential

The Study on National Water Resources Master Pan which was completed in 1995 proposed the Chongwe dam development for Lusaka and Chongwe districts. The proposed location and plan of the dam are illustrated in the following figures.

q1 q1’q1 q1’

Water Intake(Water Right)

Pe (Evaporation)


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Source: - 1/50,000 Topographic Map (MOL) - The Study on National Water Resources Master Plan (1995, JICA)

Figure 2.2.8 Location of Proposed Chongwe Dam Site

Spillway

Intake

Pipeline to Lusaka

Great East Road

Great East R

oad

Pumping Station No.1

Pumping Station No.2

Cho

ngw

e R

iver

Source: The Study on National Water Resources Master Plan (1995, JICA)

Figure 2.2.9 Plan of Chongwe Dam

The outline of the development plan is shown below. (1) Purpose : Water supply and irrigation (2) Supply area : Lusaka and surrounding area (3) Total water development : 173,000 m3/day

- Water Supply : 100,000 m3/day for Lusaka domestic use 3,000 m3/day for Chongwe domestic use - Irrigation : 7,000 m3/day

(4) Effective storage volume : 91.243 million m3 (5) Normal water level : 1,074.0 m (6) Low water level : 1,061.4 m (7) Dam height : 35.0 m (8) Dam type : Rockfill dam (9) Dam volume : 1,315,000 m3

The estimated cost for the dam development is shown in the following table.


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Table 2.2.5 Cost for Chongwe Dam Development Estimated in 1995

Work Item Unit Quantity Unit Cost (USD)

Amount (USD)

Felling ha 40 1,000 40,000 Diversion Work set 1 2,500,000 2,500,000 Cut of Soil m3 340,000 5 1,700,000 Cut of Rock m3 130,000 25 3,250,000 Foundation Treatment set 1 3,000,000 3,000,000 Embankment Core m3 210,000 8 1,680,000 Embankment Filter m3 160,000 12 1,920,000 Embankment Rock m3 945,000 10 9,450,000 Spillway Concrete m3 21,000 600 12,600,000 Grouting m 22,000 280 6,160,000 Intake set 1 3,000,000 3,000,000 Road set 1 1,000,000 1,000,000 Control Facility set 1 3,000,000 3,000,000

Total 49,300,000 Source: The Study on National Water Resources Master Plan (1995, JICA)

This plan can bring water with the volume of 100,000 m3/day for Lusaka, but the cost for development at USD 285/m3 is very high in comparison with the development cost of new intake facilities of Kafue River estimated to be USD 34/m3 in 1994 by the Feasibility Study for Kafue River Water Supply (HARZA/M&E/Rankin). Other disadvantages of the dam development are listed below: - Land acquisition and social impacts for 40 ha should be considered. - Compensation of agricultural products and housing should be considered. - A water treatment plant with the capacity of 100,000 m3/day will be required

adjacent to the dam site. - With respect to transmission also, this plan has not so much advantage because

distance between the dam site and the city is 40 km in comparison with the 50 km distance between Kafue River and the city.

- Water quality is unreliable because the Chongwe River has some branches such as Ngwerere River, in which untreated wastewater is flowing from the Lusaka residential and industrial areas.

2.2.5 Blue Water Lagoon Development Potential

The Blue Water Lagoon is located around 2 km downward along the Kafue Road from the Central Business District (CBD) as shown in the following figure.

Source: JICA Study Team Figure 2.2.10 Location of Blue Water Lagoon

LWSC is considering the Blue Water Lagoon as a new water resource which is expected to be developed at 24,000 m3/day. However, the actual capacity has not been


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investigated. The most serious problem of this lagoon is the contamination of its water quality. It is expected that the source of this lagoon is not only natural water but also wastewater discharged from the high density unplanned settlement areas. The JICA Study Team took samples from the lagoon and tested them. Based on the test results, high levels of nitrate, BOD and total coliform were found. Thus, a water treatment plant will be required for the development of this lagoon. It was noted, however, that the surrounding area has already been occupied by unplanned housing settlements.

2.2.6 Selection of Water Resources Development for the City of Lusaka

An evaluation of the alternatives for the development of water resources of Lusaka City is summarized in the table below. This evaluation indicates that the Kafue River is considered as the most suitable water resource for future water supply development for the City of Lusaka.

Table 2.2.6 Evaluation of Water Resources for the City of Lusaka

Water Resource Evaluation Groundwater - The further development should be limited until the current balance

between actual extraction and potential becomes clear. - Development speed will be slow against the future demand.

Kafue River - It is possible to convey bulk water volumes in a system. - The potential in quantity meets the future demand. - The water quality is of sufficient level for normal treatment

processes. - There is a possibility to optimize operation and maintenance through

the existing intake and treatment plant. Chongwe River (Chongwe Dam)

- The cost for water storage and intake will become much higher, and staff cost will be doubled both for the existing treatment plant and this new plant for operation.

- The water quality is not reliable. Blue Water Lagoon - The access from the City is good.

- Development capacity is unknown due to limited catchment and the unreliability of rainfall.

- There is no vacant land available for establishment of a treatment plant nearby.

- Water quality is very bad. Source: JICA Study Team

2.2.7 Issues on Water Resources Development

Based on the condition analysis and evaluations, the development issues concerning Kafue River water is summarized as follows.

(1) Additional Kafue River Water Rights for LWSC

It is necessary to increase the present water rights of 200,000 m3/day to a minimum of 630,000 m3/day to meet the Greater Lusaka water demand by year 2030. This volume of water is nearly the same as the current water rights of private sugar companies.

(2) Insufficient Kafue River Water Quality

As a result of the analysis conducted by this study, the number of coliforms exceeded the standard, and would therefore increase the treatment cost due to a need for additional chemical treatment.

Based on the Water Resources Management Bill, it is necessary to manage the Kafue River basin in an integrated manner to protect and control water quality and quantity, as well as the environmental condition of Kafue River.


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(3) Water Saving Measurement

To maximize the use of this limited natural resource, at all times of the year including drought years, the users should utilize the water effectively. The people should be introduced to and educated on methods for saving water. On the other hand, factories must be required to review their workflows and to justify their minimum water consumptions.

2.3 Water Supply System

2.3.1 Present Condition of the Water Supply System

(1) LWSC Water Supply System

The system was commissioned in 1970 with a capacity of 45,450 m3/day as the first phase project. In 1979, the second phase project was completed, and the capacity was increased to be 109,050 m3/day. By 1988, the capacity declined to around 90,000 m3/day because of old facilities and equipment. In 1989, the system was rehabilitated by Japanese Grant Aid Project to increase the capacity to 110,000 m3/day.

Currently, the World Bank financed the “Water Sector Performance Improvement Project” for the rehabilitation of the existing 94,800 m3/day capacity to 110,000m3/day and the construction of new boreholes.

In August 2007, nearly 50% of the Lusaka district was already covered by the water distribution network, with a total pipe length of 1,306 km and 50,448 connections.

The fluctuation in water production capacity is mainly due to differences in groundwater capacity during dry and rainy seasons. Surface water resource production also has small fluctuation which is mainly caused by power supply interruptions (e.g., blackout).

0

1,000,000

2,000,000

3,000,000

4,000,000

5,000,000

6,000,000

7,000,000

8,000,000

Jan.2007

Feb.2007

Mar.2007

Apr.2007

May.2007

Jun.2007

Jul.2007

Aug.2007

Sep.2007

Oct.2007

Nov.2007

Dec.2007

month

capa

city

(m3/

mon

th

Surface Water Groundwatersource: LWSC Operations Monthly Report Dec. 2007 Source: LWSC Figure 2.3.1 Monthly Water Production of LWSC for the year 2007

The LWSC water supply systems are categorized into: i) bulk water supply system, and ii) satellite water supply system. The bulk water supply system is the main system and consists of Iolanda Water Works with several boreholes in the City that supply the distribution network. The satellite water supply system is operated for mainly peri-urban areas and is not connected to the major distribution network; there is only a limited supply to the surrounding area from the boreholes. Currently there are nine satellite systems that continue to function.


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1) Iolanda Water Works (Kafue Water Treatment and Transmission System)

Although the Iolanda Water Treatment Plant is still functioning well, its treatment capacity has been reduced from the original design capacity. Currently, however, there is no problem of the treated water quality.

Intake Tower at Kafue River

Overview of Water treatment Plant

The diagram of the water works as shown below.

P

P

P

Iolanda Intake Iolanda Water Treatment PlantChilanga

Pumping Station Stuart Park

Intake PumpStation Sedimentation

Basin

RapidGravityFilter

Clear WaterReservoir

WaterReservoir Distribution

Reservoir

CoagulantDosing

AlumDosing

notworking

ChlorineDosing

P

BackwashKafue River


Figure 2.3.2 Diagram of Iolanda Water Works

The transmission system is illustrated as shown in the following figure.

Stuart parkReservoir

Chilanga PumpingStation

Iolanda IntakeIolanda Water

Treatment Plant

KAFUE

LUSAKA

KAFUE RIVER

KAFUE GORGE DAM

Legend

Existing Transmission

Planned Transmission

Road

Railway

Resident Area

Study Area Boundary

Province Boundary Source: JICA Study Team

Figure 2.3.3 Transmission of Bulk Water Supply System

The original design capacity of the intake facility, the water treatment plant and


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the transmission pipes is 110,000 m3/day. However, the current working ratio decreased by around 15% due to the age of the facilities, leakage from the concrete tanks, and frequent power failures.

The LWSC has a laboratory to monitor treated water quality in the Iolanda Water Works. The testing results in 2007 are shown in the following table.

Table 2.3.1 Result of Micro-Biological Test for Treated Water Samples at Iolanda

Month Total No. of

Samples Collected

No. of Samples Meeting

Zambian/WHO Standard

Jan 236 229 97% Feb 222 202 91% Mar 231 224 97% Apr 184 180 98% May 230 230 100% Jun 222 211 95% Jul 186 182 98% Aug 147 147 100% Sep 163 160 98% Oct 195 191 98% Nov 208 200 96% Dec 192 182 95% Average 201 195 97%

Source: Updated Baseline Study Report, May 2008 (LWSC)

The target sample percentage that meets Zambian/WHO standards is 95%, and the average of the testing results in 2007 is sufficient with this target, except for the month of February (rainy season).

2) Distribution Main

LWSC divided the water distribution branches (zones) into 5 areas namely, i) Central, ii) Lumumba, iii) Kabulonga, iv) Chelston, and v) Kabwata, and peri-urban areas. The main distribution system including satellite system is schematically illustrated as shown in the following figure.

Lumumba

Kabulonga

Central

Chelstone

Peri-urban West

Peri-urban East

Peri-urban South

City BoundaryWater Supply BranchBoundary

LEGEND

Satellite Sy stem Transmission MainDistribution Main

Transmission from BHsBHsDistribution Reservoir

Kabwata


Figure 2.3.4 LWSC Water Distribution Branch


2-21

The total number of main distribution centers except satellite systems is seven with the total reservoir capacity of around 150,000 m3. The Stuart Park Reservoir is the largest one with the capacity of 91,000 m3. Some reservoir tanks such as Woodlands Tower, High Court Tower, and Matero steel tanks are now abandoned.

The following table shows the capacities and conditions of booster pumps in which only 80% of total capacity of 11,400 m3/hr is under operation.

Table 2.3.2 Capacity of Booster Pumps for Distribution as of June 2008 (m3/hr)

Location Working Standby Repair Abandoned Chelstone 895 445 - - Mass Media (from BHs) 900 - 450 - Lusaka Water Works 2,780 1,760 - - Lumumba 2,088 560 1324 - Woodlands 320 160 - - High Court 200 600 - 162 Stuart Park 1,200 1,200 - - 7C (between Stuart Park and Chelstone) 350 - 350 270 Quarry (from BHs) 136 272 - - Satellite Systems 219 - 139 - Total Capacity 9088 4997 2263 432

Source: LWSC

LWSC’s peri-urban water distribution service area is composed of three distribution zones, and these are i) Eastern, ii) Southern, and iii) Western zones as shown in the figure above. They are supplied both by satellite systems and distribution networks from reservoirs of the bulk system as shown in the table below.

Table 2.3.3 Water Supply Condition in Peri-Urban Areas Covered by LWSC

Area Total Supply(m3/day)

From Satellite System (%)

From Bulk System (%)

Peri-urban East 9,200 15 85 Peri-urban West 5,100 61 39 Peri-urban South 7,300 53 47

Total 21,600 39 61 Source: LWSC

3) Distribution Network

The following figure illustrates the distribution network layout and service coverage area.


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Lumumba

Kabwata Kabulonga

Central

Chelstone

City BoundaryWater Supply BranchBoundary

LEGEND

Distribution MainDistribution Network

Distribution Reservoir


Figure 2.3.5 Layout of LWSC Water Distribution Network

Currently, there are 69 District Metered Areas (DMA), which is a unit or block for operation and maintenance of distribution networks in terms of bulk metering. Currently, meters are not installed for all DMAs, but LWSC has a plan for the rearrangement DMAs by installing bulk meters as shown in the following table.

Table 2.3.4 Outline of Existing and Planned DMAs

Branch No. of

Districts (Existing)

No. of Districts

(Planned)Existing Meters

Additional Meters

Required

Total Number of Meters

Required Central 16 12 82 19 101 Kabwata 8 7 36 7 43 Kabulonga 10 9 70 19 89 Chelstone 12 14 65 4 69 Lumumba 7 7 46 46 92 Total 53 49 299 95 394

Source: Updated Baseline Study Report (May 2008, LWSC) Note: DMAs in peri-urban areas are exclusive.

4) Pipe Materials

According to the GIS database maintained by the LWSC, the total length of the pipelines, except transmission mains, is around 1,300 km as of June 2008. The composition of pipe materials and ages is summarized as shown in the table below.

Table 2.3.5 Pipe Material and Age

In years In percent Pipe Age Asbestos Steel/G.I. PVC/uPVC Unknown Total

0-10 5 1 7 0 13 11-20 1 0 3 0 4 21-30 4 0 0 0 4 31-40 16 7 1 0 24 41-50 10 11 0 0 21 51and above 2 9 0 0 11 Unknown 5 8 1 9 23 Total 43 36 12 9 100 Source: LWSC Note: Transmission pipes from the Iolanda Water Works are not included.

Asbestos and steel/galvanized iron (GI) pipes comprise almost 80% of the distribution main and networks. 55% or 718 km out of the asbestos and steel/GI pipes are over 30 years old, which may be the cause of water leakages and would


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therefore be of high priority for replacement.

In 2007, LWSC installed the pipes with the diameters 50-200 mm with a total length of 47 km as extensions of distribution networks. Nearly all pipe material used is PVC or uPVC.

5) UFW

Most of the existing facilities and equipment are overaged and cause many problems. On the production process, the volume of Iolanda Water Works with the design capacity of 110,000 m3/day has dropped to 95,000 m3/day as an average in 2007. The borehole systems including satellite systems also have problems in pump equipment and transmission pipes. The borehole pumps are frequently lifted for maintenance. For instance, in the daily data on 13th June 2008, 16 boreholes out of 72 boreholes in operation were out of commission. The following table shows a comparison between the design capacity and 2007 average production.

Table 2.3.6 Water Production and Actual Working Ratio

Water Production System

Design Capacity (m3/day)

2007 Average Production

(m3/day)

Working Ratio (%)

Iolanda Water Works 110,000 95,000 86 Borehole Systems 146,000 123,000 84 Total 256,000 218,000 85

Source: LWSC Note: Including satellite systems.

Moreover, much of the water losses are seen in the transmission and distribution system. Normally, water losses including losses in the billing process, are represented by Unaccounted for Water (UFW) as shown in the following figure, which is one of indicators in monitoring the activities of Zambian commercial water utilities.

Metered Consumption Billed

Consumption Unmetered Consumption Metered Consumption

Authorized Consumption

Unbilled Consumption Un-metered

Consumption

Unauthorized Consumption Apparent

Losses Metering/Billing Inaccuracies Transmission/ Distribution Main Leakage Storage Tank Overflows

Water Produced

Losses

Real Losses

Service Connections Leakages

UFW

Source: LWSC Figure 2.3.6 Components of Produced Water and UFW

NWASCO presents performance indicators on UFW which are: “Good” if <20%, “Acceptable” if 20-25%, and “Unacceptable” if >25%.

Since eight years ago, the UFW of LWSC has been in the range of 50% to 60% as shown in the following figure.


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0%

10%

20%

30%

40%

50%

60%

70%

2000 2001 2002 2003 2004 2005 2006 2007

Year

UFW

Acceptable level (below 25%)

Source: LWSC Figure 2.3.7 UFW in LWSC System in the Last Eight Years

The causes of UFW are expected as indicated below:

a) physical leakage from old pipes especially those made of asbestos, steel and galvanized iron and those connections in the distribution networks;

b) insufficient number of customer meters that are installed, human errors, and billing system; and

c) illegal connections or water theft.

The following table shows the meter coverage and UFW in August 2007 by distribution branches.

Table 2.3.7 Summary of the Distribution Services (August 2007)

Branch Meter

Coveragein %

Supplied Volume

(m3/month)

Billed Volume

(m3/month)

UFW Volume

(m3/month)

UFW in %

Central 83.9 1,267,624 876,693 390,931 30.8 Chelstone 56.5 921,311 623,266 298,045 32.4 Kabulonga 64.0 1,091,495 518,633 572,862 52.5 Kabwata 50.9 1,124,372 353,227 771,145 68.6 Lumumba 38.8 1,079,215 465,574 613,641 56.9 Peri-Urban West 6.0 222,766 193,819 28,947 13.0 Peri-Urban South 0.0 433,657 71,282 362,375 83.6 Peri-Urban East 0.1 215,815 142,953 72,862 33.8

TOTAL 45.7 6,356,255 3,245,447 3,110,808 48.9 Source: LWSC Note: The supplied volumes are balances between inflow and outflow volume for each branch.

Considering the field condition, UFW in peri-urban South, Lumumba and Kabulonga can be assumed due caused by low customer metering as well as real losses from pipes. In addition, the Central Branch’s UFW may be caused by real losses because of the high number of very old pipes, while UFW in Chelstone may be caused by the absence of water meters.

In part of peri-urban areas, the users are taking water from communal taps without any registration. This condition makes it very easy for people to connect water pipes to their houses illegally.

(2) Community-Based Water Supply Scheme (Water Trust)

There are 12 water trusts in the city supplying water to the unplanned settlements. A water trust is one of the community-based organizations or enterprises under the supervision of the LCC.


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Table 2.3.8 Water Trusts in Lusaka

No Name of Scheme Scheme Financier Year

Established Average Daily

Production (m3/day)

1 Bauleni Water Trust IRISH AID 2002 19 2 Bauleni Water Trust JICA 2000 104 3 Ngombe Water Trust JICA 2005 344 4 Kalikiliki Water Trust JICA 1976, 2005 160 5 Freedom Water Trust JICA 2005 199 6 Chaisa Water Trust CARE 1998-2002 449 7 Chipata Water Trust CARE 1996 869 8 Garden Water Trust CARE n.a. 419 9 Chibolya Water Trust JICA, CARE, DFID 2000 465 10 Kanyama Water Trust CARE/DFID 2002 1574 11 Chazanga Water Trust CARE 2001 466 12 Chainda Water Trust WORLDVISION 1974/96/98,

2003 466

Source: - LWSC - Profile Survey on Water Trusts in Lusaka (JICA Study Team)

In general, the problems faced by the water trusts are described below. - Water pressure is reduced due to the unplanned expansion of the connections. - There is an increasing number of consumers outside the designed supply area.

LCC and LWSC are also members of the management board. The board inspects activities and audits their financial conditions. However, technical support is weak due to a lack of data and information on the water resources and the facilities such as water level, production volume and existing condition of the equipment. Most of the water trusts do not have a system for the monitoring of the boreholes, and this makes the situation serious when they are faced with problems during operation because it becomes very difficult to identify the reasons.

2.3.2 On-going Water Supply Sector Development Project

The LWSC is continuing its expansion of the distribution pipeline, the replacement and installation of meters using their own budget and the World Bank fund in the Water Sector Performance Improvement Project (about USD 23 million). The preliminary project components for implementation works relating to water supply are listed in the following table.

Table 2.3.9 Water Supply Implementation Works to be Funded by World Bank No. Activity Description Category Schedule Estimated Cost

(USD) * 1 Supply and installation of bulk and

customer meters Distribution

(UFW) - 1,973,000

2

Rehabilitation of Kafue Water works and transmission

Transmission Aug. 2008- Jan. 2011

1,707,000

3

Rehabilitation and development of boreholes

BH Aug. 2008- Feb. 2011

763,000

4

Rehabilitation of booster stations Transmission Aug. 2008- Feb. 2011

799,000

5

Rehabilitation of reservoirs and water distribution networks

Distribution (UFW)

Sep. 2008- Mar. 2011

270,000

6

Construction of water kiosks Distribution Aug. 2008- Aug. 2010

750,000

7

Specialized equipment-leak detection and power factor correction

Distribution (UFW)

- 700,000

8

Water quality testing ( Laboratory) equipment

O&M - 367,000

Source: LWSC Note: The source of estimated costs is “Project Appraisal Document for Water Sector Performance Improvement

Project (August 2006, World Bank).


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There is a fund scheme in NWASCO called Devolution Trust Fund (DTF), established in 2003 under the Water Supply and Sanitation (WSS) Act No. 28 of 1997 as an innovative funding instrument for improving WSS service provision to the urban poor. Using this fund, LWSC constructed distribution pipelines and water kiosks in Kanyama. Now, the same project for John Laing is under preparation.

2.3.3 Water Demand Forecast for Greater Lusaka

(1) Methodology for Water Demand Forecasting

The current and future water demand for the Greater Lusaka is estimated based on the following preconditions:

a. Current and future population and land use determined in this master plan are applied;

b. The following standards are basically applied for per capita demand estimate in reference to the other neighboring countries’ figures, previous studies and Japanese standards: - Zambia Standard for Water Supply System; and - Planning Standard for Human Settlement (MLGH).

c. The water demand is categorized in terms of purposes and its growth is estimated as follows;

Table 2.3.10 Estimation Basis for Demand Growth

No. Category Estimate Basis for Demand Growth 1. Domestic Use Population basis 2. Public Use Population basis 3. Commercial Use Population basis 4. Industrial Use Area basis


d. The daily maximum water consumption is applied to be 1.25 as set by the LWSC.

(2) Unit Water Demand and Estimation Basis

1) Domestic Uses

In accordance with the Zambia Standard for Water Supply System, the per capita demand for domestic water is tabulated as shown in the following table.

Table 2.3.11 Unit Water Demand for Domestic Uses

No. Housing Category Per Capita Demand (L/c/d) 1. High Cost Housing 280 2. Medium Cost Housing 150 3. Low Cost Housing 100 4. Informal Cost Housing 40

Source: Zambia Standard for Water Supply System

In the study for water demand estimate, the Greater Lusaka is divided into eight land use categories, based on the current and future land use and development plan, and the housing conditions are assumed corresponding to each category as shown in the following table.

Table 2.3.12 Relationship between Housing and Land Use Category

No. Land Use Housing Condition 1. Urban Following CSO population census result, ratio for high and

mid. cost housing sets as 3:7. 2. Site and Subdivision Low cost housing.


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No. Land Use Housing Condition 3. Unplanned Urban

Settlement (UUS) Informal housing.

4. Satellite Town (1st Development Area)

Currently informal housing, and to be developed by 2015 as an urban area.

5. Satellite Town (2nd Development)

Currently informal housing, and developed by 2030 as an urban area.

6. Rural Informal housing. 7. High Cost Area to be

Urbanized Currently high cost farmers living, and future urbanized.

8. Low Cost Area to be Expanded

Expanding UUS and low cost housing in the future.

Source: JICA Study Team Note: The source of current population proportion in the urban area is CSO population census (2000).

Turning around the current water consumption data collected from the LWSC, the water demand per capita for each of the above land use categories is estimated to gradually grow and to meet the standard by 2030, as shown in the following table.

Table 2.3.13 Domestic Unit Water Demand for Each Land Use Category

Water Demand (L/capita /day) No. Land Use 2007 2015 2020 2030 1. Urban 143 153 163 189 2. Site and Subdivision 60 70 80 100 3. Unplanned Urban Settlement

(UUS) 20 25 30 40

4. Satellite Town (1st Development Area) 20 70 163 189

5. Satellite Town (2nd Development) 20 25 80 189 6. Rural 20 25 30 40 7. High Cost Area to be Urbanized 143 153 163 189 8. Low Cost Area to be Expanded 20 70 80 100


2) Public Uses

The Planning Standard for Human Settlement presents standardized public facility numbers for: i) educational facilities, ii) medical facilities, and iii) administrative facilities. Per capita public water demand was estimated based on the standardized number of public facilities applied based on the population. The unit consumption of the facilities was set as a fixed figure, and the demand growth was based on the population figure. The estimates are shown in the table below.

Table 2.3.14 Unit Water Demand for Public Uses Standard Estimation

Item Terms of Facilities *1 Unit *2 Consumption

Consumption per Facility

Consumption per Population

Educational Facility 11.31 Nursery school 4,000 pop/schl 25 5,000 1.25

200 pupils L/pupil/day L/day L/day/pop Primary school 1,500 pop/stream 25 7,000 4.67

280 pupils L/pupil/day L/day L/day/pop Secondary school 3 stream/schl 30 63,000 3.15

2,100 pupils 20,000 pop/schl L/pupil/day L/day L/day/pop College/University 10% of primary pupils 120 2.24 1.87% stdnt/pop L/stdnt/day L/day/pop Medical Facility 0.83 Hospital 50,000 pop/hospital 365 36,500 0.73

100 bed L/bed/day L/day L/day/pop Clinic 1,000 pop/clinic 10 100 0.10

10 patient 2 times/200days L/patient/day L/day L/day/pop


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Standard Estimation Item Terms of Facilities *1 Unit *2

ConsumptionConsumption per Facility

Consumption per Population

Administrative Office 0.57 Council Office 10,000 pop/office 30 1,500 0.15

50 staff L/staff/day L/day L/day/pop Other Office 5,000 pop/office 30 1,500 0.30

50 staff L/staff/day L/day L/day/pop Government Office 50,000 pop/office 30 6,000 0.12

200 staff L/staff/day L/day L/day/pop Sub-Total 12.71 Other Uses *3 10% of total public water 1.27 Total 14

Sources: *1: Planning Standard for Human Settlement *2: Zambia Standard for Water Supply System *3: Estimated by JICA Study Team

3) Commercial Uses

The Japanese standard for the commercial water consumption at 12 L/employee was applied because of the unavailability of a Zambian standard.

Based on current and future population as well as the total number of employees estimated by the JICA Study Team, the commercial water demand per capita was estimated and is shown as follows.

Table 2.3.15 Unit Water Demand for Commercial Uses

Item Standard Applied 2007 2015 2020 2030

Population (’000) *1 1,454 1,769 2,031 2,881 No. of Employee (’000) *1 394 473 590 1,126 Per Capita Demand 12 *2 3.25 3.21 3.49 4.69 L/employee Total 3.25 3.21 3.49 4.69

Sources: *1: Estimated by JICA Study Team *2: Japanese standard

On the other hand, according to the Zambian Standard for Water Supply System and Planning Standard for Human Settlements, the commercial water demand can be estimated as shown in the following table. The figures for the current water demand are almost the same as those shown the above table.

Table 2.3.16 Unit Water Demand for Commercial Uses (Zambian Standard)

Standard Estimation Item Terms of

Facilities *1 Unit *2

Consumption Consumption per Population (L/c/d)

Shopping 0.18 m2/pop. 30,000 0.54 (180m2/1,000pop) L/ha/day

Retail Market 0.03 m2/pop. 30,000 0.08 (25m2/1,000pop) L/ha/day

Offices 0.04 m2/pop. 30,000 0.12 (400m2/10,000pop) L/ha/day

Licensed Premises 0.67 m2/pop. 30,000 2.00 (2,000m2/3,000pop) L/ha/day

Petrol 0.08 m2/pop. 30,000 0.23 (1,500m2/20,000pop) L/ha/day

Post Office 0.03 m2/pop. 30,000 0.09 (300m2/10,000pop) L/ha/day

Total 3.05 Sources: *1: Planning Standard for Human Settlement *2: Zambia Standard for Water Supply System


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4) Industrial Uses

According to the Zambian Standard for Water Supply System, the industrial water demands are set to be: i) 30,000 L/ha/day for light industry; and ii) 90,000 L/ha/day for heavy industry. The Master Planning Study on National Water Resources Development estimated the industrial water consumption to be 80,000 L/ha based on the questionnaire survey for factories in Zambia. In the Study, the industrial water demand was estimated based on these figures and are shown in the following table.

Table 2.3.17 Unit Water Demand for Industrial Uses

No. Category Consumption (L/ha/d)

Assumption

1. Existing Industry 80,000 The existing factories will be using water at the same consumption rate.

2. 1st Development Industry (2007-2020)

60,000 In the 1st industrial development area in the satellite towns including MFEZ, new factories will use water at a moderate consumption rate of heavy and light industries.

3. 2nd Development Industry (2020-2030)

30,000 In the 2nd industrial development area in the satellite towns, light industrial farms or water recycling farms will be developed.


(3) Estimated Current and Future Water Demand for Urban Uses

The development scenario for Greater Lusaka including satellite towns is tabulated below.

Table 2.3.18 Population Forecast

No. Area Category 2007 2015 2020 2030 1 Urban 367,000 483,000 599,000 986,000 2 Site and Subdivision 240,000 262,000 277,000 311,000 3 Unplanned Urban Settlement (UUS) 723,000 847,000 893,000 1,018,000 4 Satellite Town (1st Dev. Area) 14,000 17,000 35,000 101,000 5 Satellite Town (2nd Dev. Area) 28,000 36,000 56,000 133,000 6 Rural 19,000 23,000 28,000 52,000 7 High Cost Area to be Urbanized 10,000 29,000 56,000 133,000 8 Low Cost Area to be Expanded 52,000 72,000 91,000 157,000

Total 1,454,000 1,770,000 2,032,000 2,892,000 Source: JICA Study Team

Table 2.3.19 Industrial Area Forecast (ha)

No. Area Category 2007 2015 2020 2030 1 Existing Industry 1,350 1,350 1,350 1,350 2 1st Development Industry 0 370 1,070 1,070 3 2nd Development Industry 0 0 0 1,140

Total 1,350 1,720 2,420 3,560 Source: JICA Study Team

Based on per capita demand as set out above, the current and future water demand is summarized in the following table.


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Table 2.3.20 Current and Future Water Demand (m3/day)

No. Area Category 2007 2015 2020 2030 1 Domestic 85,100 125,600 173,700 345,400 2 Public 20,300 24,700 28,400 40,400 3 Commercial 4,700 5,700 7,100 13,600 4 Industrial 108,000 130,200 172,200 206,400

Total Daily Average Demand 218,100 286,200 381,400 605,800 Total Maximum Daily Demand * 272,600 357,800 476,800 757,300

Source: JICA Study Team Note*: Daily peak factor = 1.25

The following figure shows the current and future water demands by area.


Figure 2.3.8 Water Demand 2007-2015


Figure 2.3.9 Water Demand 2020-2030

Demand 2007 Demand 2015

Demand 2020 Demand 2030


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(4) Estimated Current and Future Water Demand for Agricultural Use

Water resources for urban agriculture was proposed to be taken from boreholes or streams in terms of small-scale dams. According to the result of the Master Planning Study on National Water Resources Development (1995, JICA), the average water requirement for agriculture in Lusaka and its surrounding areas is estimated to be 86,500 L/ha/day. Based on this estimation, the current water demand for agriculture is shown in the following table.

Table 2.3.21 Current Water Demand for Agriculture Use

Area 2007

Agricultural Area (ha) *1

Water *2 Requirement

(L/ha/day)

2007 Agricultural Water Demand

(m3/day) Lusaka District 7,854 86,500 679,371 Other Districts in Greater Lusaka Area 16,455 86,500 1,423,358 Total 24,309 86,500 2,102,729 Sources: *1: Estimated by JICA Study Team *2: Study on National Water Resource Master Plan (1995, JICA)

Based on future land use plan prepared by the JICA Study Team, the agricultural water demand will be changed in terms of agricultural areas that will decrease and be replaced by residential or industrial areas as shown in the following table.

Table 2.3.22 Future Water Demand for Agriculture Use

Area 2030

Agricultural Area (ha) *1

Water *2 Requirement

(L/ha/day)

2030 Agricultural Water Demand

(m3/day) Lusaka District 1,009 86,500 87,279 Other Districts in Greater Lusaka Area 13,660 86,500 1,181,590

Total 14,669 86,500 1,268,869 Sources: *1: Estimated by JICA Study Team *2: Study on National Water Resource Master Plan (1995, JICA)

However, agricultural water will be not counted as a water demand that will be served by LWSC.

2.3.4 Issues on Water Supply System Development

(1) Water Supply Capacity Far Below the Demand

For nearly 30 years, there has been no major development on water production capacity of LWSC, in spite of the fact that the water demand has been increasing remarkably due to the rapid urbanization and industrialization, especially for last several years.

(2) Bad Accessibility to Water in Unplanned Settlements

Apart from the lack of water supply capacity, high water tariff is also a main reason why the urban poor are confronted with difficulties with respect to the access to clean water.

(3) High UFW Ratio

UFW is very high reaching 50%. There are two reasons: one is physical losses (pipe leakages), and the other is administrative losses (poor billing system and management capacities). The on-going Water Sector Performance Improvement Program will replace old facilities and increase metered ratio. Meanwhile, it is also necessary to improve administrative workflow to normalize UFW to more acceptable levels. Moreover, the improvement of UFW is required before implementing further capacity development.


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() Lacks of Clear Vision in the Future

Almost all current activities are proceeding without any clear vision and a definition of roles and responsibilities. To maximize the performance of facilities and human resources, a master plan must be prepared to serve as a guideline for LWSC.

2.4 Sewerage System

2.4.1 Present Condition of Sewerage/Sanitation Treatment Systems

Sanitation treatment system in Lusaka consists of: i) sewerage treatment plant, ii) septic tank (autonomic treatment), and iii) pit latrine. The coverage ratio of sewer reticulation managed by LWSC is about 10% of the City, including adjoining areas of CBD, industrial area, middle- and high-density areas in the southern part along Buruma and Chilimbulu roads. The figure below shows the areas by major sanitation treatment system.

LEGEND

Sewer Network

Pit Latrine

Septic Tank

Private Sewer

City Boundary

Source: LWSC Figure 2.4.1 Sanitation Treatment Systems Allocation Map of Lusaka

Based on the Living Conditions Monitoring Survey Report 2006 done by CSO, major toilet facilities in Lusaka City is pit latrine (66% of the population) and flushing toilet (both individual and communal, 28%).

2.4.2 Present Conditions of LWSC Sewerage Collection and Treatment System

The sewerage system managed by LWSC consists of sewer lines with a total length of 480 km, six sewerage treatment systems with two trickling filtration plants and five stabilization ponds (one system is combination of both). The actual treatment capacity (62,600 m3/day) is still below the maximum capacity (66,850 m3/day). However, the effluent water quality does not meet the target mainly due to old and damaged facilities.

The LWSC drainage area is divided into five districts namely, i) Western, ii) Ngwerere, iii) Manchinchi, iv) Kaunda Square, and v) Chelston areas.


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LEGEND

Sewer Network

Sewer Main

Sewer Pump Station

Sewerage Treatment Plant

City Boundary

Source: LWSC

Figure 2.4.2 Collection Sewer Network and Treatment System of LWSC

Table 2.4.1 Sewerage Treatment Facilities of LWSC

No. Basin Name

Plant Name

PlantType

Capacity(m3/day)

2007 Actual Inflow

(m3/day)

Drainage Area

Discharge Stream

1. Chelstone Chelstone SP 2,700 1,841 Chelston KapiriyombaMatero SP 7,100 2,147 Western Ghunga 2. Western Chunga TF 9,100 10,711 Mwenbeshi

3. Kaunda Square

Kaunda Square

SP 3,600 2,458 Kaunda Ngwerere

Manchinchi TF 36,000 42,905 Manchinchi Ngwerere 4. Manchinchi Garden SP

5. Ngwerere Ngwerere SP 8,350 17,093 Ngwerere Ngwerere TOTAL 66,850 77,155

Source: LWSC Note: SP (Stabilization Pond), TF (Trickling Filtration).

Inflow of Chunga, Manchinchi and Ngwerere treatment plants exceeded their treatment capacity. To meet the effluent water quality standards, the expansion of the capacities or diversion works to these plants are urgent requirements.

The following figure, which shows the average monthly inflow volume of all the treatment plants during last five years, indicates that the actual influent of the greater part of the year exceeds their total treatment capacity (66,850 m3/day).

0

20,000

40,000

60,000

80,000

100,000

120,000

Janu

ary

Febr

uary

Mar

ch

Apr

il

May

June

July

Aug

ust

Sept

embe

r

Oct

ober

Nov

embe

r

Dec

embe

r

(m3/

day)

Total Treatment Capacity

Source: LWSC

Figure 2.4.3 Five Years Monthly Average of Total Influence


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(1) Wastewater Treatment Plant with Trickling Filtration System

The LWSC has two trickling systems for biological treatment. The treatment process is schematically drawn as shown in the following figure.

PreliminaryTreatment

PrimarySedimentation

SecondarySedimentationBiological Filters

To digester

Effluent

Sludge


Figure 2.4.4 Schematic Treatment Diagram of Trickling System

1) Manchinchi Treatment Plant (TP)

The Manchinchi TP is the largest plant in Lusaka with a capacity of 36,000 m3/day. The coverage area is also large compared to the other plants, including Woodlands, Chilenje, Libara, Leopard Hill and part of CBD. Industrial wastewater is not included as an influent of this plant.

Capacity overloading and old equipment are the main causes for insufficient treatment. The effluent water quality is shown in the table below.

Table 2.4.2 Effluent Water Quality of Manchinchi TP

Indicator Unit Target Actual BOD mg/L 50 75 COD mg/L 90 186 TSS mg/L 100 71 Settleability mg/L 0.5 0 Turbidity mg/L 15 42.1 pH mg/L 6-9 7.81

Source: LWSC

To avoid the contamination by Manchinchi TP, the outflow is received by a garden stabilization pond for re-treatment. Moreover, the disinfection system of Manchinchi TP has not been functioning.

2) Chunga Treatment Plant

Chunga TP covers the western and northwestern areas of the city such as the industrial area, CBD and Chunga. The system components are the same as those of Manchinchi TP but its capacity is only one fourth of Manchinchi’s.

This plant receives industrial wastewater, but is not designed to treat primary industrial wastewater which may include metals and chemicals. Based on the current Zambian Environmental Protection and Pollution Control Act (1990) and Water Pollution Control Regulations (1993), every factory should have primary treatment facilities to meet their effluent water quality standard. However, most of the factories have no sufficient

Manchinchi Treatment Plant

Chunga Treatment Plant


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treatment plant. Therefore, industrial wastewater contains metals and chemicals, which are corroding steel and concrete materials in the Chunga TP. In addition, all the trickling facilities are currently not functioning. As a result, wastewater is not treated sufficiently.

The effluent water quality is shown in the table below.

Table 2.4.3 Effluent Water Quality of Chunga TP

Indicator Unit Target Actual BOD mg/L 50 518 COD mg/L 90 2,697 TSS mg/L 100 192 Settleability mg/L 0.5 1.6 Turbidity mg/L 15 220 pH mg/L 6-9 7.16

Source: LWSC

The LWSC is now carrying out the rehabilitation of the trickling facilities using their own funds. However, the works have been stalled due to lack of the necessary repair equipment.

(2) Wastewater Treatment System by Stabilization Pond (SP)

There are four SPs comprising three segments, and one SP (Garden SP) with 4 segments. The effluent water quality of all ponds is not satisfactory in terms of the target.

Table 2.4.4 Effluent Water Quality of Stabilization Ponds

Indicator Unit Target Garden KSQ Chelstone Ngwerere Matero PH mg/L 6-9 8.10 7.87 8.40 9.12 7.82 Settleability mg/L 0.5 0.0 0.0 0.0 0.0 0.0 Turbidity NTU 15 41.9 45.7 16.7 90.3 45.2 TSS mg/L 100 116 156 41 85 117 BOD mg/L 50 34 57 15 26 44 COD mg/L 90 144 235 58 174 206 TC /100mL 25,000 40,000 440,000 700 1,600 1,000 FC /100mL 5,000 31,000 320,000 75 900 2,750 Source: LWSC

The treatment process in the Garden SP is illustrated as shown in the following figure.

1st Stage46,200m2

2nd Stage26,100m2

3rd Stage26,100m2

4th Stage26,100m2

1st Stage46,200m2

2nd Stage26,100m2

3rd Stage26,100m2

4th Stage26,100m2

Final Effluent

FlowSplit tingChamber


Figure 2.4.5 Garden Stabilization Pond

The Garden SP receives wastewater from the Manchinchi TP and the Garden compound. Sedimentation in the pond has never been removed since the operation was started. Consequently, the capacity of the pond is getting smaller although the effluent volume is increasing due to population growth. Currently, the retention time is reduced to around six days from the originally designed retention time of 10-15 days.


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The Ngwerere SP is the second largest pond among the SPs in Lusaka. The treatment system is schematically illustrated as shown in the following figure. The condition is relatively good, but the inflow has been more than the double volume the plant’s capacity (8,350 m3/day).

Primary43,200m2

Secondary26,000m2

Screen

Primary43,200m2

Tertiary26,000m2

Final Effluent Source: JICA Study Team

Figure 2.4.6 Ngwerere Stabilization Pond

The Matero SP consists of three independent systems and has a total capacity of 7,100 m3/day as shown in the following figure. So far, the system’s condition and capacity are relatively good.

Secondary9,000m2

Primary19,000m2

Tertiary9,200m2

T ert iary6,200m2

Primary16,500m2

Secondary6,200m2

Twin GritChannels

Screen

FinalEffluent

Twin GritChannels

Screen

Secondary6,200m2

T ertiary6,200m2

Primary12,400m2

FinalEffluent

FinalEffluent

Pond No.3

Pond No.1

Pond No.2

Source: JICA Study Team Figure 2.4.7 Matero Stabilization Pond

The schematic treatment diagram of the Kaunda Square SP is shown in the following figure. This SP has a problem in its structure. Originally, the system consisted of three segments. Now, the current system consists of only one segment because of the collapse of the banks. As a result, incoming wastewater has reached the outlet through the shortest way, resulting in sufficient retaining period for biological reaction.

Primary25,300m2

Final Effluent

Screen &Grit Channels

Broken Wall

Secondary12,400m2

Tertiary12,400m2

Source: JICA Study Team Figure 2.4.8 Kaunda Square Stabilization Pond

The Chelston SP is the smallest and the only system which has an anaerobic process as shown in the following figure. Currently, there is no problem in the facility’s condition and treatment capacity.


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Primary12,300m2

InletChamber

GritChannels

Screen

CoveredAnaerobic

Tank

Secondary6,200m2

Tertiary6,200m2

Final Effluent

Source: JICA Study Team Figure 2.4.9 Chelston Stabilization Pond

(3) Sewer Collection System

The sewer collection system comprises the followings: gravity sewer line, sewer pumping station, and sewer force main as shown in Figure 2.4.2 above. There are seven sewer pumping stations in Lusaka, which often have troubles and get stuck. The conditions of each station as of August 2007 are summarized in the table below.

Table 2.4.5 Condition of Sewer Pumping Stations (August 2007)

Pump station Target pump availability (%)

Actual pump availability (%)

Kabwata 100 100 Kamwala 100 100 Lumumba 100 50 Noxious 100 50

Mass Media 100 100 Woodlands 100 50 Chelstone 100 50

Source: LWSC

LWSC was directed by the Environmental Council of Zambia (ECZ) to install backup power supply generators for endurance operation; and it is now under procurement.

The total length of sewer pipelines is around 480 km as of December 2007 based on the Updated Baseline Study Report (2008, LWSC). The LWSC GIS database shows that more than 90% of this total length is of 150 mm diameter, asbestos pipes, and more than 40 years old.

2.4.3 Present Condition of Collection Service of On-Site Treatment System

Part of the sludge from the on-site treatment system (septic tanks and pit latrine) is collected by private companies who hold a license issued by ECZ and registered at LWSC. The registered companies allowed the disposal of collected sludge and night soils to Manchinchi TP. LWSC used to keep records on sludge disposal prepared by the private companies in a database system. However, the system is not working anymore, and LWSC keeps records in handwriting.

According to the available database of 2003-2005, the average of sludge disposal volume is around 820 m3/month or 27 m3/day.


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0

200

400

600

800

1,000

1,200

1,400

2003

.2

2003

.5

2003

.7

2003

.9

2003

.11

2004

.1

2004

.3

2004

.5

2004

.7

2004

.9

2004

.11

2005

.1

2005

.3

2005

.6

2005

.8

2005

.10

2005

.12

(m3/month)

Source: LWSC

Figure 2.4.10 Monthly Sludge Volume Received from Collecting Companies

Sludge disposal tariff is 20,000 ZMK/m3. The charge to the communities is variable depending on the companies, but should not exceed the amount set by LCC.

2.4.4 On-going Sewerage Sector Development Project

The following table is the preliminary list of components relating with Lusaka sewerage sector in the Water Sector Performance Improvement Project funded by the World Bank.

Table 2.4.6 Preliminary Components of World Bank Project relating to Sewerage

No. Activity Description

Stage Estimated Cost (USD)

1. Rehabilitation of Sewer networks and treatment plants.

F/S and D/D 950,000

2. Sewer network and treatment plants design. B/D and D/D 60,000 Source: Report No: 37166-ZM Project Appraisal Document, Aug. 2006, World Bank

Under the World Bank fund, LWSC plans to prepare the scope of works and tender documents on rehabilitation and expansion of sewer collection network and sewerage treatment plants, but is has not been commenced yet. Separate from the World Bank scheme, LWSC plans to commence rehabilitation works for the Matero Sewerage Treatment Plant and collection network pipelines, using Chinese funds.

2.4.5 Sewage Effluent Forecast

(1) Methodology for Sewage Effluent Forecasting

The current and future sewage effluents for Greater Lusaka are estimated based on the following preconditions:

a. Effluent generation from households and any other business, public and industrial facilities is estimated to be 80% of water demand for each.

b. The Greater Lusaka is divided into the following categories, and sewage effluent is estimated for each category.


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Table 2.4.7 Area Category for Sewage Effluent Forecasting

No. Area Category Assumption for Per Capita Demand Estimate 1. Service Target Area The area that is physically feasible to connect the sewer line

considering the location of the treatment plant 2. Autonomic Area The area consists of exclusive housing, governmental offices,

university, golf course /park, city airport, which was assumed to already have their own treatment, as well as areas where no public treatment is required.

3. On-site Treatment Area

The area using septic tanks or pit latrines excluding autonomic area

4. Non-service Area The area that is physically unfeasible to connect to the sewer line considering the location of the treatment plant


(2) Current and Future Sewage Effluent Forecast

The results of estimate of current and future sewage effluents are summarized below.

Table 2.4.8 Sewage Effluent Forecast (m3/day)

Area 2007 2015 2020 2030 1. Service Target Area 43,271 63,867 89,955 137,575 Chelstone 2,156 2,480 4,482 6,563 Western 11,486 11,280 17,377 20,762 Kauda Square 6,382 8,214 14,600 25,217 Manchinchi 16,264 35,267 45,415 68,315 Ngwerere 6,983 6,626 8,081 16,718 2. Autonomic Area 54,472 60,263 56,578 70,759 3. On-site Treatment Area 42,109 69,362 73,110 98,919 4. Non-service District 34,674 22,265 46,560 157,509

Total 174,526 215,757 266,203 464,762 Source: JICA Study Team

2.4.6 Issues on Sewerage System Development

(1) Sewerage System Capacity is far below the Effluents Capacity

The sewerage treatment capacity of 66,850 m3/day covers only 31% of the LWSC water supply capacity, which is way below the actual discharged volume of the service area.

(2) Insufficient Treatment

Effluent quality of the treatment plants does not meet the standard due to lack of proper equipment, aged facilities and insufficient maintenance.

Many insufficient pit latrines (on-site treatments) are causing the deterioration of the environment and the spread of water-borne diseases in some unplanned settlements especially during the rainy season.

(3) Lack of Finance

Income (tariff) is not sufficient to cover the required operation and maintenance cost of the service.

It is necessary to restructure the financial and investment framework of the sewerage sector, and to develop the sanitation market such as for industrial sector to enhance the financial feasibility and sustainability of the service.

2.5 Drainage System

2.5.1 Present Condition of Drainage Systems


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There is no quantitative information on the drainage system. Therefore, together with Engineering Services Department of LCC, the current situation is summarized as described below.

The major drainage system of the city is unlined ditches dug beside the unpaved/soil collector roads and beside the arterial roads. Other major facilities are:

1. Underground drainage system, mainly in the Central Business District (CBD), Kamwala Trading Center (KTC), Light Industrial Area, Villa Elizabetha and other shopping centers.

2. Road side drains, unlined and lined ditches with road crossing culverts.

3. Outfall drains to discharge district rainwater (refer to Figure 2.5.1). A. Chilenje – Libala – Kamwala – Garden – Ngwerere stream; B. Northmead – Luangwa – Ngwerere stream; C. Ibex – Kabulonga – Kalikikiki – NRDC – Avondale – Great East road; D. Kanyama – Makeni area; and E. Industrial area – Matero – Barlastone – Chunga stream.

2.5.2 Flood Disasters

During the rainy season, Lusaka experiences flooding beginning the second week of December 2007. Up to the end of January 2008, there are 21 frequently inundated areas, 14 of which are seriously damaged (site nos. 1, 2, 4, 6, 7, 9, 10, 12, 15, 16, 17, 18, 19, 20 of Figure 2.5.1 below).

A side effect of the flood disaster is the outbreak of cholera in Chipata compound.

Figure 2.5.1 Serious Inundation Observed Sites during Rainy Season

(Oct. 2007 - Feb. 2008)

Serious Inundation Area [during rainy season 2007-2008]01. Kanyama; almost ent ire compound02. Soweto Market area; mainly along access road03. Emmasdale; area bordered by Vubu-GrtNorth-Lumumba roads04. Kalikiliki; almost entire compound05. Chawama; most part of compound incl. Kuku06. Chazanga-Kabanana; most part of compounds07. George; some area mainly roads08. Mandevu; mainly north of Catholic Church09. Barlastone Park; some area and along main roads10. Kasupe; some area and along main roads

11. Kaunda Square Stage 1; some area12. Garden; some area incl. Chilulu and Luangwa compounds13. Industrial area; some area incl. Food Reserve Agency14. Avondale; along Simon Mwansa Kapwepwe15. Northmead; alogn Manchichi road near Northmead BS16. Kabwata17. Kamwala18. Kamwala South19. Misisi20. John Laing21. Makeni

9

8

6

13

10

2

3

4

5

1112

14

1617

18

1920

21

1

15

B

A

C

E

7

D

source: LCC & LUSEED


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Flood in John Laing

Flood in Kanyama

The major causes of flooding are recognized as follows:

1. Increasing runoff coefficient due to urbanization and absence of countermeasures such as the construction of retention ponds and diversion channels;

2. Lack of sufficient drainage system, especially in the areas with unlined ditches, and flat and low lying areas; and

3. Insufficient maintenance, e.g. outfall drains are filled with garbage and are completely blocked by illegal developments on top.

2.5.3 Issues on Drainage System Development

(1) Lack of Information on Current Conditions

To understand the actual condition of flood disasters, it is necessary to know quantitatively the overall condition of the existing drainage system such as alignment-dimension-longitudinal-flow direction of drain, stream, and river, and the location and dimensions of drainage-related structures. Moreover, the information on inundation is also required for subsequent planning works.

(2) Lack of a Study for Improvement

Almost all current activities are being undertaken without any sufficient technical background, and these are limited to temporary countermeasures for certain specific areas. From the results of the current condition analysis mentioned above, it will be necessary to prepare a master plan whose aim is to fundamentally improve problems on inundation.

(3) Lack of Basic Infrastructure

Generally, drain ditches are improved together with road infrastructure. However, the paved road ratio in Lusaka is still very low, and it is not realistic to improve drain ditches only. Without paving the road, especially in unplanned settlement areas, the drain ditches will be overwhelmed by soil/road materials during the rainy season.

2.6 Development Strategy

Based on the evaluation on current conditions, issues and future demand forecast, a development concept and strategy for each sector of the water sub-program was decided as shown in the tables below.

2.6.1 Development Concept and Strategy for the Water Supply Sector

After due consideration to the ensured capacity of water resources in Zambia, the Kafue River water will be utilized as a main water resource for Lusaka City. However, the groundwater resource is still required to supply the demand, especially for UUS and urban agriculture. In this context, a management program to attain sustainability will be required.


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UFW reduction will be a condition before the development of new water works. An assets management program will be necessary to tackle UFW issues, both for physical leakage and management losses.

Table 2.6.1 Development Strategies for Water Resources and Water Supply Sectors

-

-

To reach LWSC target coverage ratio of 55%,which was described in Water SupplyDevelopment Plan (JICA, 1995).To maintain suitable water quality for cleanwater standard.

--

To supply 70% of the demand by LWSC.To maintain suitable water quality for cleanwater standard with adequate water quantityand pressure.

--

To supply 80% of the demand by LWSC.To maintain suitable water quality for cleanwater standard with adequate water pressurecontinuously 24 hours.

--

- To crack down illegal/unregisteredgroundwater user.

- To execute groundwater taxation for industrialand commercial users.

-

-

To acquire additional Kafue river water rightfor LWSC with max. capacity of 430,000 m3/d.To utilize 160,000 m3/d in total, byrehabilitation of Iolanda WW and developmentof Iolanda-II Phase-1.

-

-

To set-up integrated river management plan andprograms under water resources managementbill, to protect Kafue river from contaminationand set-up the utilization rule during droughtyear.To utilize 260,000 m3/d in total, bydevelopment of Iolanda-II Phase-2.

-

-

To operate and manage Kafue river based onthe integrated management plan and programs.To utilize 460,000 m3/d in total, bydevelopment of Iolanda-III.

-

-

To improve existing facilities and maximize theperformance.To construct new Iolanda-II (Ph-1) WaterWorks, with minimum capacity of 50,000m3/d.

- To expand Iolanda-II (Ph-2) Water Works withplanned capacity of 100,000m3/d.

- To construct new Iolanda-III Water Works withplanned capacity of 250,000m3/d.

-

--

To improve existing facilities and maximize theperformance.To reduce UFW ratio with target of 35%.To expand distribution pipeline system andimprove water pressure.

--

To expand distribution pipeline system.To improve UFW ratio with target of 25%.

--

To expand distribution pipeline system.To improve UFW ratio with target of 20%.

Long Term(2030)

-

-

-

DEVELOPMENT CONCEPT

To develop sufficient capacity of groundwater priority to UUS/peri urban.To implement the groundwater preservation measures.

To develop present groundwater aquifer withsufficient capacity.To conduct the study/survey to confirm theactual groundwater aquifer capacity and findnew sufficient aquifer.To control and manage the utilization of privategroundwater, especially for industries andcommercials, by set-up the registration andmetering by-law under Lusaka Province.

Short Term(2015)

Mid Term(2020)

DEVELOPMENT STRATEGY FOR KAFUE RIVER WATER DEVELOPMENT

DEVELOPMENT STRATEGY FOR GROUNDWATER DEVELOPMENT

DEVELOPMENT STRATEGY FOR WATER SUPPLY DEVELOPMENT

DEVELOPMENT STRATEGY FOR WATER DISTRIBUTION DEVELOPMENT


2.6.2 Development Concept and Strategy for the Sewerage Sector

To improve the service level, financial concerns mainly on the billing strategy must be reconsidered. However, from an environmental point of view, so as not to contaminate the water sheds in Lusaka or affect the sanitary condition of the people, the capacity of the treatment plants must be improved immediately.

Rehabilitation works will be given priority to improve the capacity of the treatment plants. Expansion projects, which will cost more, will be done next. In line with the improvement of the plants, sewer lines must also be restored to their normal condition.


2-43

Table 2.6.2 Development Strategy for Sewerage Sector

- To prepare financial and organizationstructures for sustainableimplementation.

- To dissolve water related disease causeby sewerage.

- To treat all discharge water fromsupplied area.

-

-

-

-

-

-

Long Term(2030)

DEVELOPMENT CONCEPT

To prepare sufficient improvement anddevelopment plan.To set up sustainable financial andorganization structure.To maximize the utilization(rehabilitation) of the current assets.To acquire land for the future seweragetreatment plant.

To construct/expand Sewerage Treatment Plant, with sufficient capacity both fromfinancial and technical point of view.

To develop sufficient collecting sewer system, with priority on the financialfeasibility for both LWSC and users.

DEVELOPMENT STRATEGY

Short Term(2015)

Mid Term(2020)


2.6.3 Development Concept and Strategy for the Drainage Sector

The lack of sufficient information on topographic aspects such as contour data that are necessary to understand catchment and flow characteristics and on the actual condition of drainage facilities condition makes it difficult to prepare an improvement plan for the sector. These are basic data that are important for a thorough technical evaluation of the flood problems in Lusaka. Therefore, it is necessary to conduct an adequate survey, although it requires so much time and cost.

While waiting for the fundamental flood improvement (master) plan, urgent measures must be done immediately to mitigate the effects of serious flood problems.

Table 2.6.3 Development Strategy for Drainage Sector

- To reduce inundation period and mitigatethe damage by flooding.

- To dissolve serious flood damage. - To realize Lusaka with free flood.

-

-

-

To implement urgent measure to reducethe damage.To mitigate floods causes byurbanization.To prepare sufficient improvement plan.

-

Short Term(2015)

Mid Term(2020)

Long Term(2030)

DEVELOPMENT CONCEPT

DEVELOPMENT STRATEGYTo develop harmonize city drainage system, which may consists of minor/majordrain, retention/groundwater recharge pond, dewatering pumping station andstream/river normalization.


2.7 Development Road Map

2.7.1 Development Scenario for the Water Supply Sector

Production capacity will be developed stage-wise, based on the financial and management capability of LWSC. Considering Kafue River’s environmental issues, the water intake structure will be proposed for development to include future expansion capacity.

Public water supply services will continue to expand the supply area. Satellite supply system will be provided to areas with high water demand, separate from the current supply network.

The time schedule and capacity of stage-wise development scenario are summarized in the figure below. The service coverage ratio was based on the daily peak demand.


2-44

200,000

300,000

400,000

500,000

600,000

700,000

800,000

2007 2015 2020 2030year

Cap

acity

(m3/

d)

0%5%10%15%20%25%30%35%40%45%50%55%60%65%70%75%80%85%90%95%100%

Serv

ice

Cov

erag

e R

atio

Supply Demand Supply Capacity Service Ratio

Iolanda II Phase-1Q=50,000 m3/d

BH developmentQ=17,000 m3/d

Rehabilitationof Iolanda

Q=15,000 m3/d

Iolanda II Phase-2Q=100,000 m3/d

Iolanda IIIQ=250,000 m3/d

on-going project

on-going project

UFWReduction

UFWReduction


Figure 2.7.1 Production Capacity Development Scenario

In case the UFW reduction target cannot be reached, the supply capacity and coverage ratio will be very low as shown in the figure below. Therefore, UFW reduction must be implemented before any expansion of the production capacity is done to avoid wastage of treated water and the cost for its production and operation.

Comparison between with and without UFW Reduction

275,000

346,500

541,500

221,700

305,000

408,000

669,300

030,000

61,500 127,800

20%25%

35%

51%

70.4%71.9%74.7%

76.4%87.0%84.6%82.8%

0

100,000

200,000

300,000

400,000

500,000

600,000

700,000

800,000

2007 2015 2020 2030

year

Supp

ly V

olum

e (m

3/d

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

C

over

age

Rat

io

Supply Volume w/o UFW Reduction Supply Volume w/ UFW ReductionSupply Volume Balance UFW improvement targetCoverage ratio w/o UFW Reduction Coverage ratio w/ UFW Reduction

Source: JICA Study Team Figure 2.7.2 Supply Capacity with and without UFW Reduction


2-45

Service area expansion is a priority for the surrounding areas of the current service area due to the efficiency of pipeline network. However, industrial development in the Kafue district and the northern part of the airport will take precedence for the economic development of Lusaka City. The development scenario of the distribution system is shown in Figure 2.7.3.

In particular, the short-term development plan should consider distribution to UUSs. It is estimated that the gap against the water demand will become around -22L/capita/day or -25,000 m3/day in total in these areas. For some of these areas, the distribution pipeline expansion from the LWSC bulk water supply system is needed with the construction of communal tap stands, but for the areas where a water trust exists, the following connection system is proposed, taking into account of the effective utilization of the assets.

M

Existing Tank

ExistingDistribution Pipe

Exist ing Borehole

Proposed Connectionfrom LWSC System

ExistingDistribution Pipe

Existing Borehole

Exist ing Tank

Meter

LWSCOperation

Water TrustOperation


Figure 2.7.4 Proposed Connection to Water Trust System

In this system, LWSC collects revenues from the water trust based on a bulk meter reading. The water trust, on the other hand, collects tariff from its customers based on the tariff system.

2.7.2 Development Scenario for the Sewerage Sector

Considering the characteristic of the sewer lines wherein sewage flows mainly by

Current Supplied AreaFocused ExpansionSupplied Area by 2015

MFEZ

Chongwe ST

Focused ExpansionSupplied Area by 2020Focused ExpansionSupplied Area by 2030

LEGEND

Source: JICA Study Team Figure 2.7.3 Distribution System Development

Scenario


2-46

gravity, not all of the city’s area can be covered by the sewerage system. The figure below shows the time schedule and capacity of new plants for a stage-wise development to meet service target area demand.

0

100,000

200,000

300,000

400,000

2007 2015 2020 2030year

Cap

acity

(m3/

d)

0%

5%

10%

15%

20%

25%

30%

35%

40%

45%

50%

(Cov

erag

e R

atio

)

Service Target Area Demand Autonomic Area DemandOn-site Treatment Area Demand Total Sewerage DemandService Ratio

Plant ExtensionChelstone: Q=+5,000 m3/dWestern: Q=+9,100 m3/dNew PlantKaunda Sq. II: Q=+10,000 m3/d

Plant ExtensionManchinchi: Q=+36,000 m3/dKaunda Square.: Q=+3,600 m3/d

New PlantKaunda Sq. III: Q=+10,000 m3/d


Figure 2.7.5 Treatment Capacity Development Scenario

The service target area and stage-wise development scenarios are illustrated in the figure below.

Western

Ngwerere

KaundaSquare

Chelstone

Manchinchi

Existing Coverage Area 2015 Coverage Area2020 Coverage Area2030 Coverage AreaTreatment Plant

Basin Boundary

LEGEND

Autonomic Area

On-site Treatment Area

Western

Ngwerere

KaundaSquare

Chelstone

Manchinchi

Service Target Area

Treatment PlantBasin Boundary

LEGEND

Autonomic AreaOn-site Treatment Area


Figure 2.7.6 Sewerage Service Target Area and Sewer System Development Scenario

2.7.3 Development Scenario for the Drainage Sector

Fundamental improvements of the flood problems require the preparation of a responsive drainage master plan, which is based on an adequate topographic map showing the contours of the land and on the results of the inventory survey on related drainage facilities. The surveys both for the topographic and inventory will take at least one year to complete; thereafter, the preparation of the master plan can be done within a minimum of 12 months.


2-47

During the conduct of the drainage master plan, urgent improvement measures must be done to mitigate the floods and damages to properties. The urgent measures will include: i) procurement of mobile pumping stations, and ii) rehabilitation of existing facilities, especially the excavation of the streams to bring back discharge capacities to its original condition.

Procurement of MobilePumping Stations

Rehabilitation of ExistingFacilities

Preparation of the Master Plan

Urg

ent M

easu

res

FundamentalImprovement

MeasuresPreparation of the Master Plan

Source: JICA Study Team Figure 2.7.7 Drainage System Development Scenario

A

A B

BC

Priority Streams for RehabilitationA Chunga streamB Ngwerere streamC Chalimbana streamPriority Area for Facilities Rehabilitation Existing drain facilities rehabilitation Mobile pumps or additional channel development may also required

Source: JICA Study Team Figure 2.7.8 Proposed Priority Improvement Areas and its Methods

2.8 Approaches and Challenges of the Water Sub-Program

2.8.1 Master Programs

The necessary programs and projects to improve water-related issues can be categorized into four major sectors as indicated below.

1. Water Resources Sector Development and Conservation;

2. Water Supply Sector Development;

3. Sewerage Sector Development; and

4. Drainage Sector Development.

It should be noted that, water issues directly related to agriculture is not included in this study due to the need for further comprehensive groundwater examination to determine exact and sufficient development sites and their capacities.


2-48

To achieve the development targets and goals, a huge number of programs and projects need to be conducted. The programs and projects that were considered and selected are summarized in Table 2.8.2.

2.8.2 Implementation Sequence

The programs and projects included in the list cannot be implemented at once, not only due to the financial issues, but also because of technical aspects. The recommended implementation sequence is summarized in Figure 2.8.1.

2.8.3 Priority Programs and Projects

The short-term priority programs and projects, were evaluated by considering the following: i) technical difficulties, ii) resettlement issues, iii) environmental impact, iv) economic impact, and v) relevance. The results of the evaluation are shown in the following table.

Table 2.8.1 Evaluation of the Priority Projects and Programs

Code Project Title Project Outline Cost(USD Mil.)

TechnicalDifficulty

Resett-lement

Env.Impacts

EconomicImpacts Relevance Priority

WR-1 Acquisition of Kafue River Water RightAcquire additional water right (min. 430,000m3) to meets 2030 demand.

Admiin.Fee H H H H H YES

WR-3 Study on Comprehensive Groundwater Management Program

Investigate and analyze groundwater aquifers for sustainable development. 3 M H H L H YES

WR-4 Establishment of Groundwater Level Observation Network

Installation of monitoring wells.1 M M H L M NO

WR-5 Development of New Sufficient Groundwater

Construct sufficient boreholes for water supply and urban agriculture. 31 L M L H M NO

WR-6 Ordinance on Registration of Industrial/Commercial Wells

Prepare by-law to register large capacity wells for groundwater management. None H H H H M YES

WS-1 Improvement of UFWEstablish DMA, fixing physical losses, prepare sufficient billing system. 1 M H H H H YES

WS-2 Development of Iolanda-II Phase-1 Water Works

Newly construction of intake, treatment plant and transmission pipeline. 85 H H H H H YES

WS-3 Improvement and Expansion of Distribution System

Installation of new pipes and replacement of old pipes. 40 H M H H H YES

SW-1 Remaining Rehabilitation of Existing Facilities

Rehabilitation of existing facilities and expansion of the sewer line. 24 M M H M H YES

DR-1 Provision of Mobile Pumping Station as as urgent measure

Purchase mobile pumping stations.4 H H H H H YES

DR-2 Urgent Rehabilitation of Existing Facilities

Rehabilitation of drains, culverts, pipes and excavation of the streams. 4 H H H H H YES

DR-3 Comprehensive Drainage Master Plan Study

Surveys and study for drainage improvement of overall Lusaka City. 4 M H H H H YES

Source: JICA Study Team Rating: H=High, M=Medium, L=Low


2-49

No

Proj

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Sho

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Pri

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Pro

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s and

Pro

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s

Sour

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Stu

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2-50

Sector

Floo

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Riv

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Impr

ovem

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Programs/Projects

Wat

er R

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Wat

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uppl

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Legend: On-Going Project Proposed Procedure Proposed StudyProposed ProgramProposed Project

Water Sector Performance Improvement Project

1. BD/DD for rehabilitation works2. Partial rehabilitation works

3. FS/DD for new system

Iolanda-IIWater Works

WS-2

Improvement and Expansionof Distribution System

WS-3

Reduction of UFWWS-1

Acquisition ofKafue River water right

(+430,000 m3/d for 2030)

WR-1

Expansion ofDistribution System

WS-5

New SewerageTreatment Plant

SW-4

Expansion of Sewer SystemSW-5

Expansion of Iolanda-IIWater Works

WS-4

Comprehensive DrainageMaster Plan Study

DR-3

Groundwater Charge/Taxationfor Industrial/Commercial Wells

WR-8

Improvement of Groundwater Recharge SystemWR-7

Improvement of River and Drainage SystemDR-4

Provision of Mobile Pumping Station as as urgent measure

DR-1

Ordinance on Registration of Industrial/Commercial Wells

WR-6

Comprehensive Groundwater Management Program

WR-3

Development of New Sufficient GroundwaterWR-5

GroundwaterObservation Network

WR-4

Kafue River Integrated Management Program

WR-2Water Resources Management Bill

Urgent Rehabilitation of Existing FacilitiesDR-2

Water Sector Performance Improvement

Project .

Treatment PlantCapacity Expansion

SW-2

Remaining Rehabilitation of Existing FacilitiesSW-1

Expansion of Sewer SystemSW-3

Expansion ofDistribution System

WS-7

Iolanda-IIIWater Works

WS-6


Figure 2.8.1 Implementation Sequence for Water Resources and Water Supply Sectors

2.8.4 Challenges of the Water Sub-Program

There are several big challenges to improve and develop the water sub-program, which includes groundwater, surface water, water supply, sewerage, and drainage sectors. The most serious challenges are the financial issues.

The summary of the overall required investments for the water sub-program is shown in the table below.


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Table 2.8.3 Summary of Required Investments Unit: USD million

Area Until 2015 2016-2020 2021-2030 TOTAL 1. Water Resources Sector 10 17 20 47 2. Water Supply Sector 128 228 490 846 3. Sewerage Sector 24 69 40 133 4. Drainage Sector 12 n.a. n.a. 12 TOTAL 174 314 550 1,038

Source: JICA Study Team Note: excluding current water supply and sewerage projects funded by the World Bank (USD 23 million).

Water resources, water supply and sewerage sectors will be implemented by LWSC, and the drainage sector, by LCC. LWSC has its own income which comes mainly from the water tariff; however, the drainage sector will be purely governmental or public-financed project.

2.9 Institutional Development of LWSC

2.9.1 Organizational Structure of LWSC

Lusaka Water and Sewerage Company (LWSC) provides water supply and sewerage services to the City of Lusaka. LWSC was first registered in 1988 under the Companies Act and started operations in 1990. It had its beginnings as a water and sewerage department of the Lusaka City Council (LCC) had the responsibility to provide water supply and sewerage services. LWSC leased assets from LCC, which is currently the sole shareholder of LWSC. In early 2003, LWSC was transformed into a commercial utility as assets were transferred into the utility. The administrative organization structure of LWSC is outlined as shown in the following figure.

Director ofEngineering

Director of Admin. &Legal Services

Director ofFinance

Director ofCommercial Services

Audit ServicesManager

Information Tech.Manager

Exec.Secretary

Audit Committee

P. R.Manager

Managing Director

Board Directors

Share Holders (LCC)

Source: LWSC

Figure 2.9.1 LWSC Administrative Organization Structure

There are four directorates under the Managing Director of LWSC. The Directorate of Engineering has duties on technical management such as project planning and supervising, and operation and maintenance of water supply and sewerage facilities. The organization chart of the Directorate of Engineering is shown in the following figure.


2-52

Maintenance Dept.

Director Engineering

Sewerage ServicesDept.Water Supply Dept.

Technical ServicesDept.

Scientific ServicesDept.

PlanningSection

MechanicalSection

InstrumentSection

ProjectImplementation Unit

WaterAuditingSection

Mapping &Draughting

Section

DesigningSection

KafueSection

LusakaSection

SewerageSection

SewerNetworkSection

SewerageT. P.

Section

KafueSection

LusakaSection

Source: LWSC

Figure 2.9.2 Organization Chart - Directorate of Engineering

The Water Supply Department and Sewerage Department are in charge of plant operations and network facilities for water supply and sewerage respectively, while the Maintenance Department carries out maintenance works. Water quality for both potable water and wastewater is tested and monitored by the Scientific Department. The Technical Services Department’s duty is to expand water distribution networks, install meters and monitor UFW in cooperation with the other related departments and units. The Project Implementation Unit has roles and responsibilities in the areas of planning, designing and supervising large-scale projects, and acting as the focal point with respect to communicating with donors. In 2007, the total number of staff of LWSC is approximately 750 including workers.

There are community-based water schemes in Lusaka other than the LWSC, such as the Water Trust. A water trust is established under the approval of the LCC and is registered by the NWASCO. A typical organization structure of a water trust is shown in the following figure.

Board of Trustees

Scheme Manager

Financial Manager Technical Manager

Accountant Plumber Pump Operator Tap Attentant

Management Team

Source: LCC Figure 2.9.3 Typical Organization Chart of Water Trust

The Board of Trustees acts as the decision maker for water supply management and audits and supervises the activities of the management team. The members of the board are selected from the LCC, the LWSC, the Ward Development Committee, and the community-based organizations. LWSC does not directly supervise the activities of the Water Trust, but normally a staff of Peri-Urban Department under the Directorate of Commercial Services of LWSC becomes a member of Water Trust.

2.9.2 Water Tariff of LWSC Service

The trend in the water tariff in recent years is shown in the following table. The water tariff was raised twice since 2006. However, only 70% of operation and maintenance cost was covered by the collected tariff starting in 2006. Thus, a new tariff has been set up and applied starting in June 2008.


2-53

Table 2.9.1 Water Tariff for LWSC (Unit: ZMK/m3)

Category June 2008 From 2006 Before 2006 DOMESTIC CUSTOMERS (1) Metered customers (ZMK/m3)

0-6 m3 1,400 1,000 600 6-30 m3 1,550 1,200 750 30-100 m3 1,700 1,500 900 100-170 m3 2,150 1,900 1,700 > 170 m3 2,650 2,200 1,900

(2) Un-metered customers (ZMK/month)

Low-cost households (HH) 45,600 34,800 21,600 Medium-cost HH 88,100 72,300 44,100 High-cost HH 196,406 172,806 115,606 Communal taps 8,000 6,000 3,000

INDUSTRIAL AND COMMERCIAL CUSTOMERS (1) Metered connections (ZMK/m3)

0-30 m3 1,900 1,500 800 30-170 m3 3,080 2,520 1,800 >170 m3 3,600 2,800 2,000

(2) Un-metered connections (ZMK/month)

Assessed 0-30 m3 All metered 54,000 Assessed 30-170 m3 All metered 180,000 Assessed >170 m3 All metered 384,000 George complex (ZMK/month) 6,000 6,000 5,000

SEWERAGE (1) Domestic 30% of water bill (2) Others 45% of water bill

Source: LWSC

2.9.3 Financial Status of LWSC

LWSC has been operating under the sole ownership of LCC as one of the Commercial Utilities licensed by National Water Supply and Sanitation Council (NWASCO) and NWASCO; LWSC is assumed to be responsible for its financial self-sustainability. Therefore, credit of on-going World Bank project (WSPIP) is on-lent from GRZ to LWSC and is reflected in LWSC’s balance sheets.

The proposed investments funded by ODA loan in this master plan are assuming the same arrangement as WSPIP. Therefore, examining the financial viability of LWSC from a long-term perspective would be crucial in further studies and analyses for project preparation. Preliminary analysis based on the recent financial performance of LWSC is shown below.

(1) Operational Profitability

Despite observed improvements, LWSC has been recording operational losses between 2003 and 2007, resulting at ZMK 1.0 billion in 2007. The largest portion of the operating costs is shared by staff cost (around 50%) and electricity (around 25%).


2-54

Table 2.9.2 Revenue and Costs of LWSC (2003-2007)

2003 2004 2005 2006 2007(mil ZMK)Water and Sewerage Revenue 32,740 38,207 45,608 64,971 78,355Operating Costs and Depreciation 42,389 54,719 51,400 71,564 79,387

of which Operating Costs 39,978 45,598 42,856 62,516 69,607of which Depreciation & Amortization 2,411 9,121 8,544 9,048 9,780

(9,649) (16,512) (5,792) (6,593) (1,032)

Year

Core Operational Profit: EBIT (& before extraordinary items) EBIT: Earnings before Interest and Taxes Source: LWSC

NWASCO sets up the benchmark for O&M cost coverage rate as shown in the following table. Although LWSC’s financial status is improving, its 2007 performance was still unacceptable. Therefore, the water tariff was increased in June 2008 to bring the status to normal.

Table 2.9.3 Benchmark for O&M Cost Coverage Rate

Good Acceptable Unacceptable Over 150% 100%-150% Under 100%

Source: NWASCO

(2) Net Profitability

Despite its huge operational deficit, LWSC recorded a net profit of ZMK 1.4 billion in 2003 because GRZ executed various grants and debt swaps (about ZMK 30 billion) to write off LWSC’s debt to ZESCO, its main creditor, from 2002 to 2004. However, the net profit drastically deteriorated with a recorded net loss of ZMK 7.3 billion in 2005; some improvement was, however, recorded when there was only ZMK 2.7 billion net loss in 2007. As shown in the figure below, the improvement of operational losses in last two years (from ZMK 6.6 billion to ZMK 1.0 billion) contributed to the net profitability gain; however, net surplus has not been realized yet.

-9.6

-16.5

-5.8-6.6

-1.0

1.4

-4.2

-7.3

-5.7

-2.7

-18

-16

-14

-12

-10

-8

-6

-4

-2

0

2

2003 2004 2005 2006 2007

billi

on Z

MK

Core Operational Profit

Net Profit

Source: LWSC

Figure 2.9.4 Core Operational Profit and Net Profit of LWSC (2003-2007)

(3) Debt

As of the end of 2007, LWSC’s liabilities with interest are as shown in the following table. There was a large amount of debt (about ZMK 97 billion) from its infrastructure investment executed in 2003 that was funded by loans and credits extended to GRZ by the African Development Bank in 1989. In 2006, GRZ agreed to convert the debt into


2-55

equity and the transaction is reflected in LWSC’s financial statements in 2007.

Table 2.9.4 LWSC Interest-Bearing Liabilities

ZMK millionLong-term 12,944

World Bank: WSPIP (on-going) 10,448ZAMCO Loan Facility 2,496

Short-term loans 263

26,151

Item

Total Source: LWSC

(4) Liquidity

LWSC’s current ratio in 2003 was 0.91. This means its current liabilities exceeded the current assets and the company’s financial viability could be regarded as doubtful. Currently, in 2007, the ratio improved to 1.47, but LWSC’s liquidity level is not at a sufficient level because of high UFW and a low revenue collection rate, both of which require utmost attention.

(5) Value of LWSC

Accumulating net losses recently had been eroding shareholders reserves of LWSC, resulting in its negative reserves in equity in 2005 and 2006. The debt-equity conversion by GRZ in 2007 ended this negative situation, but the more fundamental solution would be to increase net profits through operational improvements.

2.9.4 Evaluation of LWSC Financial and Administrative Status

The following table shows the financial and administrative status of LWSC for the last five years by major indicators.

Table 2.9.5 LWSC Selected Efficiency Indicators (2003-2007)

Indicators 2003 2004 2005 2006 2007 UFW (%) 58 56 55 51 51 Meter Ratio (%) 39 42 36 44 42 Collection Ratio (%) 80 79 79 74 91 Debtor Days 125 407 398 345 290 Receivables Turnover Ratio 2.9 0.9 0.9 1.1 1.3 Staff per 1,000 Connections 13.6 14.3 11.5 14.8 14.6 Coverage of O&M Costs 78% 85% 88% 88% 99%

Source: LWSC

(1) Administrative/Commercial Loss

Apart from the reduction of real losses through investments in the physical infrastructure of the water network, administrative/commercial loss reduction is an essential measure to improve LWSC’s financial efficiency in terms of cash flow and profitability. LWSC’s current major undertakings for commercial loss reduction are; i) registration of unregistered customers, and ii) metering ratio improvement by installing new meters.

(2) Revenue Collection

Revenue collection ratio has been improved, but receivables turnover is low at 1.3. Debtor days, measuring how quickly cash is collected from customers, is still very long at 290 days. Combined with the commercial loss issues, the customer relations

CHAPTER-3

LIVING ENVIRONMENT IMPROVEMENT

The Study on Comprehensive Urban Development Plan Final Report for the City of Lusaka in the Republic of Zambia Volume II-Chapter 3 Living Environment Improvement

3-1

CHAPTER-3 LIVING ENVIRONMENT IMPROVEMENT

3.1 Introduction

(1) Definition of Urban Settlement of Lusaka

In the Lusaka district, there are two categories of residential areas: Unplanned Urban Settlement (UUS) which is habitually called compound or peri-urban, and Planned Urban Settlement (PUS) which is called conventional area or housing area. The UUS is an area where the MLGH recognized it as squatter area or declared/legalized it as Improvement Area based on the Statutory and Improvement Areas Act 1974, while the PUS was built on authorized housing areas.

(2) Characteristics of Living Environment in Lusaka

The household interview survey on infrastructure facilities and public services was conducted in line with the traffic survey in order to assess the development needs of those facilities and services from the residents’ viewpoint. On the other hand, the community profile survey was conducted to grasp the present situation of settlements in the Lusaka district and Chilanga Township of the Kafue district. According to these surveys, there are no significant differences between the UUS and the PUS in terms of the physical environment. But there are substantial needs for the improvement of infrastructure facilities and public services in both the PUS and UUS, especially water supply, feeder roads, and healthcare.

3.2 Current Status of Living Environment of Lusaka

3.2.1 Socio-economic Inequality

(1) Property Status of Residential Areas

The residential status of the PUS and the UUS are also similar as shown in the following figure. Fifty four percent of the residents in the PUS are own their homes while 39% are tenants of private landlords. On the other hand, the residents in the UUS are equally divided into two groups: home ownership and tenants of private landlords.

Source: Household Interview Survey of PT Survey by JICA Study Team

Figure 3.2.1 Residential Status in PUS and UUS

The rental housing cost against household income in several settlements is shown in the following figure.

Planned Urban Settlement

Owned54%

Rented from PublicLandlord

1%

Rented from PrivateLandlord

39%

Free Housing4%

Uncertain0%Others

2%N.A.0%

Unplanned Urban Settlement

Rented fromPrivate Landlord

47%

Others0%

Uncertain0%

Free Housing1%

N.A.1%

Rented fromPublic Landlord

1%

Owned50%


3-2

Table 3.2.1 Rental Housing Cost against Household Income

(ZMK) (US$) (ZMK) (US$)Kabulonga 3,089,000 813 5,679,000 1,494 54.4% 681 Olympia 1,983,000 522 5,451,000 1,434 36.4% 912 Rhodes Park 1,498,000 394 3,584,000 943 41.8% 549 Kabuwata 1,077,000 283 2,117,000 557 50.8% 274 Kamuwala 633,000 167 2,935,000 772 21.6% 605 Kaunda Sq. 399,000 105 1,078,000 284 37.0% 179 Matero 250,000 66 417,000 110 60.0% 44 Mtendere 230,000 61 671,000 177 34.5% 116 Mandevu 140,000 37 321,000 84 44.0% 47 New Kanyama 114,000 30 n.a n.a n.a n.aKalingalinga 287,000 76 523,000 138 55.1% 62 Jack 225,000 59 904,000 238 24.8% 179 N'gombe (Old) 208,000 55 706,000 186 29.6% 131 Garden 161,000 42 395,000 104 40.4% 62 Bauleni 141,000 37 345,000 91 40.7% 54 John Laing 134,000 35 348,000 92 38.0% 57 Chibolya 133,000 35 348,000 92 38.0% 57 George 131,000 34 377,000 99 34.3% 65 N'gombe (Ext) 121,000 32 n.a n.a n.a n.aChainda 105,000 28 324,000 85 32.9% 57 Kanyama 76,000 20 258,000 68 29.4% 48

Plan

ned

Urb

an S

ettle

men

tU

npla

nned

Urb

an S

ettle

men

t

(House rentexp.)/(Income)

(%)

(Income)-(house rent

exp.) ($)

SettlementStatus

SettlementAverage Monthly House

Rent ExpenditureAverage Monthly HH

Income


The overall house rent in the UUS is less than the rent in the PUS. The house rent in densely built-up settlements in the PUS such as Mandevu and New Kanyama is similar level of the UUS. Households in the most of the settlements in the UUS and the densely built-up settlements in the PUS spend 30%-60% of their income for housing rent. Around USD50 is left for other household expenses.

(2) Occupation

The occupations of Lusaka district residents are composed mainly of the following: student, housewife, business man/woman, jobless and others (supposedly classified into informal sector) as shown in the following figures. Students in higher education in the PUS at a ratio of over 10%, is double the ratio in the UUS (only 5%). Also, there are more officials of Government/ public organizations in the PUS compared to the UUS.


Figure 3.2.2 Occupation by Sex in the Urban Settlements

0% 5% 10% 15% 20% 25% 30%

Officials of Government /Public Organization

Business Man/Woman

Craftsman, Skilled worker

Clinical Worker

Service Worker, Shop, Market Worker

Farmer, Forestry Worker, Fisherman

Trader, Related Worker

Plant & Machine Operator, Assembler

Labor, Casual Worker

(Driver (truck, taxi, bus

Teacher, Professor

Military, Police, Security

(Student (Elementary

(.Student (H.S. & Univ

Housewife

Jobless

Others

N/A

Male Female0%5%10%15%20%25%30%

UUS PUS


3-3

3.2.2 Deficient Basic Public Services

According to the results of the household interview survey (Oct.-Dec. 2007 JICA Study Team), there are no remarkable differences between the PUS and UUS in terms of physical environment such as road, drainage, and water supply. But the results of the survey indicate that the improvement of water supply, feeder roads and healthcare are the top priority of the respondents.

(1) Poor Urban Services based on Household Interview Survey

Among the infrastructure facilities and public services, park/green, open space, community center, feeder road and drainage are common and have been assessed as in poor condition, both in the PUS and the UUS.

It is remarkable that sewage disposal in the UUS is assessed as in poor condition by approximately 90% of the residents. The main road, electricity and education were assessed as relatively in good condition in the PUS, while over half of the residents in the UUS judged these as in bad condition. In general, the conditions of infrastructure facilities and public services in the UUS are poorer compared to those in the PUS.

The conditions of the infrastructure facilities and public services in the settlements were assessed by the residents, and the results are shown in the following figures.

0%

20%

40%

60%

80%

100%

Main

Roa

d

Feed

er R

oad

Drain

age

Water S

upply

Sewag

e Disp

osal

Elec

tricit

y

Educ

ation

Healt

hcare

Commun

ity C

ente

r

Open Sp

ace

Park/G

reen

Neigh

borhoo

d Mar

ket

Very Good

Good

Fair

Bad

Too Bad


Figure 3.2.3 Assessment of Infrastructure and Public Services by Residents of PUS


3-4

0%

20%

40%

60%

80%

100%

Main

Roa

dFe

eder

Roa

dDr

ainag

eWater S

upply

Sewag

e Disp

osal

Elec

tricit

yEd

ucation

Healt

hcar

e

Commun

ity C

ente

rOpe

n Sp

ace

Park

/Green

Neigh

borhoo

d Mar

ket

Very Good

Good

Fair

Bad

Too Bad


Figure 3.2.4 Assessment of Infrastructure and Public Services by the Residents of UUS

Improvement needs of infrastructure facilities and public services were also examined in the household interview survey. The improvement needs of infrastructure facilities and public services in the PUS and the UUS show a similar trend. Although the conditions of park/green, open space and community center were assessed as worse compared to the others, the top three priorities both in the PUS and the UUS concern improvements on water supply, feeder roads and healthcare. After these top three priorities, improvement of the drainage, the main road, education, healthcare and neighborhood market were prioritized but in different orders between the PUS and the UUS. The improvement needs in the main road and education in the UUS are higher than the needs in the PUS.

0

20

40

60

80

Main Ro

adFe

eder

Roa

dDr

aina

geWater

Sup

ply

Sewag

e Dispo

sal

Elec

tricity

Educ

ation

Health

care

Com

mun

ity C

ente

rOpe

n Sp

ace

Park

/Gre

en

Neighb

orho

od M

arke

t

Perc

ent

by M

ult

iple

(3)

Sele

cti

on

Planned Urban Settlement Unplanned Urban Settlement

Source: Household Interview Survey of PT Survey by JICA Study Team Figure 3.2.5 Improvement Needs of Infrastructure and Public Services


3-5

(2) Findings of Community Profile Survey

From the results of Community Profile Survey conducted in September and October, 2007, water is the most urgent need both in the UUS and the PUS, although the detailed needs are different. The road sector is ranked as third both in the UUS and the PUS. In the UUS, a lot of major roads are heavily damaged, but the same road condition occurs only on just a lot of paths in the PUS. The second priority, however, shows an apparent difference between the UUS and the PUS. In the case of the UUS, its urgent needs are in the health sector, but for the PUS, the needs are focused on street lights. The survey results indicate that the needs in the UUS are focused on basic infrastructure and basic human needs.

Urgent Needs 10 20 30WaterRoadHealthEmploymentDrainageRecreational facilityStreet lightSecurityPolice postHigh schoolTraining facilityGarbage collectionMarketBasic schoolsToiletElectricityFundLiteracyBus stopSanitationFamiliy planningPost officeBankPublic transportSupport for children and the widowsHigh densityHungerBusiness and management skillCapacity buildingCommunity HallBridgeShopping complex

UUS Mix Conventional

9 10 128 8 108 10 78 7 2

5 2 95 3 6

2 103 1 63 3 3

4 2 24 2 2

1 1 5

3 2 1

3 1 11 11 1

222

11

1111

111

1

34

1

1

Source: Result of the Survey

Figure 3.2.6 Urgent Needs by Community Profile Survey

Complaints were raised involving the lack of employment opportunities. This is not the case as members, who stay near farms and factories, explained an advantage they had for employment such as in Munkolo ward known as firming area, and in Lilayi ward near Chilanga Cement Ltd. In the statistics, the unemployment rate in Lusaka Province was 21 percent, the second highest to Copperbelt Province, while the average in all of Zambia was 9% (Living Conditions Monitoring Survey Report, 2004).

The comments of the people regarding infrastructure facilities and public services that were collected from the community profile survey are summarized in the following box.

Fetching water from Community Tap

Road without proper drainage


3-6

Box: People’s comments; their needs

From Community Profile Survey ~ Water Problem ~ ‘‘In the dry season, we suffer from shortage of water. My wife has to go to the neighbor’s compound to fetch water. This is hard.’’ ‘‘In the rainy season when it rains hard, the bridge is broken, and water level rises up to men’s chest. So, children sometimes drown. This might be due to bad drainage system, or river flow.’’ ‘‘People in poor areas cannot access safe water, and they fetch water from broken pipes, as there is no need to pay. ’’ ~Road Problem ~ ‘‘It is hard to send family members or neighbors to clinic. We have to take them on wheelbarrow, as we have no cars, and the road is heavily damaged, and has a lot of bumps, and a lot of holes. This situation is really pitiful and dangerous especially to pregnant women.’’ ~Health Problem ~ ‘‘The number of clinics is not enough compared to the population size. Besides, patients have to wait outside of the clinic for a long time to be treated. The number of staff is not enough for the number of patients.’’ ~Settlement Upgrading Problem ~ ‘‘At the moment, this compound is not yet finished. People are just starting to construct houses, and they do not pay any taxes. So, people do not get water taps and there is no clinic. People go to a neighboring compound to fetch water. Their houses look nice but they have no infrastructure services.’’

(3) Current Water Supply Condition

A total of 15,693 households, which is equivalent to 5.9% of the peri-urban area of Lusaka District, have their own individual water supply connections, while the remaining 250,811 households still depend on non-individual connections, which consist of communal taps, kiosks, and hand pumps with a total of 1,038 connections.

On the average, a total of 246 households belong to one non-individual connection. There are differences as to the type of the connection whether as communal tap or hand pump because of the supply capacity. Considering the operation and the length of time necessary to fill water containers, the number of non-individual connections is still few compared to the demand. Therefore, as identified in the community profile survey, seven out of 14 UUS requested water supply as a major improvement need.

Further, based on the results of the community profile survey, there is no particular problem regarding connections in residential areas, except during the dry season when water supply is occasionally cut off.

Table 3.2.2 Number of Non-Individual Water Supply Connections in UUS in Lusaka District

Non-individual connection

Communal Tap Public Tap Kiosk Hand Pump Total

Functioning Number 87 260 679 12 100 %

(%) 8.4 % 25.0 % 65.4 % 1.2 % 100 % Source: Survey result from NWASCO and GTZ, 2005


3-7

(4) Sanitation: Toilet Facility

About 92.7% of the people in UUS depend on pit latrine, compared to 44.6% of the people in residential areas. There is also an apparent difference in the use of flush toilets: only 7.3% in the UUS area but 55.4% in the residential area.

Maintenance problems exist in communal toilets (41.2% in UUS and 26.8% in residential area). Pit latrines, which are located in frequently inundated areas often face sanitary problems such as disease outbreak due to the overflow of human waste whenever there is flooding.

Table 3.2.3 Type of Toilet Used in UUS and Residential Area

Area Own pit latrine Communal pit latrine

Own flush toilet

Communal flush toilet Total

UUS area 54.2% 38.5% 4.6% 2.7% 100 % Residential area 23.9% 20.7% 49.3% 6.1% 100 %

Source: Result from Community Profile Survey, LUSEED 2007

3.2.3 Substandard Housing and High-Density Settlement

Table 3.2.4 shows the distribution of households by type of dwellings at the national level, in rural and urban areas, and in Lusaka province. The most common type of housing occupied by households in Lusaka province was detached house at 50%, while traditional housing was still predominant at the national level at 64% of the households. It is assumed that detached house, semi-detached house and flat/apartment/multi-unit are predominant in the urban area. However, the ratio of traditional housing in urban low cost area is relatively high at the rate of 27%.

Table 3.2.4 Distribution of Households by Type of Dwelling Kind of Dwelling (%)

TraditionalHut

ImprovedTraditional

House

DetachedHouse

Flat/Appartment/ Multi-unit

Semi-detached

House

ServantsQuarters

OtherDwelling

All

All Zambia 45.5 18.7 24.5 5.3 4.3 1.0 0.8 100 2,110,640Rural 68.5 22.5 6.6 0.9 0.7 0.2 0.6 100 1,288,064Urban 8.9 12.7 52.9 12.3 9.9 2.4 1.0 100 822,575Urban Low Cost 11.1 15.8 47.7 13.3 10.4 1.0 0.7 100 593,484Urban Medium Cost 2.4 5.5 71.4 6.9 9.5 3.1 1.2 100 143,394Urban High Cost 3.9 2.9 59.2 14.1 6.7 11.0 2.2 100 85,697Lusaka Province 6.4 6.8 49.6 24.6 10.2 2.0 0.4 100 309,949

AreaTotal

Number ofHouseholds

Source: Living Conditions Monitoring Survey Report 2004, CSO

Lusaka district is faced with a critical shortage of housing due mainly to rapid population growth, rural-urban migration, lack of adequate housing supply system, scarcity of habitable land with public services, skyrocketing cost of building materials, lack of an effective system of housing finance at affordable interest rates, inadequate land titling and so on. As a result, the low income group is forced to live in overcrowded dwellings in unplanned settlements. In terms of floor area per head, there is a wide gap between residents of the PUS and the UUS as shown in the following table.

Table 3.2.5 General Features of Housing in Typical Settlements

Average Floor Area Floor Area per Head

(m2) (m2/head)Mandevu PUS 126 12.4Matero PUS 107 13.2Chaisa UUS 106 5.7Chipata UUS 94 8.1Garden UUS 109 7.4George UUS 90 8.3Kalingalinga UUS 123 6.5

Settlement Status



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The range of floor area per head of typical settlements in the UUS is from 5.7 to 8.3 m2 in the UUS, while the floor areas in Mandevu and Matero of the PUS are at 12.4 m2 and 13.2 m2 respectively.

3.2.4 Fragile Legal Status of Residents

Table 3.2.6 shows the distribution of households by tenancy status, by national level, rural area, urban areas and Lusaka province. The most common type of tenancy status at the national level was home ownership at the rate of 73%, while rental housing was predominant in Lusaka province at the rate of 49%.

Table 3.2.6 Distribution of Households by Tenancy Status Basis of Occupation (%)

OwnerOccupied

Rented fromInstitution

Rented fromPrivate Landlord

FreeHousing

Other All

All Zambia 73.3 1.7 16.3 8.6 0.1 100 2,110,640Rural 89.8 0.9 1.4 7.9 0.1 100 1,288,064Urban 47.0 3.0 40.0 9.8 0.2 100 822,575Urban Low Cost 48.3 1.7 42.8 7.0 0.2 100 593,484Urban Medium Cost 47.0 5.4 32.1 15.3 0.2 100 143,394Urban High Cost 38.2 7.8 33.2 20.8 0.0 100 85,697Lusaka Province 37.2 1.4 47.3 14.0 0.1 100 309,949

AreaTotal Numberof Households

Source: Living Conditions Monitoring Survey Report 2004, CSO

3.2.5 Urban Sprawl Trend and Settlement Pattern

(1) Urbanization Trend and Settlement Pattern

Urban sprawl has been generated mainly by three types of housing developments namely, i) public subdivisions by LCC predominantly during the period 1970-2000, ii) rapid increase in UUSs in association with illegal spillover during the period 1970-2000, and iii) increasing private sector real estate developments in recent months beyond the Lusaka District boundary. The following figure shows the locations of the new towns, subdivisions by the LCC, and the NHA housing project sites.

Ndeke Village

International Airport

Lilayi

Kwamwena

Meanwood Avondale

Vorna Valley

Salama

: LCC Subdivision (Completed)

: NHA Housing (Completed): LCC Subdivision (Under Development)

: New Town (Under Development)

Bauleni Overspill

Woodland Extention

Libala South

Kamuwala South

New Kanyama

Chalala


Figure 3.2.7 Locations of New Towns, Subdivisions by LCC, and NHA Housing Projects


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(2) LCC Subdivision in Peri-urban Area

LCC was the major owner of residential units before the release of council houses. Accordingly, LCC has not managed any council houses because all the council houses have been released to the tenants already. LCC’s only engagement relating to housing development is in development schemes which subdivide housing lots in public lands based on prepared layout plans.

According to the LCC, the aim of a development scheme is to subdivide housing lots to all citizens, while the aim of site and service is to subdivide housing lots for low- income groups. At present, there are six sites for the development schemes namely, Chalala, South of Woodlands Extension, Kamwala South, Libala South, Bauleni Overspill, and New Kanyama. The following figure shows the outlines of these development schemes.

Table 3.2.7 Outlines of Subdivision (Development Schemes) by the LCC Area Number of Plots(ha) Housing Business Nursery Institutional* Police Post Market Open Space Chuch Total

Chalala N.A. N.A. N.A. N.A. N.A. N.A. N.A. N.A. N.A. N.A.South of Woodlands Ext. 201.4 797 3 1 1 4 806Kamwala South 208.1 2,042Libala Soth 183.6 1,177 20 1 3 1 1 3 1 1,207Bauleni Overspill 11.9 320New Kanyama 70.4 1,402 1 2 14 1,419

Note: Institutional includes school, clinic and hospital.

Name

Source: City Planning Department, LCC

According to LCC, lot sizes for housing in development schemes are 324 m2 for low-cost houses, from 325 to 899 m2 for medium-cost houses, and from 900 to 9,999 m2 for high-cost houses. Although the subdivision of housing lots is in progress, public facilities are scarcely provided for those sites because of the shortage of financial resources, which is also the case as the site and service scheme. Consequently, illegal occupation is already in progress in several sites close to unplanned settlements.

(3) Large-Scale Real Estate Developments by the Private Sector in the Outskirts of Lusaka District

Large-scale housing developments such as Lilayi Housing Estate, Meanwood Property Development Corp., Legacy South Gate, and other housing developments have emerged recently in Lusaka district and surrounding areas. The following table shows the new town developments implemented by the private sector and the outline of these projects.

Table 3.2.8 Major Housing Developments in the Greater Lusaka

Area Number of Plots(ha) Housing Others

Lilayi 248.6 3,731 N.A.Meanwood Avondale 1,613.9 5,055 27Salama 104.0 728 20Kwamwena Valley 120.6 1,712 25Voma Valley 181.5 1002 20NdekeVillage 405.8 4512 68

Name

Source: Website of private real estate companies

Among the new town developments, the Lilay Housing Estate targeting an emerging middle income class has established a website which provides information including the financial scheme for potential owners. According to the website, the type of housing provided by their projects is shown in the following table.


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Table 3.2.9 Type of Housing in the Case of Lilayi Housing Estate Type Semi Detached 2 Bedroom 3 Bedroom 3 Bedroom

Floor Area (m2) 37.5 63 97 97

Plot Size (m2) 200 300 300 400

List Price (ZMK) 170,000,000 195,000,000 285,000,000 285,000,000Cash Price (ZMK) 157,250,000 180,375,000 263,625,000 285,000,000 Source: http://www.lilayiestate.com/

3.2.6 Community Structure and Improvement Efforts

(1) Administrative Organizations

In the LCC, the management of public services for urban settlements and the improvement of living conditions of the people in those settlements are the responsibility of the Department of Housing and Social Services, and the planning of housing developments is managed by the City Planning Department.

(2) Ward Level Organization

The Ward Development Committee (WDC) is a newly formed organization, set up in every ward in Lusaka District. In other districts, the organization which has same role as the WDC is called Resident Development Committee (RDC).

The WDC has the following roles:

- to work in partnership with the councilor in its area, as well as with LCC staff, donors and NGOs to promote development and to mobilize resident participation;

- to initiate and coordinate activities for the improvement of the community;

- to ensure the full participation of residents in the developmental programmes;

- to strengthen community capacities in the management of development;

- to provide a channel for dialogue and resource mobilization with stakeholders; and

- to collaborate with other organizations and institutions in the area in the fulfillment of their functions (from Minutes of the Meeting C/60/12/06).

Under the WDC, each zone set up a Zone Development Committee (ZDC). The councilor is a politician who is elected by the votes in his own ward. The following shows the relationships among the LCC, the WDC, the ZDC, and the councilor.

WDC

ZDC ZDC ZDC

LCC

Councillor

Report Monitoring

Coordination,Consultation

MonitoringReport

Coordination,Consultation

Source: Hearing from LCC

Figure 3.2.8 Relationship among Organizations in a Ward


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Inflows from the LCC and the MLGH are the main income sources of the wards, and these are the Ward Development Fund (WDF) and Constituency Development Fund (CDF), respectively.

(3) Community-Based Organizations

A community-based organization is defined as ‘any civil society organization established by the residents of an area to attend to specific development needs’ (from Minutes of the Meeting C/60/12/06).

In almost all wards, Community-Based Organizations (CBOs) implement projects, except two wards, Lubwa ward and Kamulanga ward. CBOs mainly implement health project including HIV/AIDS, orphans, and garbage collection.

In the area of the garbage collection, the Waste Management Unit (WMU), which is under the LCC, provides waste collection services. The method of services differs based on the area, whether peri-urban or conventional area. In conventional areas, private waste management companies take an active role in waste collection. The cost of collection is in the range of ZMK 8,000 to ZMK 50,000 depending on company providing the service and the density of its area.

In peri-urban areas, the community participation method is utilized for the waste collection. The WMU enters into partnership with a Community-Based Enterprise (CBE). The CBE then forms a Waste Management Committee (WMC) which is responsible for the daily management of the waste collection system in a particular area.

3.2.7 Policies and Programs on Living Environment Improvement

(1) Development Plans/ Programs

Vision 2030, which advocated planned resettlement with adequate, affordable and quality housing in the sector’s vision, was released in 2006. In line with Vision 2030, the Fifth National Development Plan (FNDP) and Lusaka District Development Plan (2006-2011) were released at the same time, and serves as an important step towards the realization of the vision. In the sector plan for housing, the continuation of the National Housing Policy (1996) was advocated as the guide for policy action during the FNDP.

1) National Housing Policy

The National Housing Policy was released by the MLGH in 1996. The main goal of the policy was to provide adequate affordable housing for all income groups in Zambia. In order to achieve the main goal, it is stated that the following objectives must be attained: • Allocating a minimum of 15% of the national annual budget to housing to support a

sustainable housing development program; • Making serviced land available for housing development and streamlining the land

allocation system; • Streamlining building standards, regulations and other controls so that they are in

accord with the capabilities, needs, and aspirations of the various sections of the population;

• Encouraging the production and use of local and affordable building materials; • Assisting the poor to acquire decent shelter through alleviation of their affordability

problems; • Fostering housing areas that are functional, healthy, aesthetically pleasant and

environmentally friendly; and • Preparing a national housing implementation strategy.


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The Government also liberalized the housing sector and provided an enabling environment to stimulate private investment in housing in order to provide more housing units to satisfy the ever-increasing demand. However, the lack of adequate finance has hindered the achievement of abovementioned objectives. Moreover, the policy has not been fully implemented due to the absence of a national housing development program/strategy.

2) Fifth National Development Plan 2006 - 2010

The long-term vision and goal for the development of the housing sector are respectively set up as follows: “Provision of adequate and affordable housing to the majority of Zambians by 2030” and “To provide adequate affordable housing for all income groups in Zambia”. The following are the objectives of the housing sector over the period of the FNDP in order to realize the vision and goal mentioned above.

• To increase the housing stock in districts for both home ownership and rental; • To improve the living environment of UUSs; • To promote the development and use of cheap local building materials for housing

development; • To prepare the National Housing Development Program; • To mobilize cheap long-term finance in the capital market for housing development

by local authorities; • To provide adequate, affordable Low-Cost Housing for the poorest of poor in the

urban areas; • To promote capacity-building in building technology for the poor and to enable self-

help methods; and • To prepare Integrated Development (Structure) Plans for 68 districts.

3) Lusaka District Development Plan

In line with Vision 2030, the Lusaka District Development Plan was also prepared in a hierarchical planning system. The following areas are focused in the plan in order to implement the programs and projects.

An integrated planning approach for i) rebuilding and upgrading of townships and informal settlements, ii) higher density land use and development reform of the district land planning and system, and iii) district transportation and environmental management;

Improving housing and infrastructure, which involves i) upgrading and the construction of housing, ii) restoring and extending infrastructure, iii) alleviating environmental health hazards, iv) encouraging investment and increasing access to finance, v) enhancing social development, and vi) building habitable and safe communities to maintain safety and security and designing habitable communities;

Promoting economic development by i) enhancing the district capacity, ii) building on local strengths, iii) generating greater local economic activities, iv) achieving sustainability, v) alleviating poverty, vi) increasing access to informal economic opportunities, and vii) maximizing direct employment opportunities and multiplier effects from the implementation of developmental programs: and

Creating institutions for the delivery of services, which requires significant transformation and capacity building of government at all levels and clarity on the roles and responsibilities of different government spheres.


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(2) Development Funds and Other Financial Supports

1) The National Housing Bonds Program (NHBP) and the Zambia Low-Cost Housing Development Fund (ZLCHDF)

Apart from financial assistance provided by international donors and NGOs, there are two kinds of financial resources for the improvement of the living environment in Lusaka. The NHBP and ZLCHDF are supposed to be the special purpose vehicles and are the two main implementation structures for the housing sectoral plans. The former, which is an independent body with its own Board of Trustees, is to be used to raise funds using housing bonds from the capital market, while the latter concentrates its work on delivering low-cost houses. Although independent of each other, the operations of the two structures are supposed to be coordinated by the activities of the Department of Physical Planning and Housing at the MLGH.

Zambia Low Cost Housing Development Fund (ZLCHDF), formerly Africa Housing Fund (AHF) which was legally instituted through a Statutory Instrument No. 177 and Government Gazette No. 518 of 1996, started its operation in that year as a two-year pilot program with seed money from the Norwegian Agency for International Development (NORAD). It shall deliver a three-component self-help program under poverty reduction to assist the poorest of the poor to: (a) construct and reconstruct shelter, (b) provide and improve water reticulation loans, and (c) to provide small-scale agriculture and business loans under micro-credit in five selected areas, including Lusaka City.

After the pilot phase, the Government, through the Ministry of Finance, has been providing funding support and assistance in the mobilization of resources through annual budget allocations. The low-cost houses provided by the fund between 1996 and 2004 amounted at 467 units in Linda, Lusaka City and 53 units in Chongwe, Lusaka Province.

2) Constituency Development Fund (CDF)

In 1995, a Cabinet Circular (No. 10) was issued that established the Constituency Development Fund (CDF) and Constituency Development Committees (CDC). The CDF is an annual grant approved by Parliament to be disbursed to each constituency for financing district development projects. Although disbursements of this fund are channeled through District Councils, these Councils have no authority over it. Instead, the CDC, headed by respective Members of Parliament and other selected government officials in each constituency is responsible for identifying projects and utilizing the CDF.

In 2006, the approved budget for each constituency in Lusaka City was ZMK 60 million. Although the utilization of the CDF varied by constituency, it was mainly utilized for drainage improvement, road rehabilitation, water supply, construction of police post, construction of community school, rehabilitation of market, etc.

3) Ward Development Fund (WDF)

The Ward Development Fund (WDF), which is only utilized for the improvement of UUSs, was started by the Ground Rent Project. A negotiation between the LCC and communities settled that 40% of the ground rent is retained by the community for the development projects. Of this 40%, an allocation of 35% is for development projects in the community and 5%, for administrative costs by the community. The estimated project cost in 2006 was ZMK 1,675 million for all wards of Lusaka City.


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(3) On-going Development Plan and Programs/Projects

Apart from various projects implemented by NGOs, the following are the major on-going projects implemented by the LCC and the international donors.

1) Ground Rent Project

The Ground Rent Project was formed in September 2004 in order to raise funds for financing LCC’s activities on the provision of social services in UUSs.

The overall objective of the Ground Rent Project is to improve the council’s resource base in order to provide some social services in legalized UUSs in particular, and in the city in general. The main strategies, established by the council in consultation with the communities through the area councilors, are to:

• Strengthen the capacity of LCC and the communities to collect the ground tax in a transparent and accountable manner;

• Engage the communities in deciding on priority development programs in their settlements;

• Funding community development programs by retaining 40% to the monies in each settlement for developmental and administrative purposes;

• Develop capacities in the communities in the management of development funds; and

• Develop local authority-community partnership in the area of community development.

It is notable that the Ground Rent Project was formed by LCC without any external funding and support. LCC signed a memorandum of understanding with each and every RDC in the 26 settlements where the project is being implemented. Revenue collections from the payment of ground rent have increased remarkably since the formulation of the project. The revenue raised by the project is shared between the LCC and the communities and is largely spent on developmental programs in the settlements and service provision. The following table shows the performance of the ground rent collection. The collection ratio has been improving annually.

Table 3.2.10 Summary of Ground Rent Collection

Year Budgeted Revenue

of Ground Rent (ZMK million)

Actual Revenue Collected

(ZMK million) Collection Ratio (%)

2003 2,500 370 14.8 2004 2,500 1,014 40.6 2005 4,500 1,846 41.0 2006 4,785 2,528 52.8 2007 4,785 3,112 65.0 Source: JICA Study Team

2) Building Capacity for Urban Development and Effective Land Tenure Management in Lusaka supported by SIDA

The project “Building Capacity for Urban Development and Effective Land Tenure Management in Lusaka” consists of the following four components.

Component A “Public Service Delivery” aims to improve financial, organizational and technical ability and to improve capacity on the part of LCC and communities in selected peri-urban areas for the provision of services, infrastructure, and investments.

Component B “Property Valuation and Tenure Campaign” aims to improve the security


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to land tenure and to establish an updated valuation roll.

Component C “Land Information Management System” aims to establish a robust information system to be used by the whole organization as well as communities and external stakeholders.

Component D “Developing the Institutional Capacity of LCC” aims to establish a modern urban development planning framework for the execution of good governance in rendering sustainable public services for all citizens in Lusaka.

3) Relatively Weak Role in Housing Supply by National Housing Authority

In terms of housing supply by public sector, the National Housing Authority (NHA), which is a fully government-owned institution, is the only major player in the country. NHA was established in 1971 by an Act of Parliament to provide for a better development and control of housing throughout Zambia.

NHA, an agency that provides home ownership with all types of housing units, is divided into five main units: consultancy, town planning, construction division, finance division and personnel and administration division. The main functions of the institution are as follows.

To advice the Government regarding the formulation and implementation of national policies on housing;

• To undertake, support and encourage research in all aspects of housing; • To provide consultancy services in all fields associated with housing development • To develop, manage and control housing estates.

In Lusaka, NHA is known for the following ongoing projects; Ibex Hill, Nyumba Yanga, Chainama, and Woodlands Extension. NHA has annually provided over a hundred of housing units in recent years, and 10% of the units have been provided for the staff of NHA. The majority of the housing units have been low-cost housing. In reality, however, those houses are not affordable to the low-income group.

Table 3.2.11 Recent Housing Supply (2001 – 2007) by NHA in Lusaka City Number of Housing Units

Low Cost Medium Cost High Cost All Type2001 70 0 3 732002 147 42 32 2212003 162 0 45 2072004 97 82 20 1992005 59 71 11 1412006 10 10 23 432007 38 66 9 113

Yealy Average 83 39 20 142

Typical Floor Area(sq.m.) per unit

65 85-120 134-175 -

Typical Price (ZMKmillion ) per unit

36.0 70.0-123.0 217.0 -

Year

Source: NHA

3.3 Issues on Living Environment Improvement

3.3.1 Provision of Basic Urban Public Services

There are urgent and massive needs for infrastructure and public services both in UUSs and UPSs. The lack of essential infrastructure and inadequate access to clean water and


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safe sanitation facilities make the residents vulnerable to epidemics. The following are the key issues for the provision of adequate urban public services for the improvement of living environment in these areas.

• An access road is an essential element for daily life including economic activities, commuting, and emergency activities. This kind of road has to be improved from priority access routes that connect it with other public facilities.

• The drainage system, especially during the storm season, is an urgent infrastructure requirement to ensure the safety of residents in their daily lives in the priority areas in combination with the improvement of access roads.

• Water supply aims for the eventual provision of individual taps in all areas, but encourages communal water taps development in priority areas in parallel in the meantime that the provision of individual taps are not yet technically and financially feasible.

• Public facilities (education, health, recreation) are also important requirements wherein almost all UUSs do not have appropriate supply to meet the demand in the local communities.

3.3.2 Securing Land Tenure for Normalizing UUS

Residents in various UUSs can obtain occupancy licenses of their dwellings but cannot secure the rights such as mortgage similar to rights when the land is owned. On the other hand, occupancy licenses have not been provided to the majority of the residents. It is essential that poor people be given property rights. Also, land tenure reforms must be instituted through an adequate management system.

• The provision of land titles (Certificates of Title) to residents in UUSs is necessary in order to secure the living rights of the people in poor settlements.

• Appropriate measures for the distribution of land titles need to be introduced through effective and efficient land adjustment and management and the application of international experiences on land management.

3.3.3 Establishing Appropriate Development Standards in Living Environments

Houses in UUSs are observed to be substandard structures since these are constructed through self-help, and sometimes without safety features such as those normally found in stable building structures. On the other hand, lands and houses are not properly developed in the sense that land use is not optimized. For example, a single floor house is constructed even in the city center area. To cope with these issues, the following must be addressed by applying appropriate living standards.

• Provide adequate living standards (size of plot, floor area, material standard, etc.) to fit each urban area (e.g. city center, suburban, rural, etc.) so as to ensure effective land use and settlement.

• Secure financial accessibility for adequate housing construction to people in low-income brackets and those employed in the informal sector; and

• Encourage multi-storey housing construction (flat, row-house, and apartment) and promote as well the use of skilled labor for the housing industry at affordable costs.


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3.3.4 Guiding Adequate Land Management in Suburban Areas

Currently, large housing projects or illegal settlements in suburban or rural areas have occurred within agricultural land areas or forest areas. Urban planners must spearhead the formulation of sustainable land use without degrading the environment, which should serve as a guide for future developments of suburban or rural settlements. In addition, effective internal and external road and utilities network must also be planned for these settlements.

3.3.5 Provision of Sufficient Housing Stock with Livable Environment

One of the big issues in Greater Lusaka is insufficient housing stock. The number of housing stock in 2007 is estimated at 260,000 units, which are less than the number of households which total 296,000. The housing shortage causes serious and overcrowded dwelling especially in UUSs. The key issues, which are shown below, aim to promote proper housing development corresponding to meeting housing needs.

• Promote private sector participation in housing development projects through proper public financial treatment (tax exemption, subsidies, etc.) for appropriate standard housing (compact lot size, floor area, building structure, etc.);

• Encourage rent-housing developments to meet demand at affordable prices, especially for multi-storey housing or row-house units in existing urban areas and thus ensure the efficient use of land;

• Establish an adequate housing loan system that would enable low-income groups to borrow money for housing construction;

• Develop multi-storey housing construction technology using skilled labor and at affordable costs;

• Encourage developers to provide appropriate housing estates with road and utilities network, park or green open space; and

• Encourage the provision of social housing units for low-income groups as a part of the governments’ social welfare program.

3.4 Improvement Strategy for Living Environment

3.4.1 Approach to UUS Improvement for Better Living Environment

(1) Overall Strategy for the Improvement of the Living Environment

1) Improvement Strategy by Type of Living Environment

Based on the typology of urban settlements such as UUS, PUS and other urban settlements, the improvement scheme for such settlements should be set up by considering the urban characteristics and features in terms of road network patterns (order or disorder) and proximity to the city centers.

The improvement components program should give priority to projects based on existing conditions in each urban settlement. UUSs, for example, need quantitative and fundamental infrastructure improvements. UPSs, on the other hand, require qualitative improvements, except in some places that do not have sufficient infrastructure and public services.


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Table 3.4.1 Improvement Components Priority by Urban Settlement Type

Improvement Component

1 2 3 4 5 6

Location of Urban Settlement

Bas

ic In

fras

truct

ure

Impr

ovem

ent

Bas

ic P

ublic

Ser

vice

s Im

prov

emen

t

Secu

ring

and

Con

solid

atin

g La

nd

Tenu

re

App

ropr

iate

Hou

sing

Pr

ovis

ion

Cap

acity

Dev

elop

men

t for

C

omm

unity

Act

ivity

Enco

urag

e In

form

al

Sect

or B

usin

ess A

ctiv

ities

Urban Center 1. UUS

Suburban

2. UUS Spill Over (suburban)

Urban Center -- -- -- 3. PUS

Suburban -- -- --

Subdivision (suburban) -- -- -- 4. New Settlement New town (rural) -- -- -- -- -- --

Legend: Priority grade = compulsory improvement, = partially, -- = not applicable Source: JICA Study Team

2) Phasing Improvement for Living Environment

Priorities for the improvement components are interpreted through a phasing program for every settlement. In the short/medium term, infrastructure and public services for Basic Human Needs (BHNs) should be provided for the UUSs without these services; at the same time, infrastructure and public services that will fulfill acceptable living standards should also be provided for the rest of the UUSs.

A settlement that is located adjacent to an urban center can be improved together with commercial land development. Meanwhile, new town developments of the private sector are expected to provide these infrastructures and services. In the long term, infrastructure and public services to achieve ordinary living standards will be provided in UUSs and thus ensure their inclusion in the ordinary housing area.


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Source: JICA Study Team Figure 3.4.1 Concept of Development Program by Characteristics of Settlement

(2) Improvement of the Living Environment in UUSs

1) General

Although urban settlements in both UPSs and UUSs in Lusaka have faced insufficient living conditions to achieve a better quality of life, UUSs should be given a higher priority in solving the critical issues of Lusaka’s urban areas as mentioned previously.

UUSs have a 51% share of the total population of Lusaka District (2007) and 50% of the land area of the total urban residential areas of Lusaka District. These settlements have spread out not only in the suburban area (peri-urban) but also in the urban center area, where different conditions of urban activities and land values exist, in terms of their proximity to the city center.

Currently, UUSs have also been involved in urban development in Lusaka such as the Misisi compound along Kafue road commercial development by private sector and Mazyopa compound area in a water hazard prone area. Unfortunately, both improvements have not been implemented well due to lack of adequate funding for new infrastructure projects and the residents’ unwillingness to be relocated.

2) Improvement Principles of UUSs

Taking account of current issues of UUS development, the following principles must be applied to improve the condition of UUSs.

• Participatory Improvement: Consensus building with the local community has become an essential element from lessons learned by current urban re-developments in Lusaka. In the course of the improvement process in key sectors such as land re-adjustment and road improvement a participatory planning process is needed not only during the planning stage but also during the operation and management stage, which must be done in sustainable manner.


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• Community Initiative Improvement: Due to the lack of fundamental public resources for the improvement of the living environment of UUSs which are spreading out widely in Lusaka City, more efforts by the community are needed in introducing and implementing improvements, but aided by appropriate support and guide from the Government and other sources of assistance. Community initiative improvement is expected to take an important part of the improvement of the living environment in UUSs and would likely utilize the resources of the private sector and other donors.

• In-Situ Improvement: Improvement of UUSs should be implemented in an appropriate manner to mitigate the negative impacts on residents. In-situ improvement should be taken in principle where residents (especially building owners) would be able to settle in the same site, in case land readjustment and infrastructure development would be necessary.

3) Improvement Approaches in UUSs

Taking account of geographic characteristics of UUS in terms of land value and accessibility to the city, and the large area and populations in these settlements, dual approaches are proposed to improve such settlements through a gradual development process.

• Market-help Improvement Approach: Improvement of UUSs can be implemented by collecting revenues from the land business to fund infrastructure development and other improvements. Potential land values could be utilized based on socio-economic conditions especially in urban center areas, wherein the improvement of UUSs enables the private sector to participate in transactions involving public property (i.e., land) through market intervention. Government should set the policy for this mechanism in terms of effective public land asset management for UUS improvement.

• Self-help Improvement Approach: Although the local communities in UUSs still lack the capability to improve their own territory by themselves instead of government investment, the community can initiate improvements in their own jurisdiction in cooperation with LCC, donors and NGOs through the enlargement and encouragement of existing community activities by CBOs and CBEs.

• Effective Support for Both Approaches by Government: In order to achieve the objectives of the two approaches, government support is inevitable, considering the synergy effects of ordinal public investment and the necessary institutional arrangements involving land tenure security, financial support, etc.


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Figure 3.4.2 Conceptual Diagram of UUS Improvement Policies and Approach

3.4.2 Improvement Components

In order that the improvement approach would materialize, the key improvement components have been formulated to address the issues on living environment, and these are shown in Table 3.4.2. As the improvement of the living environment covers multiple sectors, the improvement components should be formulated strategically in an integrated manner, in association with other sectoral developments such as those for water and urban transportation.

Table 3.4.2 Improvement Components for Better Living Environment Strategic Improvement Approach Improvement

Component Self-help Approach Market-help Approach Public Investment and

Government Assistance

1.Basic Infrastructure Improvement

• This is not applicable to community due to technical and financial difficulties of community

• Only support program for public awareness activities

• Area infrastructure development by urban renewal or redevelopment method

• PPP development for profitable utilities (e.g. water supply)

• Priority routes investment for road linking with key public facilities

• Priority communal infrastructure development (communal tap, community toilet, inundation mitigation, etc)

2. Basic Public Services Improvement

• CBE activities can be expanded to public service (health, education, security, fire-prevention, etc)

• Voluntary activities for public services

• Guiding private sector investment (private education, health, others) into UUS with advantageous conditions

• Public investment for public service in strategic areas

• Financial supports by tax exemption of CBE, provision of subsidies

• Public asset concession to CBE for sustainable operation and management

3. Securing and Consolidating Land Tenure

• Public awareness program for land tenure arrangement

• Area land readjustment of public land with occupancy license residents by urban renewal or redevelopment method for land tenure streamlining

• Private sector involvement in land business in conjunction with urban renewal method

• Decision-making for land deed title to community by proper land distribution

• Public asset management policy setting by lease hold to private sector

4. Appropriate Housing Provision

• CBO can support self-financing house construction through loan-scheme provision

• CBE formulate business

• Private sector promote rent-housing provision by better standard

• Private sector can be encouraged by multi-stories

• Financial supports by tax exemption of CBE, provision of subsidies for private housing provision

• Provision of housing loan

Self-help Approach Suburba

Urban Center Market-help Approach

Improvement

In-Situ Improvement

Participatory Planning

Community Initiative

UUS Improvement Area

Government Support for Two Approaches and Ordinal Public Investment


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Strategic Improvement Approach Improvement Component Self-help Approach Market-help Approach

Public Investment and Government Assistance

for better quality of building material

housing development scheme for affordable housing provision

• Establishment of Condominium Act for assurance of floor right

5. Capacity Development for Community Activity

• CBO/CBE needs adequate capacity to handle effectively with each component

• This is not applicable by market mechanism

• Government program for community capacity development should be formulated in cooperation with ODA program

6. Encourage Informal Sector Business Activities

• Informal sector business can be encouraged and combined with CBE business

• Profitable business can be developed in association with private companies

• Financial supports by tax exemption of CBE, provision of subsidies for private housing provision

Note: CBO: Community Based Organization, CBE: Community Based Enterprise, PPP: Public Private Partnership. Source: JICA Study Team

3.5 Urban Renewal for UUSs as a Market-help Approach

3.5.1 Formulation of Applicable Measures to UUS Improvement

(1) Land Readjustment with Funding Mechanism through Market

Coping with resident’s conditions in UUSs with only occupancy license, lack of infrastructure and public facilities and services for so many decades, the land readjustment method as a part of urban renewal can be introduced into UUS improvement as a breakthrough for this improvement issue. The method enables residents (building owners) to have land titles in a rational order and to generate funds for infrastructure improvement of public land in UUSs. Public land can be compacted and adjusted so that the resulting surplus lands can be sold to the private sector. Funds that can be accumulated from this sale can then serve as a funding source for infrastructure development in UUSs.


Figure 3.5.1 Conceptual Diagram for Land Readjustment Measure in Urban Renewal

(2) Necessary Improvement Package by UUS Type

UUSs are roughly categorized into three types from the viewpoint of level of improvement. The UUS of “Type A” is located next to the CBD. This type can procure fund from investors as well as subdivision of plots, because of its high land value due to its proximity to urban centers. “Type B” UUSs are located in suburban areas, where the roads and infrastructures of the UUS have been improved by grid pattern by ordered allocation of house lots. This type can be improved with less difficulty in terms of re-subdivision of house lots because of the existing grid pattern. The UUS of “Type C” by disordered sprawl in suburban or rural area does not have a grid pattern infrastructure and road network. Therefore, improvement of these UUSs will be costly due to a need to rearrange plots for the development of roads. Taking into account the characteristic


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features, the UUSs are typified as shown below.


Figure 3.5.2 Types of UUS Urban Form for Applicable Improvement Measure

Table 3.5.1 Classification by Type of Existing UUS Location Condition of Road Network

Near to CBD

Far fromCBD butNext to

Major TrunkRoad

Far fromCBD &

Major TrunkRoad

Grid PatternPoor but

Partial GridPoor

Kuku/Misisi/Frank ✓ ✓ A

Chawama ✓ ✓ B, C

John Howard ✓ ✓ B, C

Jack ✓ ✓ B, C

Freedom ✓ ✓ C

Kanyama ✓ ✓ B, C

Chbolya ✓ ✓ A

John Laing ✓ ✓ A

Linda ✓ ✓ C

Bauleni ✓ ✓ C

Kalikiliki ✓ ✓ C

Mazyopa ✓ ✓ C

N'gombe ✓ ✓ B, C

Garden ✓ ✓ A

Chaisa ✓ ✓ A

Chipata ✓ ✓ B, C

Chazanga ✓ ✓ C

Kabanana ✓ ✓ B

George ✓ ✓ B, C

Chunga ✓ ✓ B

Chainda ✓ ✓ C

Mtendere Exp. ✓ ✓ B

Kalingalinga ✓ ✓ B, C

Kamanga ✓ ✓ B, C

Name of UUSType of

UUS


3.5.2 Integrated Improvement Process

(1) Brief of Improvement Process of Land Readjustment

The process of land readjustment is composed of various stages of planning/construction work, organizational arrangement, relocation/resettlement and arrangement of property rights, etc., shown in Figure 3.5.3.

1) Preparation Stage

In this stage, a basic plan is prepared for consensus building of stakeholders and other needed procedures. In accordance with the basic plan and other needed arrangements, an implementation plan is prepared for the project management, financial arrangement and so on. Construction work and relocation of affected residents are carried out along with this implementation plan. If consensus building is settled for the implementation, a


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cooperative consisting of property right holders will be set up as the implementation body of the project.

2) Construction Stage

The development of infrastructure and housing, and temporary relocation and resettlement in the site for affected residents are carried out in this stage. Individual property rights are pooled, and it is registered as a common property during the construction stage.

3) Completion Stage

The common property is canceled in the completion stage, and individual land titles are issued for the rearranged land plots. The relocated residents are resettled to the rearranged plots. Finally, the corporative is dissolved.


Figure 3.5.3 General Procedure of Land Readjustment

(2) Application of the Measure to Each Type of UUS

In case of the “Type A” UUS, the financial consideration generated from the land being sold is allocated to procure fund of project. Due to the allocation of the land for sale, roads and other public lands, higher land densities in the settlement will be needed to accommodate the residents there. The “Type B” has grid pattern so that this type of UUS can be improved through road development on the grid pattern without the need to relocate houses. Due to a reduction of the subdivision price, new plots are allocated for sale.

The “Type C” has a disordered pattern, and therefore, this type needs to relocate a certain number of houses in order to allocate portions for the road network and public spaces. Accordingly, this type of UUS needs higher land densities in order to accommodate affected residents in the allocation of public lands.


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Figure 3.5.4 Variation of Land Readjustment to be applied to UUS Type

(3) Urban Renewal Implementation for UUS Improvement

In the short-term, the experimental urban renewal project in Chibolya settlement should be implemented in line with the “Chibolya Urban Renewal Pilot Study”. Through this experimental implementation, applicable urban renewal mechanisms should be established. If this Chibolya case is going well, the other UUSs in a favorable location will succeed using a similar urban renewal method for their improvements. Judging from the location, the potential UUSs of incoming urban renewal projects are those connecting UUSs of Kuku/Misisi/Frank and Chaisa.

3.6 CBE/CBO-led Improvement for Better Living Environment as a Self-help Approach

3.6.1 Potential Organization in UUS for Living Environment Improvement

It is observed as lessons learned that improvement projects in UUSs have been apt to phase out its activities after its supporters such as donors and NGOs have left, while assistance from governmental bodies is limited. Self-help approach is an idea that will be introduced to improve current the situation in the UUSs in a sustainable manner. Organizations in local communities of UUSs such as Community-Based Organizations (CBO) and Community-Based Enterprises (CBE) could have the potential to shoulder several issues of living environment improvement in a UUS.

There are CBOs and CBEs that support the betterment of a community’s environment and livelihood. A CBO is a voluntary organization based within its community covering specific sectors. Its responsibilities are: to monitor and coordinate development activities; to identify community needs; and to improve the living standards. A CBE on the other hand, is a community-led enterprise working in a specific area on specific


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projects. It is recognized to earn profit and to distribute such profits to its staff. At present, the LCC recognizes two CBEs in Lusaka City namely, Water Trust and Waste Management CBEs.

3.6.2 Empowerment of CBE Activities for Living Environment Improvement

(1) Direction of Empowerment of CBEs

Because of the financial difficulties and weak administrative capacities of LCC, the standard of public services delivery are limited. If an improved UUS or other UUS is not properly managed, its living environment would deteriorate rapidly again.

Consequently, it is expected that the community would play an important role in the operation and maintenance of common facilities and the delivery of public services. The sustainable operation and management for the improvement of the living environment in UUSs could be achieved through a gradual process of devolution of public services. Figure 3.6.1 illustrates the direction of empowerment for CBEs in UUSs to enable a CBE to operate and manage public services or other beneficial activities.


Figure 3.6.1 Direction of CBE Empowerment in UUS

Box: Community Management Organization Examples in the USA and the UK There are two types of successful examples of community management in terms of self-sustained decision-making and financial resources: Business Improvement District (BID) and Community Interest Company (CIC). A BID, which is introduced in the USA, is a public-private partnership in which businesses in a defined area elect to pay an additional tax in order to fund improvements to the district’s public realm and trading environment. BIDs are operated by nonprofit organizations consisting of property owners, and the activities that are provided services mainly involve street and sidewalk maintenance, park and open space maintenance, public safety, marketing, capital improvements and various development projects. The services provided by BIDs are a supplement to the services already provided by the municipality. Finances of BIDs are generally stable because those funds are collected through the government’s taxation system. The major issues of BIDs are how to obtain the consent of residents (agreements of more than 51% of property owners in the defined area are required), and limited delivery of services mainly because the financial resource is the money property owners. A CIC is a new type of company introduced in the United Kingdom designed for social enterprises

Independent

Enterprise by Self Finance Body

Commission or Concession of public services

Combination Service between

public services and other profitable

service

Public Awareness & Outreach for public services

Assistance for public services based on public

program

Substitute public services based on

public program

Level of Devolution

STEPS toward Sustainable Operation & Management

Subsidize from Gov, NGO, etc

Minimum Income by Service Charge

Profitable Income for Re-investment

Support of Public

Service

Commission of Public Service

Devolution of Public Service


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that want to use their profits and assets for the public good. A social enterprise is a business with primarily social objectives whose surpluses are principally reinvested for that purpose in the business or in the community. Social enterprises can comprise of partnerships between local authorities, businesses and other stakeholders working for the community’s benefit – for example, in operating day care centers, waste recycling, local transport or providing low-cost work units for start-up businesses. In general, the primary financial base of social enterprises is asset management of real estate which is acquired from the government or others at a reasonable price. A social enterprise operates various businesses for its financial stability, in addition to the asset management. The major issues on the activities of social enterprises are how to empower the community because those activities require minimal involvement of the community and how to make choose businesses which bring profits for the public ’’

Operating BodyBusiness Improvement District (BID) Community Interest Company (CIC)Type Nonprofit Organization Social Enterprise (DevelopmentMajor Services Maintenance of street & sidewalk

Maintenance of park & open spacePublic safetyMarketing of districtImprovement of public facilities

Member ofOperating

Property owners Staffs of company, business experts

DecisionMechanism

Board of directors consisting ofproperty owners

Board of directors includingrepresentatives of residentsManagement of real estateConsulting services

Contributions Business operation (recycling,transport service, etc.)

Advantage Financial stability by built-ingovernment taxation system

Financial stability by diversifiedbusiness activitiesNo additional levy to residents byself-financing

Issue Consensus building of residents Low level of community participationLimited services due to limited revenue Profitability of business

To be decided through consultationbetween government and CICregarding to residents' wishes

Major Sourcesof Revenue

Collection of levy which is added toproperty tax

Source: web-site http://www.cicregulator.gov.uk/, http: //www.nyc.gov/html/sbs/html/neighborhood/bid.shtml

(2) Potential Sectors of Public Service and Business by CBE

Water supply, transport, drainage, security, and solid waste would be potential sectors that may be managed by a CBE. Currently, waste management CBEs generally keep only a small part of the income in Lusaka. Payments in kind as rewards can be applied to improve the degree of participation of the community to an activity, to motivate members to participate, and to help increase the income of the CBE. For example, a CBE in Chaisa UUS introduced a reward system once in 2007, which involved the participation of donors and companies by contibuting commodities such as detergents, cooking oil, sugar etc. These commodities were then distributed to households who were considered to have largely participated and contributed to the waste management efforts of the CBE.

Table 3.6.1 Potential Sectors of Public Services and CBE Functions in UUSs

Sector CBE Government Private Income source of CBE

Potential Supporter

Water Supply (Water Trust)

Communal tap - Management - Sensitization - Fee collection

Individual tap - Fee from

communal tap user - Lend land as pay-

in-kind

- LCC - LWSC

Transport

Community Road - Pavement - Maintenance - Fee collection

Major Road

Road users pay user fee at road checkpoint - Lend land as pay-

in-kind

RTFA


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Sector CBE Government Private Income source of CBE

Potential Supporter

Drainage Construction Maintenance

Establishment/provision of prototype model

Not profitable work - Lend land as pay-in-kind

- LCC - LWSC - RTFA

Security Vigilante group - Day/night patrol

Setup By-Laws under LCC

Private Vigilante group

- Allowance from LCC

- Lend land as pay-in-kind

- LCC

Solid Waste (Solid Waste CBE)

Waste collection - Sensitization - Fee collection

- Monitoring and evaluation of activity and management

- Advice/diagnosis for sound management

- Setup testimonial system for incentive

Set up solid waste group per brotherhood company

Fee from household - Lend land as pay-

in-kind - LCC (WMU)

Health

PHC: - Sanitary education HIV/AIDS - DOTS - Awareness/ sensitization

Responsible for total clinic work Donation

- Fee from patient - Donation from

private companies

- LCC - MoH (DHMT)

Education

Community school - Adult literacy - Basic education to

children

- Governmental school - Establishment/

provision of prototype model of school

Private school - Fee from participant

- LCC - MoE (DEBS)


(3) Actions for Empowerment of CBE

It is essential for majority of UUSs to encourage the application of a community management system in terms of organization and beneficiary-payment principle. This is explained as follows:

Setup of an organization to share information and to exclude free-riders and to prevent unequal contributions;

Setup of a multifunctional organization in order to deliver various services in accordance with the many wishes of residents and to stabilize fund procurement;

Setup of a framework which secures a self-sustaining community management in terms of democratic decision-making, equitable sharing of benefits and contributions, economic efficiency, and voluntary participation of residents; and

Implementation of capacity development for CBE activities in order to develop capabilities and skills of participants so as to attain the sustainability of the business.

Garbage along the road

CBE Activity: Garbage Collection


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Box: Survey on Waste Management CBE The JICA Study Team conducted in October 2008 a waste management survey on 39 out of a total of 77 CBEs from all UUSs It aimed mainly to understand the management condition of the CBEs as a profitable organization. Thirty-one CBEs out of 39 are not satisfied with the degree of household involvement in waste management. The reasons vary mostly because of minimal participation as indicated below: only 10% of total households participated; some illegal dumping by some households; and non-payment by some households. Fourteen out of 20 CBEs answered that the fee was appropriate although the household’s income was insufficient or not enough. Fourteen CBEs consider that the number of households who participated may not be able to pay, and join, if the fee is increased. On the other hand, nine out of 19 CBEs answered that the fee was not appropriate because it was not enough to manage the CBEs. It is clear that most CBEs suffer from inadequate income. On average, the monthly salary per staff is approximately USD 12 only. In conclusion, the number of households involved in waste management is still low, and it is an indication of the degree of satisfaction of households on the CBE’s performance. Thus, CBEs find it difficult to be profitable and keep its organization as enterprise. However, it is also true that the number of CBEs has increased since 2004 when the idea of the CBE started. There are now reports that the incidence of cholera has been reduced, and there are no more outbreaks of waterborne diseases after the settlement in Roma ward and Mwembeshi ward was cleaned. In another instance, the CBE in Munali ward already opened a bank account and make deposits every week. Improving the management of CBEs could be enhanced if proper assistance such as management diagnosis is provided; containers and other appropriate tools are provided by the LCC at the proper timie; and CBEs could share and exchange opinions among themselves in an appropriate forum. Some CBEs emphasize enforcement through by-laws and regulations. Thus, it would be worthwhile if the challenges facing CBEs are properly addressed to improve their status.

Item Lowest Average Highest No. of participating households (HHs) 40 470 3,000 % of HH participation 10 % - 85 % Degree of satisfaction by participating HHs Yes - 8 No- 31 Appropriateness of fee/month – Answer: Yes 20/39 ZMK 6,000 ZMK 10,235 ZMK 15,000

Appropriateness of fee/month – Answer: No 19/39 ZMK 4,000 ZMK 8,941 ZMK 15,000

Balance/month ZMK 0.35 million

ZMKK 0.5 million

ZMK 3.4 million

No. of staff 5.0 10.1 22.0 Monthly salary /staff (USD)

ZMK 0 (USD 0)

ZMK 43,400 (USD 12)

ZMK 154,500 (USD 43)


3.7 Living Environment Improvement Program

3.7.1 Improvement Target Indicators

(1) Overall Target

The overall target indicators for living environment improvement were set by the stakeholders, who participated in a workshop in February 2008, as shown below.


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Table 3.7.1 Service Standard Target of Living Environment

Short Term (2015) Medium-Term (2020) Long Term (2030)

Supply of SocialHousing

Water SupplyImprovement of

Communal Tap ServiceCommunal Tap Service to

Entire UUSIndividual Tap Service to

Entire UUS

Road Tarred Condition for

DrainageFully Equipped Drainage

System

Park/ SportOne Sport Park in OneWard, Neighboring Park

SecurityAdequate Distribution of

Street Lights

High SchoolOne High School in One

Ward

Medical Care One Clinic in One Ward

Market Clean Neighboring Market

Toilet Water Flush ToiletVIP Toilet, Septic Tank

Adequate Distribution of Police Post

Provision of Sufficient Classroom

Improvement of Existing Clinics

Convenient Market with Good Accessibility

Provision of Collective Social Housing by Public Sector

Tarred Condition for Major Local Roads

Emergent Pump Dewatering System

One Sport Park in One Ward, Neighboring Park

Source: Questionnaire to living environment group of 1st workshop participants, government officials, NGOs

(2) Housing

The overall target for the housing development is to increase the number of housing stock to meet the demand of the number of households in 2030. In line with this target, 17,000 housing units will be developed yearly. It is assumed that the majority of these houses will be developed by the private sector. However, it is essential to provide government’s institutional support to them in order to promote private sector involvement in housing supply.

With respect to the UUS, the number of existing housing units in 2007 is estimated at 110,000. It is assumed that an additional 20,000 houses will be newly developed in UUSs up to 2030 in order to accommodate the natural increase of the population. These houses will be developed along with the renewal of UUSs.

The targets of government-related housing supply are as follows:

Construction of yearly 250 social housing units by local government;

Construction of yearly 200 commercial housing units: and

Promotion of self-help housing development through the enhancement of micro-finance with the injection of government funds.

(3) Water Supply

The targets for water supply are set only for UUSs because of insufficient service. In the short- and medium-term, communal taps will be provided for unserved areas, which are estimated at 14% of the total area of UUSs. During the medium- to long-term, individual tap service will be provided through the implementation of the renewal of UUSs.

(4) Roads and Drainage

The targets for roads and drainage are also set for UUSs only because of insufficient development. The roads and drainage projects will be developed through the implementation of the renewal of UUSs.


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(5) Public Services (educational facilities and health care)

The number of additional basic schools and high schools that are required up to 2030 are 193 and 152, respectively. These schools will be provided both by the private and the public sectors. As for the health care service, the number of health posts and health centers that are required up to 2030 are 146 and 40, respectively.

(6) Household Appliances

Up to 2020, unserved areas of water supply will be entirely covered. Through the implementation of the renewal of UUSs, individual tap service will be provided for all UUSs by 2030. As for the sanitation of UUSs, pit latrines will be replaced by septic tanks. Certain areas of UUSs will be connected to the urban sewer system by 2030. Regarding household energy, the use charcoal will be replaced by environment-friendly energy sources.

3.7.2 Project and Programs for Living Environment Improvement

(1) Projects and Programs

The required projects/programs are summarized as follows.

Table 3.7.2 Projects and Programs for Living Environment Improvement

UU01 Experimental Implementation of ChibolyaUrban Renewal Project

F/S, DD and construction of infrastructure and landreadjustment with land title registration including allnecessary process of renewal project involving community

47.0 High

UU02 Renewal of UUS with Infrastructure,Housing and Land Tenure Delivery


23.0 High

UU03 CBE-led Living EnvironmentImprovement

Cooperative living environment improvement scheme forUUS in order to grade up sanitary, room standard, etc., 1.0 High

UU04 CBE-led Public Service Operation(drainage and solid waste management)

Cooperative public service scheme for UUS for drainage andwaste management system improvement 1.0 High

AH01 Enhancement of Micro-finance forHousing Development

Government/financial agencies funding and support toNGOs' micro-financing activities for expansion of affordablehousing development

8.0 High

AH02 Upgrading of substandard housing inUUS

Financial support to NGOs' micro-financing activities forupgrading of substandard housing in UUS 2.5 High

AH03 Development of Social Housing by LCC Housing development for low-income group 22.0 Medium

AH04 Development of Commercial Housing byNHA

Affordable commercial housing development (rent-housing,multi-story housing) 40.0 Medium

BI01 Urgent Communal Tap Installation Provision of communal tap service for uncovered areas ofwater supply (14% of UUS area) 1.0 High

BI02 Improvement of Sanitation from PitLatrine to Septic Tank Publicity campaign for promotion of septic tank installation 1.0 High

BI03 Environmental Betterment by Conversionof Household Energy Source Energy

Publicity campaign for promotion of environment-friendlyenergy source 1.0 High

SS01 Provision of Sufficient EducationalFacilities Provision of basic schools, high schools 32.2 High

SS02 Improvement of Medical Care Provision of health posts, health centers 15.0 High

Development ofPark & Green PG01 Development of Park, Green, Sport

Facilities, Cemetery Development of Park, Green, Sport Facilities, Cemetery 23.5 Medium

Total 218.2

PriorityClassification Code Project and Program Project Outline Cost (US$million)

Renewal of UUS

Promotion ofAffordable Housing

Improvement ofHousing Facilities

Social ServiceImprovement


The required projects/programs are comprised of renewal of UUS, promotion and affordable housing, improvement of housing facilities, social service improvement, and development of park & green. In particular, characteristic features of the renewal of

Cost (USD million)


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UUS differ from the others in terms of public-private partnership, self-financing and participatory approach. The pilot study of urban renewal is shown in the latter section.

(2) Priority Projects and Programs

Among short term projects and programs, the priority projects and programs are evaluated under consideration of; i) Technical Difficulties, ii) Resettlement Issues, iii) Environmental Impact, iv) Economic Impact, and v) Relevance. The result of the evaluation is shown in Table 3.7.3.

Table 3.7.3 Evaluation and Selection of Priority Projects and Programs

(Sector: Living Environment Improvement)

UU01 Experimental Implementation of ChibolyaUrban Renewal Project


47.0 M M H H H High

UU02 Renewal of UUS with Infrastructure, Housingand Land Tenure Delivery


23.0 M M H H H High

UU03 CBE-led Living Environment Improvement Cooperative living environment improvement scheme forUUS in order to grade up sanitary, room standard, etc., 1.0 H H H M H High

UU04 CBE-led Public Service Operation (drainageand solid waste management)

Cooperative public service scheme for UUS for drainage andwaste management system improvement 1.0 H H H M H High

AH01 Enhancement of Micro-finance for HousingDevelopment

Government/financial agencies funding and support toNGOs' micro-financing activities for expansion of affordablehousing development

8.0 H H M H H High

AH02 Upgrading of substandard housing in UUS Financial support to NGOs' micro-financing activities forupgrading of substandard housing in UUS 2.5 H H M H H High

AH03 Development of Social Housing by LCC Housing development for low-income group 22.0 H M M M M Medium

AH04 Development of Commercial Housing byNHA

Affordable commercial housing development (rent-housing,multi-story housing) 40.0 H M M M M Medium

BI01 Urgent Communal Tap Installation Provision of communal tap service for uncovered areas ofwater supply (14% of UUS area) 1.0 H H H H H High

BI02 Improvement of Sanitation from Pit Latrine toSeptic Tank Publicity campaign for promotion of septic tank installation 1.0 H H H M H High

BI03 Environmental Betterment by Conversion ofHousehold Energy SourceEnergy

Publicity campaign for promotion of environment-friendlyenergy source 1.0 H H H M M High

SS01 Provision of Sufficient Educational Facilities Provision of basic schools, high schools 32.2 H H M H H High

SS02 Improvement of Medical Care Provision of health posts, health centers 15.0 H H M H H High

Development ofPark & Green PG01 Development of Park, Green, Sport Facilities,

Cemetery Development of Park, Green, Sport Facilities, Cemetery 23.5 M M H M M Medium

Ranking: High (H): Positive Impact(s)Medium (M): No impact(s)/impact unknownLow (L): Negative Impact(s)

Source:

Renewal of UUS

Promotion ofAffordable Housing

Improvement ofHousing Facilities

Social ServiceImprovement

TechnicalDifficulty

ResettlementClassification Code Project and Program Project Outline Env.

ImpactsEconomicImpacts Relevance Priority

JICA Study Team

Cost (US$million) -

2015

Cost (USDmillion) -


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3.8 Pilot Study for Chibolya Urban Renewal

3.8.1 Brief of the Pilot Study

(1) Objectives of the Pilot Study

The Unplanned Urban Settlement (UUS) is one of the critical areas in Lusaka City characterized by poor living environment. The area needs improvement of its basic infrastructures and public services. The pilot study focuses on an assessment to seek fundamental improvement measures, such as urban renewal, urban redevelopment and land readjustment in order to improve UUS, especially in the city center area. The objectives of the study are:

• To examine the applicability of “Urban Renewal” mechanism to one of the

unplanned settlement areas in the city center through concept making, planning and design, implementation, and institutional arrangement;

• To verify the importance of participatory approach in urban development planning for local communities;

• To provide a pilot model of Local Area Plan, included in the new draft Bill for Town and Country Planning Act which is also stipulated in the Development Plan prepared by the local authorities, which will fit to the proposed land use in the Master Plan;

• To reflect lessons learned from the “Pilot Study for Chibolya Urban Renewal” to the City Master Plan; and

• To transfer technical know-how required for necessary development process of urban renewal to Zambian side, through joint collaboration works in participatory planning between LCC and WDC.

(2) Definition of Urban Renewal

Urban Renewal is defined as a broad term covering various types of urban development measures, such as city center upgrade and informal settlement upgrade through adequate government initiative, taking into account public intervention, institutional arrangement and funding mechanism. The pilot study of Chibolya area focused on the city center upgrading of UUS towards formulation of adequate urban function and land use, together with habitable environment for the local communities.

Although the term has historically negative character, associated with compulsory purchase forcing residents’ relocation, the study aims at utilizing the measures of urban renewal positively in order to achieve win-win situation between local communities, and achieving desirable urban function in Chibolya area as part of the city center.

(3) Study Process and Outcomes

The planning process of the pilot study was formulated by several stakeholders of local communities; from administrative organization of Lusaka City Council (Department of Housing & Social Services), Harry Mwaanga Nkumbula Ward Development Committee to members of parliament, councilors, community based organizations (church, women, others) and residents (building owners). In the Lusaka City Council, the Core Group was formed as working group of planning and together with the Directors of HSS, CP and ES (under Town Clerk), the LCC Task Force was organized. Several meetings were held by the task force to formulate plans for the study. Also, four workshops were conducted by inviting key members of the local communities aimed at conducting


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survey and discussing with them the survey results and proposals.


Figure 3.8.1 Study Process in Chibolya

1) Outcome 1: Property Survey

One of the most critical issues in UUS is fragile land tenure of residents, identified by Occupancy License or Land Card Record in UUS, which are not eligible guarantee or collateral for borrowing money from the bank. On the other hand, identified residents with official registrations of titles are very few in LCC.

The property survey of this pilot study, conducted by Ward Development Committee in cooperation with and facilitation by a local consultant, unveiled the condition of the study area for the first time. The data was compiled by GIS and the database was utized by the administrations of LCC and WDC in making a diagnosis of the study area.

Chibolya Community / WDC- Chairperson - Zone members - Building Owners- MP/CC - CBO

Town Clerk/ Directors Meeting

JICA study Team / Local Consultants

Physical Condition Survey

Household & Property Survey

Identification of Issues

Formulation of Urban Renewal Plan

Workshop /Building Consensus

Organizing and Facilitation

Material Provision and Facilitation

Coordination & Supports

ZDC Joint Implementation with Surveyor


Provision of Survey Team


Provision of Survey Team


Identification of Issues for Urban Renewal through Discussions

Master Planning & Recommendation

Lesson Learned & Recommendation To Government

Joint Planning Formulation for Urban Renewal through Discussions

Core Group Meeting (HSS/CP/ES)Outcomes

Note: HSS: Department of Housing & Social Services (LCC) CP: City Planning Department (LCC) ES: Department of Engineering Service ZDC: Zone Development Committee under WDC MP: Member of Parliament, CC: City Councilor


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Table 3.8.1 Housing Property Status of Residents in the Pilot Study Area

Eligible Housing Owner* (1,509) Living Place Item

CT OL UR LRC Chibolya Outside

Number of Building Owner

Tenant Total

Living in Chiboliya

No. of Household

2 10 714 783 1,359 (636) (1,995) 4,555 5.914

Share (%) 0.1 0.6 47.3 52.0 68.1 31.9 100.0 77.0 100.0 Note: CT: Certificate Title for Land Ownership OL: Occupancy License UR: Under registration of Occupancy License LRC: Land Record Card Source: JICA Study Team

2) Outcome 2: Workshops, Task Force Meetings and Dissemination

The planning process of the pilot study was undertaken by participatory planning approach through community workshops, while the ownership study has been formulated by Lusaka City Council through formation of the LCC Task Force composed of Core Group members and the Directors of HSS, CP and ES who conducted several productive meetings. Residents in Chibolya area were also involved in the planning process, through adequate information dissemination and sharing these information with illegal settlers in Lusaka.

Table 3.8.2 Workshops and Task Force Meetings for the Pilot Study Area

Type of Meeting Date or Times Activities and Participants 1st Workshop 14th June 2008 Introductory meeting / 39 participants 2nd Workshop 8th July 2008 Introductory meeting / 78 participants 3rd Workshop 25th October 2008 Introductory meeting / 97 participants

Community Workshops

4th Workshop 22nd November 2008 Final consensus building / 88 participants 14th November 2008 Distribution of Brochure of the proposed plan

Dissemination of the Study 22nd November 2008 LCC public relations TV program

Core Group 4 times HSS/CP/ES, WDCC, MP, CC, LC, JICA ST LCC Task Force Directors Meeting 4 times Directors of HSS/CP/ES

Note: HSS: Department of Housing & Social Services, CP: City Planning Department, ES: Department of Engineering Service, WDCC: Ward Development Committee Chairman, MP: Member of Parliament, CC: City Councilor in charge of Chibolya.

Source: JICA Study Team 3) Outcome 3: Development of Chibolya Urban Renewal Plan and Community’s

Approval

The Urban Renewal Plan for Chibolya area was set in the process of participatory planning considering opinions of and requests from the community. Through confirmation by all participants of the final proposal established in the last workshop, a Memorandum of Understanding was concluded officially between LCC and WDC together with the Chibolya community.

2nd Community Workshop

4th Community Workshop


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(4) Assessment of the Pilot Study

The pilot study was assessed by the following key evaluation criteria: i) smooth study implementation, ii) validity, iii) efficiency, iv) positive impact, and v) sustainability. Each evaluation criteria is described as follows:

• Smooth study implementation: Although some misunderstandings of the study happened in the community at the beginning, the study process proceeded smoothly through the strong initiative of WDC, the community’s cooperation, and LCC participation in ownership formulation through understanding and acceptance of the study.

• Validity: In spite of worldwide negative experiences in the application of urban renewal measures due to complexity of property conditions and compulsory relocation, the study in Chibolya area, being one of the Statutory Improvement Area (SIA), turned out to be valid in terms of the applicability of the proposed urban renewal measures formulated in the study, such as promotion of the importance of land registration and effective management of public assets in Lusaka City.

Since the residents in SIAs have been deprived of basic infrastructures for decades in spite of LCC’s efforts and international aids, it is envisioned that urban renewal could be one of the effective and applicable measures in enhancing the land business potential of the area through the establishment of the City Center.

• Efficiency: All necessary inputs to the pilot study were efficiently digested and the outcomes were proven to be effective.

• Positive impact: The task force was set in LCC in the course of the pilot study under Town Clark appointment, while the study information was disseminated into Chibolya community. The proposed urban renewal measure became a fresh impact to every stakeholder and formed part of improvements in the living conditions in the community.

• Sustainability: It is envisaged positively that all stakeholders of LCC and WDC and the community would move forward towards the implementation of the project based on the pilot study, after the official announcement of the results of the study and MOU between LCC and WDC and the community.

(5) Recommendations and Lessons Learned from the Pilot Study

Recommendations

1) Formulation of Task Force (Committee) in LCC to further scrutinize the urban renewal measures geared towards implementation of the plan through the following activities:

• Project promotion to relevant local government agencies and ministries of Housing, Finance, Planning, Land and others;

• Project promotion to financing agencies which may be potential partners in the implementation of the project;

• Scrutiny of legal conditions for implementation; and • Establishment of task force support committee in the WDC.

2) Implementation of Chibolya Urban Renewal Pilot Project

The Chibolya Pilot Project is aimed at realizing and verifying the


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applicability of the urban renewal measures of the project to other similar urban areas in solving various issues in financing, execution body for private sector involvement/partnership, and legal issues. Next steps are: • Elaboration of implementation program; • Establishment of project implementation body; and • Detailed engineering study with budget line up.

3) Encouragement and promotion of eligible land tenure arrangement and its policy for UUS normalization

The pilot study has proved the validity of necessary arrangements for eligible land tenure as one of the strong requests of the residents to secure their right of living in UUS. It is recommended to promote and formulate appropriate guidelines and its policy implementation for the delivery of land titles to residents.

4) Formulation and promotion of appropriate public land (asset) management and its policy for UUS improvement

The pilot study has indicated the possibility of effective public land asset management and utilization of UUS entity, in order to improve the living environment in terms of win-win situation between the local community and desirable urban function of the city. It is recommended to promote and formulate appropriate institutional arrangement and its policy implementation for land asset management in UUS for local communities.

5) Establishment of adequate planning standard in urban area (densely habitatated area) for achieving efficient land use in urbanized area

The pilot study has proved the validity of effective land use in terms of optimum lot size and local road width in relation to density in UUS. It is recommended to promote and formulate appropriate planning standards to fit each urban area vis-a-vis population density.

Lessons Learned

1) Necessary involvement of affected stakeholders in urban development planning through adequate participatory manner

The pilot study has affirmed the validity of necessary involvement of the Chibolya community for urban renewal plan formulation by considering the requests of the residents. It is essential to promote and formulate appropriate opportunities for the residents to participate in urban planning with access to planning information and understanding of desired objectives.

2) Maximizing share of planning information in the related community Since the pilot study area covers 116.5 ha, participation of residents had to be limited to representative persons and interested residents. There were some misunderstandings in the early stage of the pilot study with regards to the planned demolition of certain areas and relocation of the affected residents. It is of utmost importance that appropriate and timely dissemination of information reached a wider coverage of the community through printed brochures and advertisements.

3.8.2 Urban Renewal Plan of the Chibolya Pilot Study Area

(1) Pilot Study Area

The pilot study area covers 116.7 ha of Chibolya area; consisting of two parts, the original Chibolya and Chibolya Extension; and divided into seven community Zones


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tabulated in Table 3.8.3. Chibolya is a part of Harry Muwaanga Nkumbula Ward located near Lusaka City Center area as shown in Figure 3.8.2.

Table 3.8.3 Pilot Study Area for Chibolya Urban Renewal Plan

Original Chibolya Chibolya Extension

Zone 6 7 8 9 Total 10 11 Market* Total Grand Total

Area (ha) 11.7 7.9 21.8 10.7 52.1 20.2 29.7 14.7 64.6 116..7 Note: Market zone is excluded from the study for application to urban renewal measure. Source: JICA Study Team


Figure 3.8.2 Location of Chibolya Area in Lusaka City and Study Area

(2) Present Conditions of Chibolya Pilot Study Area

1) Natural Condition

The area of Chibolya was traditionally called as “Water Plain” by farmers in Lusaka region. It rests on seasoned frequently inundated limestone bedrock formation with high water table.

Geology and vegetation

The areas of western and southern parts of Lusaka are categorized as dolomite or limestone rock based on the geological map of Lusaka. Chibolya is located on a limestone bedrock plain without river or seasonal river and with very limited sand and soil. Therefore, vegetations in Chibolya are very limited or sparse.

High water table and flooding

In Chibolya, many shallow wells are located and used for potable households and small scale gardens. During dry season, water tables on shallow wells are observed to be from 2.0 m to 2.5 m below ground level. During rainy season, the water table comes up causing water to overflow from the shallow wells. According to local information, the overflowing wells coupled with rainfall inundation triggered floods 0.5 to 0.7 m above ground level, as evidenced by flood marks on the walls of building structures.

Chibolya Extension Area

Original Chibolya Area

Unplanned Urban Settlement (UUS)

Kany

GeorgSo

Jonh

Mi

Chawa

ParaChung

Fra

Kam

Chai

Kafue Rd.

Co

Jonh

Kuomb

J

Bau

Kalikiliki

N’go

Chaz

MazyopChi

Ch

Gar

Kalingal

Great North Rd.

Average Monthly Income: In case of Kabulonga USD1,670/month/HH

2

4

8

Average Monthly Income: Chibolya/Jonh Laing USD102/month/ HH

Chibolya

Great East Rd.

Kafue Road

Los Angels Road CBD Area

Market Zone


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2) Socio-Economic Condition

The area of Chibolya, as one of UUSs in Lusaka, has poor living conditions. According to the Household Interview Survey (HIS 2007) conducted by JICA study team, Chibolya compound and John Laing compound belong to the lower income group among UUAs with average household income of ZMK 348,000 (USD97) per month.

The result of HIS 2007 survey also indicated that water supply, followed by health care, are the most needed services by households in Chibolya and John Laing compounds.

0

10

20

30

40

50

60

70

80

90

Main R

oad

Feede

r Road

Drainage

Wate

r Sup

ply

Sewage D

ispos

al

Electrici

ty

Educatio

n

Health

care

Commun

ity C

enter

Open Spac

e

Park/Gree

n

Neighbo

rhood M

arket

Needs share (%, multiple answ er) out of total answ er


Figure 3.8.3 Public Service and Infrastructure Needs of Chibolya and John Laing Compound

3) Infrastructure and Public Services

Disordered settlement has formed irregular or unplanned locations for communal water tap and toilet, playground, community gathering place, shop space, and narrow walkways. Roads and street system are poorly developed. Unwanted dumping of garbage in various sites in the settlement area have occurred in spite of operation of solid waste collection system by CBE. The unavailability of drainage system in Chibolya causes frequent inundation or flooding during rainy season.

Sanitation and proper hygiene have become serious issues due to insufficient solid waste management and lack of sewerage system.

Table 3.8.4 Conditions of Infrastructure Services in Chibolya Area Original Chibolya Chibolya Extension

Zone 6 7 8 9 Total 10 11 Market* Total Grand Total

Area (ha) 11.7 7.9 21.8 10.7 52.1 20.2 29.7 14.7 64.6 116..7 Population (p) 1,998 2,716 5,708 2,700 13,122 2,270 5,600 n.a. 7,870 20,992Communal Tap 5 2 2 5 12 1 3 0 4 16

Coverage ratio (ha/tap) 2.3 7.3 12.5 2.1 4.3 21.0 9.9 14.2 16.3 7.3Ratio (pop/tap) 399 1,358 2,854 540 1,094 2,270 1,867 n.a 1,967 1,312

Road or alley length (m)* 1,760 1,330 4,120 2,690 12,700 4,510 6,730 2,190 8,420 21,120Density (m/ha) 156 91 275 256 247 215 225 154 129 180

Electricity (power line) partial partial partial partial -- partial partial no -- -- Drainage system no no no no -- no no Under C* -- --

Sanitary (septic tank) partial partial partial partial -- partial partialPublic Toilet

-- --

Note: Market zone is excluded from the study for application to urban renewal measure. : Length of road or alley within each zone is measured by road within Zone and roads on Zone boundary duplicated,

but total length of roads is an absolute number without duplication. : Under C = under construction Source: JICA Study Team


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4) Occupancy License for Statutory Improvement Area (UUS) in Housing Act

Under the limited housing supply system on the past decades, population living in UUSs has drastically increased. The population share is more than half of the urban population especially in Lusaka. The government decided to introduce a new “Statutory and Improvement Area” for UUS, which were declared in municipal lands, based on the legislated “Housing Act”. Under the newly legislated and designated “Improvement Area”, LCC issued Occupancy License with effective period of 30 years for qualified building owners in the declared Improvement Area of Original Chibolya.

BOX Occupancy License in Housing Act

a. Operating a shop or of conducting artisanal activities upon or within the said building as the Council may permit, provided that such operation does not in any respect violate the provisions of this license.

b. The license shall confer no tenancy upon the Occupant.

c. The Council shall at any time have the right to enter upon the lands and to inspect the buildings upon such lands or to install or erect any works thereon which the Council deems to be in the general interest of the Improvement Area or its occupants.

d. The medical officer of health considers that the dwelling or any outbuilding thereof is unfit for human habitation or use, he shall be entitled to serve notice of such decision on the Occupant, and the Occupant shall do or cause to be done such alteration (including demolition if such notice so prescribes) as such notice shall order.

5) Historical Background of Chibolya Area Urbanization

Before 1960: Small hamlet on original Chibolya

Before independence, the area is a small hamlet located on the central part of the original Chibolya. Almost all lands surrounding Chibolya were used for grazing ground on limited fertility and productivity.

1960s: Unplanned urban settlement started on original Chibolya

After independence, the area of original Chibolya was registered as municipal land. Unplanned settlements started to crop up on the surrounding area of hamlet on the original Chibolya.

1990s: Matured original Chibolya and its Expansion

a) Original Chibolya was fully used

After the change of regime, the area of Original Chibolya was fully occupied by increased unplanned settlements. The area name was changed from “water field” to Chibolya (garbage) by the residents.

b) Original houses in original Chibolya started to rent

Houses of unplanned settlements started to rent to other people. Increased rent house operations became very important additional incomes as livelihood for house owners.

c) Transfer from Original Chibolya to Chibolya Extension and other areas

Population density in the original Chibolya area drastically increased and, consequently, the living conditions began to deteriorate caused by increasing number of houses, additional building construction for rent, and increasing number of families or family members on rented room. Subsequently, the original families


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of unplanned settlement started to relocate to Chibolya Extension Area or outside Chibolya in order to avail of better living conditions.

d) Deterioration of Social Environment

Most families and house owners in the original and extension Chibolya became operators (landlords) of rented apartments or rooms of their licensed or non-licensed buildings, which are categorized as illegal operation based on current regulations. However, because of limited job opportunities, operation of rental rooms and apartments are indispensable livelihoods and continue to be the source of additional income for the local community until now.

Illegal use and selling of prohibited drugs in rented apartments or rooms in Zone 8 of original Chibolya have also been observed and are becoming serious threats to peace and safety of the local community.

(3) Present Land Use

At present, the 116.5 ha area of Chibolya are almost disorderly occupied by residential houses with few public facilities, such as churches, mosque and community schools. Some other uses, other than residential, are explained below.

1) Residential Area

Within their fenced property, most owners constructed additional buildings for rent ranging from two to ten tenants per owner. Almost all residential buildings are one-storey conventional masonry structure without toilet and water supply system. Room sizes varies on size and conditions, the smallest of which has a floor area of less than 10 m2.

2) Commercial and Business Area

The Chibolya Market Zone is located in the eastern side of Zone 10. It is occupied by fish vendors, market goods and vegetable dealers and sellers, furniture shops. This zone is characterized as the most flood prone area in Chibolya.

The eastern part of Zone 11 along Kafue Road, with 300m offset on each side of the road with an area of about 4.5 ha, is designated for Kafue Commercial/Business Corridor Redevelopment Project by the Ministry of Local Government and Housing. Local residents and building owners in the area already agreed to vacate the project site with corresponding compensation.

3) Public and Communal Facilities

The northern part of Zone-10, with an area of around 3.8 ha and adjacent to Zone-8, is being utilized for WDC office, police station, community school, religious facilities, communal water supply distribution tank (deep well), public toilet and shower, and other public and communal facilities.

The northern part of the expanded Zone-6, with an area of around 0.9 ha, is used for the community school of Chibolya (donated by JICA).


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Figure 3.8.4 Community Zones in Old Chibolya and Chibolya Extension


Figure 3.8.5 Building Use in Old Chibolya and Chibolya Extension

Zone 6 (8.1 ha)

Zone 7 (7.9 ha)

Zone 8 (21.8 ha)

Zone 9 (10.7 ha)

Zone 11 (29.7 ha)

Zone 10 (20.2 ha)

Adjacent Area(3.6 ha)

Kafue Corridor Redevelopment Area (3.4 ha)

Kafue Corridor Redevelopment Area (1.1 ha)

Market Zone (14.7

Market Improvement Area (10 ha)

Public /Community Zone to be retained (3.4 ha)

Los Angels Road

Kafue Road

Residential Commercial Business Public & Communal Facilities Religious Educational Zone No./Name 8


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Figure 3.8.6 Infrastructure in Old Chibolya and Chibolya Extension

(4) Results of Property Survey

1) Socio-Economic Conditions of Chibolya Study Area Population distribution and density

The Chibolya Study Area has a population of 20,992 as identified by the survey, wherein tenants comprise 80% and 58% of the total population of Original Chibolya and Chibolya Extension, respectively.

Zone 7 has the highest population density of 344 persons per hectare (p/ha). Original Chibolya is relatively higher with 252 p/ha than Chibolya Extension with 158 p/ha,

The average household population in Chibolya Study Area is 3.5 persons per household (p/HH). The building owners’ household average is slightly higher (4.3 p/HH) than the tenants’ (3.3 p/HH).

Table 3.8.5 Population Distribution by Zone Original Chibolya Chibolya Extension

Item 6 7 8 9 Total 10 11 Total

Grand Total

Area (ha) 11.7 7.9 21.8 10.7 52.1 20.2 29.7 50.9 102..0 Total residents 1,998 2,716 5,708 2,700 13,122 2,270 5,600 7,870 20,992

Pop density (/ha) 171 344 262 252 252 112 189 158 206 av. Pop/room 1.8 2.0 1.8 1.7 1.8 1.8 1.6 1.7 1.8

Residents of owner 509 481 951 628 2,569 938 2,333 3,271 5,840 Residents of tenant 1,489 2,235 4,757 2,072 10,553 1,332 3,267 4,599 15,152 Total household 510 806 1,656 645 3,617 709 1,588 2,297 5,914 HH-building owner* 89 87 201 95 472 320 567 887 1,359 HH-tenant 421 719 1,455 550 3,145 389 1,021 1,410 4,555 av. pop/HH 3.9 3.4 3.4 4.2 3.6 3.2 3.5 3.4 3.5 av. pop/owner's HH 5.7 5.5 4.7 6.6 5.4 2.9 4.1 3.7 4.3 av. pop/tenant's HH 3.5 3.1 3.3 3.8 3.4 3.4 3.2 3.3 3.3

Note: Market zone is excluded from the study for application to urban renewal measure : No. of owners household is people who lives in Chibolya area excluding owners who lives outside. Source: JICA Study Team

Paved road Dart road Water tank/well Water supply Communal Tap Electricity line


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Housing and building conditions

The total number of buildings in Chibolya is 1995 units, 785 units are located in Original Chibolya and 1210 units in Chibolya Extension. One building owner may have several units built in his property. Each building has an average of 6 rooms with an average floor area of 11 m2.

The average density of building units in the study area is low with 19.5 units per hectare (BGU/ha) although population density is higher. This implies that tenant residents in Chibolya area are living in smaller rooms in densely populated small houses. This tendency is more distinctive in Original Chibolya.

Most of the buildings in Original Chibolya are one-storey concrete block masonry, buildings constructed by the owners themselves without engineering skills and using cheap or typical construction materials from UUS, while new buildings are built just recently in Chibolya Expansion with engineering plans and good quality materials. From this context, building valuation of existing housing units in both Original Chibolya and Chibolya Extension has to be carefully evaluated, taking into account their differences in construction methodology and quality.

The average floor area of residential buildings is 68.7 m2, while non-residential buildings, including public facilities, churches, community schools and commercial buildings, have an average floor area of 141.6 m2.

The distribution of building use based on the survey results are as follows: residential use only - 48% (957 units), shop only or mixed shop/residential use - 21% (428 units), factory only or mixed with residential use - 4% (78 units), and unknown building use - 27% (531 units).

Table 3.8.6 Housing and Building Distribution and Conditions by Zone

Original Chibolya Chibolya Extension Item

6 7 8 9 Total 10 11 Total Grand Total

No. building group unit (BGU) 134 168 323 160 785 457 753 1,210 1,995

No. room of building 1,088 1,391 3,225 1,559 7,263 1,269 3,459 4,728 11,991

BGU density (BGU/ha) 11.9 11.5 21.5 15.2 15.3 21.8 25.2 23.8 19.5

av. room/building unit 8 8 10 10 9 3 5 4 6

No. Floor Area* (average m2) 63.2 65.8 73.7 73.0 68.9 77.4 70.9 74.2 71.5

Residential (av. m2) 63.5 63.3 71.4 73.0 67.8 69.9 69.4 69.7 68.7

Non-residential (av. m2) 131.4 138.2 162.4 Only 1 144.0 156.9 121.6 139.3 141.6

Residential use only 69 91 210 126 496 215 246 461 957

Shop or office only or w/ R 64 73 108 29 274 35 119 154 428

Factory only or w/ residence 0 1 0 0 1 5 72 77 78

Others only or w/ residence (R) 0 0 0 0 0 1 0 1 1

Unknown 1 3 5 5 14 201 316 517 531

Total 134 168 323 160 785 457 753 1,210 1,995Note: Floor area was estimated by GIS mapping utilizing satellite image 2007. : Building unit in Chibolya Extension is only for owners’ building excluding tenants. Source: JICA Study Team

Working place for all households

Although Chibolya is predominantly residential, the survey indicates that only 39% (1,555 households) of the total households are working in Chibolya. Looking into


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details, known building owners working in Chibolya have 69% share of total known owners, while known tenants working in Chibolya have 43% share of total known tenants.

In comparison with Original Chibolya and Chibolya Extension in terms of building owners, relationship of in and out for working place is opposite. In case of Chibolya Extension, more people are working outside of Chibolya than Original Chibolya.

Table 3.8.7 Working place of all households including households who live outside of Chibolya Area by Zone

Original Chibolya Chibolya Extension Item

6 7 8 9 Total 10 11 Total Grand Total

Total Households* 555 887 1,778 710 3,930 846 1,774 2,620 6,550

Working in Chibolya 201 402 734 218 1,555 - - - -

Working outside of Chibolya 234 337 859 359 1,789 - - - -

Unknown 120 148 185 133 586 - - - -

1. Building owner 134 168 323 160 785 457 753 1,210 1,995

1-1 Chibolya 50 61 135 48 294 106 311 417 711

1-2 Outside of Chibolya 25 16 46 44 131 248 389 637 768

1-3 Unknown 59 91 142 68 360 103 53 156 516

2. Housing tenant 421 719 1,455 550 3,145 389 1,021 1,410 4,555

2-1 Chibolya 151 341 599 170 1,261 - - - -

2-2 Outside of Chibolya 209 321 813 315 1,658 - - - -

2-3 Unknown 61 57 43 65 226 - - - -

Household living in Chibolya 510 806 1,656 645 3,617 709 1,588 2,297 5,914 Note: Total household includes owners’ household who lives out side of Chibolya area. Source: JICA Study Team

2) Legal Status of Housing and Building

There are four types of legal status of housing and buildings in Chibolya: i) Certificate of Title (CT - land title deed for 99 years) although all land titles belongs to LCC, ii) Occupancy License (OL - 30 years), iii) under registration of Occupancy License, and iv) Land Record Card (LRC, transition status towards title holding with effective period of 10 years).

The survey indicates that only a mere 1% or 15 out of the 1509 known building owners have legitimate status (two CTs and 13 OLs). The status of the majority is under registration of OL in Chibolya Extension and holders of LRC in Original Chibolya. The rest are unknown.

Table 3.8.8 Legal Status of Building Owners by Zone Original Chibolya Chibolya Extension Legal Status:

Building Owners 6 7 8 9 Total 10 11 Total Grand Total

1. Certificate of Title (CT) 2 0 0 0 2 0 0 0 2 2. Occupancy License (OL) 0 1 1 1 3 7 0 7 10 3. Under registration of OL 9 3 3 2 17 227 470 697 714 4. Land Record Card 119 163 316 154 752 31 0 31 783

Sub-total building owner 130 167 320 157 774 265 470 735 1,509 Unknown 4 1 3 3 11 192 283 475 486

Total 134 168 323 160 785 457 753 1,210 1,995 Source: JICA Study Team

It should be noted that building owners are also categorized by two types of living


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status. One is building owner who only own the building in Chibolya area but do not live in Chibolya, and the other owner is one who owns the building and at the same time live in Chibolya area. Around 30% of known building owners are identified to the latter type.

Building owners living in Original Chibolya are 40% higher than building owners living outside of Chibolya. Building owners who are living in Chibolya are only 7% (69 owners) and all of them are living in Chibolya Extension.

Table 3.8.9 Living Place of Building Owners by Zone Original Chibolya Chibolya Extension Legal Status:

Building Owners 6 7 8 9 Total 10 11 Total Grand Total

1. Living in Chibolya 89 87 201 95 472 320 567 887 1,359 1-1 Original Chibolya - - - - - 33 36 69 -1-2 Extension (in site) - - - - - 261 466 727 -1-3 Extension (other) - - - - - 26 65 91 -

2. Living outside of Chibolya 44 81 121 61 307 74 141 215 522 Unknown 1 0 1 4 6 63 45 108 114

Total 134 168 323 160 785 457 753 1,210 1,995 Source: JICA Study Team

(5) Planning and Development Issues and Directions of Chibolya Urban Renewal

The planning approach of the pilot study, as previously mentioned, is aimed at formulating urban renewal plan for Chibolya area as one of UUSs by way of participatory planning approach, taking into account all development issues through consensus of the Chibolya community.

On the other hand, one of the fundamental development issues of Chibolya area has converged on the issue of weak or lack of budget and financial capability of the government to provide appropriate public services and infrastructures to attain better living environment in UUS.

Under this circumstance, new approach to improvement or development of living environment should be introduced in urban renewal planning. The new approach should focus on addressing the financial issues through applicable measures, such as self-financing mechanism utilizing market opportunities as a part of the City Center development while taking into account appropriate land use planning.

1) Formulation of appropriate land use in harmonized development manner between livable living environment and City Center function

In order to achieve appropriate future land use and road network plans proposed by the Master Plan of Lusaka City, Chibolya needs to formulate a balanced development of commercial & business and residential land uses as a part of City Center based on the development issues discussed below.

Introduction of Mixed Use (commercial, & business and residential)

• A dense Mixed use development, or combination of commercial & business and residential land uses with appropriate infrastructures sufficient to meet future demands, is envisioned for Original Chibolya area to maximize its potential due to its proximity to the current CBD.

• A medium-dense residential use development is proposed for Chibolya Extension.

Formulation of Corridor Commercial Use


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• A portion of Chibolya area along Kafue Road, with ranges of 300 m width on both sides of the road, has been identified for Corridor Commercial use by MLGH.

• A narrow range of 100m width on both sides of Los Angeles Road is also identified for Corridor Commercial use, catering to existing local businesses and commercial establishments in Chibolya, such as shops, guest houses, and others.

Upgrading and densification of urban residential use

• Land consolidation measure has to be introduced to Chibolya area in order to realize efficient densification for commercial and business area while minimizing total costs of the project through sharing costs of road and infrastructure development.

• Planned development of residential area has to consider a balanced population density with an average of 200-220 p/ha and construction of adequate roads, infrastructures and community facilities.

2) Formulation of appropriate road and transportation network

In the Master Plan, the proposed road network has to be carefully formulated in local area plan level of Chibolya area. The proposed Inner Ring Road, as one of major collector roads of the city, will pass through the center area of Chibolya area utilizing the existing church road and will connect with Ben Bella Road. An efficient public transportation network is also necessary to address the demand of working and living activities in the major collector road.

On the other hand, appropriate road provision in the site is required to efficiently support business and commercial activities and to secure safe and convenient access to each residential plot.

3) Formulation of appropriate infrastructure

Construction and installation of an effective and appropriate drainage system should be prioritized to ease up the living condition of flood prone areas in Chibolya.

• Drainage network in association with poor minor collector roads

• Provision of individual potable water supply from communal tap

• Provision of appropriate septic tank for each household without infiltration to ground water bed and communal toilet for public areas

• Provision of community or communal facilities and public open spaces

4) Securing right of living by appropriate institutional arrangement

Necessary arrangement for eligible land tenure is one of urgent requests of residents to secure their right of living in UUS. It is essential for Chibolya community to promote and formulate appropriate institutional arrangement and implementation policy as part of UUS normalization.

• Promote and formulate timely delivery system of land titles to residents who are eligible to live in Chibolya area.

• Formulate appropriate procedure of urban renewal system without force of inconvenience during project implementation through appropriate compensation mechanism


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• Secure local business activities in Chibolya area to provide lands for them

• Affirm legal procedures to fit current regulations or to ammend them to be implemented smoothly

5) Formulation and promotion of appropriate public land (asset) management and its policy for UUS improvement

UUS entity (Statutory Improvement Area) as public lands could be utilized as potential lands for development to effectively improve the living environment in terms of win-win circumstance between local community and desirable urban function of the city through effective public asset management and utilization of UUS entity. It is needed to promote and formulate appropriate institutional arrangement and its policy implementation for land asset management in UUS for local communities.

• Promote and formulate appropriate land management system of public land in UUS (e.g. Chibolya area) through maximization of potential land use, such as concession, lending to private sector with revenue (rental fee or tax), own business investment, and others

• Formulate possible land management to delegate local community to organize CBE for public service

6) Establishment of adequate planning standard in urban area (densely habitated area) for achieving efficient land use

In order to meet the requirement of City Center land use, effective land use considering optimum lot sizes and width of local roads vis-a-vis density in Chibolya area has to be to promoted and formulated through appropriate planning standards.

(6) Proposed Chibolya Urban Renewal Plan

1) Planning Goals and Challenges

In the next 20 years, Chibolya area will be improved and developed in line with the Lusaka Master Plan through adequate urban development measures to promote an attractive urban center of Lusaka City combined with competitive commercial and business areas and livable residential sites. The Urban Renewal Plan of Chibolya area aims at realizing the following goals.

• To encourage competitive business and trade activities as part of Lusaka urban center by designation of the mixed land use and promotion of private sector investment

• To create livable living environment as model of settlement in Lusaka urban center

• To materialize efficient and practical land registration mechanism and achieve provision of land title through Chibolya pilot project

• To achieve sufficient infrastructure provisions (water, drainage, sewer) in practical manner through public land asset management (utilization)

• To involve stakeholders (local community) into urban renewal planning process

2) Proposed Urban Renewal Planning Framework

Principle of urban renewal measure

The basic concept of Chibolya urban renewal aims at formulating self-financing mechanism for land development, including land subdivision and infrastructure development, by generation of funds through revenues from leasehold businesses to


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private sectors. On the other hand, Chibolya community would benefit from this process through eligible subdivision program to acquire land title with core-house provision in developed areas with appropriate infrastructure services.

Source: JICA Study Team Figure 3.8.7 Development Mechanism for Chibolya Urban Renewal

Regulative framework for feasible implementation measure

Project feasibility is the most critical benchmark in evaluating self-financing scheme of project development without the need for government assistance. Consequently, cost factors, including infrastructure provisions, housing provisions, and compensation programs, have to be regulated and controlled by limited range of services to meet an amount of revenue from land lease program to investors.

Source: JICA Study Team Figure 3.8.8 Conceptual Model for Self-financing Mechanism

Urban renewal component

The project component is proposed to formulate and implement five programs: i) land subdivision, ii) infrastructure improvement, iii) initial project for transition arrangement, iv) compensation, and v) institutional arrangement. Descriptions of brief key development framework of each component are as follows;

• Land subdivision: This component is composed of subdivisions for current residents (eligible building owners), existing public facilities including additional facilities (parks), existing communal facilities (religious, community), business use (eligible building owners), and newly formulated commercial & business zone, where all subdivisions will be provided with legitimate land titles.

Value of project

InfrastructureProvision

Core-house Provision

CompensationProgram

RevenueFrom Land

Leasehold

Investor A

Investor B

Investor C

Investor D

Cost Revenue

LCC

Private Sector for Business

LandLease Partially

Revenue

Chibolya Community Living Area

Implemen-tation Body

Tax, DuesTax, Dues

Land subdivision with Title& construction of

Core-house, infrastructure

CapitalSubscription


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• Infrastructure improvement: All necessary collector roads in the site, except church road which is part of the Inner Ring Road to be funded by the government, drainage/sewer system, water supply by individual taps, adequate septic tank, and electricity network.

• Initial project for transition arrangement: This component is composed of various type of projects, as follows:

- Land lease management including initial implementation of the project, mainly for residential area subdivision

- Temporary housing construction for short-term stay during the construction of subdivisions, infrastructure provisions, and core house provisions and material provisions for expansion

- Core house construction for eligible building owners with kitchen, toilet, shower room and one bed room

- Material provision for core house expansion of rooms based on each building owner’s requirements

• Compensation program: This is cash compensation for displaced building owners living outside Chibolya area, equivalent to the value of core-house and current compensation for relocation to other resettlement projects.

• Institutional arrangement: This component is essential to the realization of the urban renewal project through establishment of the implementation body, involving public sector for land management of subdivision and land lease with investor’s promotion, financial sector for project operation and management including initial investment funding. Also, technical, financial and legal advisory have to be prepared including formulation of implementation program and financial and engineering studies.

Table 3.8.10 Summary of Project Components for Chibolya Urban Renewal

Urban Renewal Programs Current Status and Issues Proposed Scheme

Living Place

• Very few adequate rights (Occupancy License)

• Majority are Land Record Card only

• Giving legitimate land title • Feasible average lot area (180m2/lot)

Working Place • Most business are illegal • Lack of adequate road access

and infrastructure for business

• Giving legitimate land title for business (building owner)

• Business place will locate in given neighborhood commercial land

1. Land Subdivision Program with legitimate land titles

Public/Community Facilities • Legitimate land title holders • Provision of title

2. Infrastructure Improvement Program for whole site

• Lack of paved access road • Lack of individual water tap • Lack of drainage system • Inadequate sanitation (septic

tank)

• Sufficient paved access roads • Provision of individual water tap • Provision of drainage system • Appropriate septic tank and sewer

Land Lease Management (partially)

• Vacant land in the northern part of Chibolya (in Zone 6 and Zone 8)

• Vacant land can be leased and generated for initial investment fund for temporary housing construction

Temporary housing

• Vacant lands in the southern part of Chibolya

• Provision of temporary housing for building owner during construction

Core-house provision • (average floor area: 68 m2)

• Core-house with kitchen, shower room, toilet and one bed room (30m2 average)

3. Initial Project for Transition Arrangement

Material Provision • (not applicable) • Construction material for living room and bed rooms (70m2 average)


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Urban Renewal Programs Current Status and Issues Proposed Scheme

4. Compensation Program

Eligible building owners

• Owners who live outside of Chibolya

• Compensation by equivalent value of core-house and current resettlement compensation

Establishment of Implementation Body

• Land registration (MOL, LCC) • Community coordination (LCC,

WDC)

• Establishment of implementation body

• Potential stakeholders (LCC, WDC, financial org., other institutions) 5. Institutional

Arrangement Project program formulation

• No experience for the project implementation of proposed urban renewal

• Technical, financial and legal advisory board

• Engineering service and study Source: JICA Study Team

Planning framework for land subdivision

• Principle of land subdivision

Subdivision for Chibolya community would be given to eligible building owners including residents, business use, public and communal facilities. Table 3.8.11 shows the conditions for eligible building owners in the subdivision program.

Table 3.8.11 Eligible Stakeholders for Land Subdivision

Type of Stakeholders in Chibolya

Land

Titl

e (C

T)

Cor

e-ho

use

Prov

isio

n

Bui

ldin

g M

ater

ial

Util

ities

pro

visi

on*

Secu

re p

aved

road

Reference

Resident

Non-resident -- -- -- Cash compensation Building Owner

Business and trade -- -- --

Religious -- All existing facilities

Community facilities -- -ditto- Public Facilities

Community School -- -ditto- Legend: = eligible, = with conditions, -- = not eligible Utilities include individual tap (public water supply), clean toilet and sewer. Source: JICA Study Team

• Development criteria for subdivision

The development criteria (standards) for land subdivision are proposed to set desirable settlement density for future urban settlement considering average range of lot area shown in Table 3.8.12. In implementation stage, they would be adjusted depending on the requirements of each building owner.


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Table 3.8.12 Development Criteria for Land Subdivision

Item (Building Owner) Criteria Reference

Residents • Net density: 250-300 p/ha • Average 180 m2/lot

1,359 households

Public facilities, communal facilities

• Same as existing land area • Retaining site and building as

possible as they can

Church (17), Mosque (1), School (7), Communal Facilities (1), Police Office (1)

Land lot provision for existing eligible owners

Business users

Proportional sharing by each business land users of given land as Neighborhood Commercial land use area

52 buildings for small business use

Commercial & business block Average 1.0 ha/lot 55 lots for land lease to

private or public investor

Park and recreation block 3.0 m2 per person For children’s play lot New land

lot subdivision

Other necessary public facilities

Based on the discussion with community by possible facilities in case of necessity

--


• Development criteria for provision of housing

The development criteria (standards) for housing are proposed to provide Core House (30 m2) as initial provision for each eligible owner. The development criteria are shown in Table 3.8.13 below. In implementation stage, they would be adjusted depending on the requirements of each building owner.

Table 3.8.13 Development Criteria for Housing Provision

Item (Building Owner) Criteria Reference

20 m2 • Kitchen • Bath room / toilet

10 m2 • One bed room Core House as initial provision

30 m2 Sub-total

Building Material for expansion Average 40 m2

• Structure (masonry wall, floor, roof ) for living room and 2 bed rooms

Housing provision for existing eligible owners

Average 70 m2 Total average

One Unit per household 30 m2

• Kitchen / storage • Living room / 3 bed rooms

113 m2 • Toilet (m=11, f=9) • Shower room (m=5, f=5)

Temporary Housing

Ablution Unit 1 unit / 25 household • 4 units / 100 households



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Figure 3.8.9 Plan of Typical Housing Lot and Model Housing


Figure 3.8.10 Plan of Temporal Housing and Ablution Facilities

Temporal Housing Layout Plan

Ablution Facilities for Temporary Housing

Room Unit (30 m2/household) for Temporary Housing

180 m2 average

Kitchen

Living Room / Bed Room by Material Provision

(av. 40 m2)

Core-House (average 30 m2)

Toilet / Bathroom

Living Area by Construction (10 m2)

Core Area (20 m2)


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Source: JICA Study Team Figure 3.8.11 Perspective of Temporary Housing and Ablution Facilities

• Development criteria for infrastructure provision

The development of collector roads for Chibolya Urban Renewal is proposed to set adequate road drainage system with efficient dimension to meet the requirements of compact dense urban development. Utilities, such as water supply, sewer, and other network facilities will be provided individually to achieve optimum living standard. The criteria applied to each urban block according to its character of Commercial & Business or Residential are shown in Table 3.8.14.

Table 3.8.14 Development Criteria for Infrastructure Provision

Urban Block Item Type of

Infrastructure Criteria (width) Reference

C&B R

Inner Ring Road 16m This is proposed to be implement by other key road project

yes --

Area collector road 16m For major access with walkway yes --

Area feeder road 12m For minor access with side lane yes yes

Road Network

Plot service road 8m For minor access with side lane -- yes

Water supply to plot Trunk line and feeder lines yes yes

Drainage system by road Every roadside gutter yes yes

Sewer system to plot Trunk line and feeder lines yes yes

Electricity on road Underground or by poles yes yes

Infrastructure Network

Telecommunication on road IT network under ground future -- Source: JICA Study Team

• Compensation criteria

In this study, compensation policy is limited to eligible building owners who live

54

Access road with drainage, sewer system and power

Core House provision

Expansion by material provision

Individual Lot Provision for Building Owners With Land Title

Typical individual house accomplished after extending from Core House by


3-55

outside Chibolya through certain level of cash compensation taking into account the current value of the owners’ property and current amount of compensation in Lusaka City.

The compensation policy is patterned to other countries’ resettlement programs considering not only loss of physical assets but also loss of economic activities, such as loss of job, lost of production work, and others.

However, the range of compensation can not be secured by this case study considering the limitation of self-financing mechanism and Chibolya community’s requirement of land and floor area, unless the implementation body or the body subsidized by the Government is able to pay this compensation.

3) Proposed Chibolya Land Use and Zoning

Development Framework in 2030

The socio-economic development framework for Chibolya area is set in line with the proposed development framework of the Master Plan. The future living area in Chibolya area is expected to be 15,000 populations in 2030, and the expected employment to be generated ranges from 11,000 to 14,000 in 2030.

Table 3.8.15 Development Framework in 2030

Item Year 2030 Planning criteria

Original 8,800 Density: 300 p/ha, mixed use (C&B+R, 30 ha)

Extension 6,200 Density: 300 p /ha, residential area (20.6 ha) Population

Total 15,000

Employment 11,000-14,000 50 m2 / employee Source: JICA Study Team, C&B +R = mixed with commercial & business and residential

Proposed Land Use in 2030

In line with the proposed Land Use Plan of the Master Plan, Chibolya area is envisioned to create harmonious environment in the urban centers between working and living areas composed of Mixed Use (commercial & business and residential), land use area in Original Chibolya, and living place by Residential land use area in Chibolya Extension. The proposed land use is shown in Table 3.8.16.

Table 3.8.16 Proposed Chibolya Land Use 2030

Chibolya Area (unit: ha) land Use

Original Extension Kafue* Total (ha)

% Reference

Residential -- 20.6 -- 20.6 17.7 For community

Commercial & business (mixed) 45.6 19.0 1.1 65.7 56.3 For sale to investors

(Market area) -- 10.0 -- 10.0 8.6 Excluded by feasibility

Neighborhood commercial -- 1.1 -- 1.1 0.9 For community business

Public & Communal Facilities -- 5.1 -- 5.1 4.4 Existing facilities relocate

Park & Recreation 1.2 1.2 -- 2.4 2.1 Additional public space

Road 5.3 6.5 -- 11.8 10.1 Additional public space

Total 52.1 63.5 1.1 116.7 100.0 Note: Kafue area 1.1 ha is excluded from project feasibility assessment. Source: JICA Study Team


3-56


Figure 3.8.12 Proposed Chibolya (local area) Land Use Plan 2030

Zoning Control Guideline

In general, zoning control for urban form is applied to urban areas by FAR (maximum floor area ratio = total floor area / site area) for bulk control of building volume, BCR (maximum building coverage area ratio = building area (ground floor area / site area) and setback from frontage road and neighboring sites as basic tools, and other control measures, such as height control, daylight plane (sky exposure plane) control, and more specific design controls depending on plans for each desirable urban form.

On the other hand, urban activities by building use are also required to control adequately without conflicts between activities, such as nuisances of factory or bar, entertainment and living place, and parking area requirement.

In Chibolya area, the zoning system which is based on the proposed zoning control in the Master Plan should be applied in order to formulate adequate urban form especially in Commercial & Business area as a part of well-planned urban center areas. The following Table 3.8.17 illustrates desirable zoning guideline as a sample for urban design form.

Table 3.8.17 Example of Zoning Control Guideline in Chibolya Area

Framework in the Master Plan Control Measure applied to Chibolya

Land Use Control Zone Location FAR BCR Minimum Setback

Commercial & Business Zone Not applied -- -- --

Corridor Commercial Zone Church rd (d:100m), Los Angeles rd (d:100m) 200% 70% 2 m

Mixed Use Zone (with R) Original Chibolya 150% 60% 5 m

Commercial & Business

Neighborhood Commercial Chibolya Extension 100% 80% 1.5 m

High-dense Residential Not applied -- -- --

Medium-dense Residential Chibolya Extension 100% 40% 1.5 m Residential (R)

Low-dense Residential Not applied -- -- -- Source: JICA Study Team


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Figure 3.8.13 Perspective View of Urban Form Example of Chibolya Future Urban Area

Road and Transportation Network

The proposed road network (shown in Figure 3.8.14) is planned to connect the working and living areas effectively with convenient access for each and every lot of land use (commercial & business, residential, public facilities, etc) with proposed widths of road right-of-way tabulated in Table 3.8.18.

Table 3.8.18 Development Criteria for Infrastructure Provision

Road Type Width Reference

Inner Ring Road 16m This is proposed to be implemented by other key road project

Area collector road 16m For major access with walkway

Area Feeder road 12m For minor access with side lane

Plot Feeder road 8m For minor access with side lane

Plot service road 6m For access to each plot


Commercial And Business Zone

Residential Zone

Neighborhood Commercial Zone

Public/Communal Facilities Zone

Parking Area

Market (Wholesale)

Park & Recreation Zone

Market (Retail)


3-58

Source: JICA Study Team Figure 3.8.14 Proposed Chibolya (local area) Land Use Plan 2030

(7) Implementation Plan

1) Assessment for Chibolya Urban Renewal Viability

Development cost by component

The development cost components are: i) land subdivision, ii) infrastructure improvement, iii) initial project for transition arrangement, iv) compensation, with total estimated cost of about USD 46 million (refer to Table 3.8.19).

The cost of housing preparation, including temporary housing construction and material provision, for building owners has a predominant share of 60% (USD28.1 million) of the total project cost. Infrastructure preparation, estimated at USD 6.6 million, has a 14% share of the total project cost.

Table 3.8.19 Estimation of Development Cost for Chibolya Urban Renewal

Urban Renewal Programs Project Cost (USD million) Share (%)

Land clearance 0.48 1.0 1. Land Subdivision Program Earth work/grading 4.58 9.7

2. Infrastructure Improvement (road, drainage, utilities, etc) 6.57 13.9

Temporary housing 1.20 2.5

Core-house provision 10.87 23.0

Material Provision (house) 16.31 34.6

3. Initial Project for Transition Arrangement

Public facilities construction 4.45 9.4

4.Compensation Program Eligible building owners 1.00 2.1

5. Project management (design service, const, interests, etc) 1.73 3.7

Total 47.19 100.0 Source: JICA Study Team

Inner Ring Road

Area Collector Road

Area Feeder Road

Plot Feeder Road

Plot Service Road

Kafue Road

Church Road

Los Angeles Road

Ben Bella Road

Lumumba Road


3-59

Development revenue by the project

The development revenue, in general, consists of two types: i) direct revenue from land subdivision to private sector by lease hold, and ii) indirect revenue by tax increment from Rate (land tax) and other charge and dues. For this study, the first type of revenue is used as the project revenue.

The total land are to be leased is 64.6 hectares. Considering the current commercial lease rate in Lusaka CBD (2007-08/Valuation Dept. LCC) of ZMK 247,000/m2 (around USD 75), the annual revenue of the project becomes USD48.47 million.

Implication of balance of cost and revenue

Consequently, the balance of project cost and revenue is the basis of the project’s viability which will be implemented by utilizing self-financing mechanism, although this is preliminary and basic level of assessment.

2) Project Implementation Programs for Chibolya Urban Renewal

Step by step implementation

The implementation of Chibolya Urban Renewal needs to have a short-medium term phasing program and it should be executed to cope with various issues of land subdivision through participatory management with community and individual resident’s consensus. On the other hand, physical construction would also require a short-medium term approach due to wide settlement area (116 ha).

• General steps of the project

The implementation of the project requires careful consideration of external (market trend and investors scrutiny) and internal (community acceptance, initial funding investment, etc) conditions. As this pilot study is only preliminary plan of Chibolya urban renewal, a more detailed study should be done and practical measures should be elaborated. The following are the general steps for the implementation of the project:

- STEP-1: Formulating task force for the project implementation

- STEP-2: Implementing detailed study for engineering, financial feasibility, appropriate body, legal instrument, promotion scheme, etc.

- STEP-3: Establishing implementation body (project management, financial, land management, community arrangement, etc)

- STEP-4: Executing the project

• Construction work of the project

Due to its large scale, implementation of the project should be taken gradually by partial implementation. Priority should be given to an area where there is a vacant land for land lease and temporary housing construction and there is a general consensus among building owners. Further development will be patterned based on this initial implementation.


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Figure 3.8.15 Steps for Construction by Block by Block Implementation

Establishment of implementation body

The establishment of implementation body is one of essential elements that dominate viability of the project. The key roles of the implementation body are to ensure the project’s financial sustainability and to apply effective project management techniques in resolving various issues for implementation, including sensitive issues arising from the local community.

Three alternatives for the implementation body is set based on the level of involvement of public and private sectors, as follows: i) Chibolya community should be involved for implementation management, ii) relevant organization should assist and support Chibolya community technically, and iii) necessary communication between residents and administration needs to be done through Chibolya community.

• Alternative-1 is a type of public-led management organization in LCC by establishment of a committee or board utilizing outsourcing of necessary activities and services.

• Alternative-2 can be established by strong involvement of Chibolya community to organize and manage the project with adequate guide and assistance of relevant technical authority.

• Alternative-3 is a full scale private entity management involving financial sector to pursue development achievement by self-financing mechanism.

Same STEPs are repeated

Group X

Group X

Group D Vacant Land in Chibolya

Temporary House Construction

Residents Group A (BO) move to TH

Clearance & Subdivision

Infrastructure and Core-house Construction

STEP-1 STEP-2

STEP-3 STEP-4 STEP-5

House material provision & Construction Move to new

house after completion STEP-6

STEP-7….. X

Group C

Residents Group B (landlord) move to TH

Land Lease toInvestor

STEP-2

Group A

Original Chibolya

Chibolya E t i

STEP-1

Construction of Temporal Housing

STEP-3

Group A

Chibolya

First Stage

Move to Temporal Housing

OriginalChibolya

Subdivision & Construction

STEP-4 STEP-4 Back to Site

Private Business Investment

2nd Stage

Vacant

Church Church rd. Lo

s A

ngel

s

Los

An g

els

rd.


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Table 3.8.20 Alternatives for Formulation of Implementation Body

Government Project Management Operation

Alternative For Chibolya Urban Renewal Project

LCC

/ W

DC

Oth

er M

inis

tries

Nat

iona

l Hou

sing

Aut

horit

y ( o

r oth

ers)

Chi

boly

a C

omm

unity

Man

agem

ent O

rgan

izat

ion

Proj

ect F

inan

cing

(Ban

ks o

r oth

er in

stitu

tions

)

Mar

ketin

g / P

rom

otio

n of

Lan

d Se

lling

Acc

ount

ing

and

adm

inis

trativ

e m

anag

emen

t

Land

man

agem

ent f

or re

-sub

divi

sion

Con

stru

ctio

n M

anag

emen

t for

Infr

astru

ctur

e

Priv

ate

Sect

or p

artic

ipat

ion

Mai

nten

ance

serv

ices

for i

nfra

stru

ctur

e

Due

and

cha

rge

colle

ctio

n of

cus

tom

ers

Alternative 1: Committee / Board

-- LCC

LCC

Alternative 2: Urban Renewal Cooperative

LCC

LCC

Alternative 3: Development Corporation

Legend: = management and coordination, = implementation by services procurement and partial responsibility of implementation, -- = not applicable Source: JICA Study Team

Taking into account the character of the project in the particular area of Chibolya and its practical aspects, Alternative-2 is recommended for the establishment of the implementation body of Chibolya urban renewal project. There are similar cooperative organizations in Lusaka, such as market management cooperatives and housing construction cooperatives.

In this context, it is proposed for the implementation body to have a two tier system - UPPER coordination function by “Committee or Board” in public administration level and LOWER management by functional sections.

Ward Development Committee

ChibolyaCBO

LusakaCity

Relevant Authorities / Ministries

ChibolyaUrbanRenewalCommittee(Board)

ChibolyaUrbanRenewalCooperative

Legal Consultation Section

Land Management Section

ConstructionManagementSection

Financial Management Section


Figure 3.8.16 Example of Implementation Body for Chibolya Urban Renewal

CHAPTER-4

INITIAL ENVIRONMENTAL EXAMINATION FOR

SUB-PROGRAMS

The Study on Comprehensive Urban Development Plan Draft Final Report for the City of Lusaka in the Republic of Zambia Volume II-Chapter 4 IEE for Sub-Programs

4-1

CHAPTER-4 INITIAL ENVIRONMENTAL EXAMINATION FOR SUB-PROGRAMS

Sub-program IEEs were also carried out as a part of the master plan study. The objectives of the IEE consist of: 1) evaluating potential impacts of the master plan on the natural and social environments; and 2) proposing potential mitigation measures for such impacts.

The IEE was conducted by referring to the relevant laws, regulations and standards applicable in Zambia, and the JICA Guidelines for Environmental and Social Considerations. These relevant laws and regulations in Zambia are listed in Section 2.3.4 of Volume I. For the IEE, 30 environmental impact items were ranked from A to D (both positive/negative) depending on their environmental and social significance in accordance with rating criteria listed below.

Rating Criteria • A+/-: Significant positive/negative impact is expected. • B+/-: Positive/negative impact is expected to some extent. • C+/-: Extent of positive/negative impact is unknown. (A further examination is

needed, and the impact could be clarified as the study progresses.) • Blank: No impact is expected.

4.1 Initial Environmental Examination for the Urban Transport Master Plan

In the conduct of the IEE for the Urban Transport Master Plan, it was determined that the Environmental Protection and Pollution Control (Environmental Impact Assessment) Regulations of 1997 requires a full EIA for the transportation projects listed below. • All major roads outside urban areas, the construction of new roads and major

improvements over 10 km in length or over 1 km in length if the road passes through a National Park or Game Management Area;

• Railway lines 10 km away from built-up areas; and • Airport and airfields whose runway is 1,800 m or more.

(1) Summary of the Environmental and Social Impacts of the Urban Transport Master Plan

The summary of IEE is shown in Table 4.1.1. The overall impact was determined by the most serious negative impact between the construction phase and operation phrase even though a positive impact is observed in the other phases. The significant impacts are discussed in the following section.


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Table 4.1.1 Summary of Environmental and Social Impacts of the Urban Transport Master Plan

1.In

volu

ntar

y R

eset

tlem

ent

2.Lo

cal E

cono

my

such

as

Empl

oym

ent &

Liv

elih

ood,

etc.

3.La

nd U

se &

Util

izat

ion

ofLo

cal R

esou

rces

4. S

ocia

l Ins

titut

ions

such

as S

plit

of C

omm

uniti

es

5.Ex

istin

g So

cial

Infr

astru

ctur

es &

Ser

vice

s

6.Th

e po

or, i

ndig

enou

s &et

hnic

peo

ple

7.M

isdi

strib

utio

n of

Ben

efit

& D

amag

e8.

Cul

tura

l Her

itage

9.Lo

cal C

onfli

ct o

f Int

eres

t

10.W

ater

Usa

ge o

r Wat

erR

ight

s & R

ight

s of C

omm

on

11.S

anita

tion

12.H

azar

ds (R

isk)

, Inf

ectio

usD

isea

ses s

uch

as H

IV/A

IDS

13.T

opog

raph

y &

Geo

grap

hica

l Fea

ture

s14

.Soi

l Ero

sion

15.G

roun

dwat

er16

.Hyd

rolo

gica

l Situ

atio

n17

.Coa

stal

Zon

e

18.F

auna

, Flo

ra &

Bio

dive

rsity

19.M

eteo

rolo

gy20

.Lan

dsca

pe21

.Glo

bal W

arm

ing

22.A

ir P

ollu

tion

23.W

ater

Pol

lutio

n24

.Soi

l Con

tam

inat

ion

25.W

aste

26.N

oise

& V

ibra

tion

27.G

roun

d Su

bsid

ence

28.O

ffen

sive

Odo

r29

.Bot

tom

Sed

imen

t

30.A

ccid

ents

Overall A- A+ A+ A- B- C- B- B- B- B+ B- B- B- B- B- B- B- A- B- B- A- B- C-

ConstructionPhase A- A+ A- B- C- B- B- B- B- B- B- B- B- B- B- B- B- B- B-

OperationPhase A+ A+ C- C- A+ B- B- B+ B- B- B- B+ B- A- A- B- C+/-

Social Environment Natural Environment PollutionEnv.Impacts

ImpactPhase


(2) Expected Negative Environmental and Social Impacts of the Urban Transport Master Plan

As shown in Table 4.1.1, four significant negative impacts were identified by the IEE. They consist of involuntary resettlement, social institutions (split of communities), air pollution, and noise and vibration.

First, the significant negative impact of involuntary resettlement was identified. Because the City of Lusaka consists of several unplanned urban settlements, many infrastructure developments are likely to face resettlement issues in the construction phase, unless it does not require an additional project site such as an improvement project of an existing infrastructure. For instance, the master plan has several potential projects of new road constructions such as the inner-ring road, the middle-ring road, and the outer-ring road, which would cause involuntary resettlements in the urban area. Moreover, the resettlement of illegal occupants is also expected since there are several UUSs which are considered informal settlements. Second, new road construction projects including ring-roads and minor roads would cause a split of communities in the densely populated areas during the construction and operation phases. Third, an overall increase in the number of vehicles would worsen air pollution during the operation phase, although the public transportation and a reduction in vehicle emissions are planned in the long run. Fourth, noise and vibration are expected to worsen due to the increased number of vehicles during the operation phase.

The other less significant but remarkable negative impacts would involve the poor, local conflicts of interest, unfavorable distribution of benefits and damages, cultural heritage, soil erosion, and fauna and flora. First, land acquisition and resettlement could affect the poor and cause conflicts of interest and an unfavorable distribution of benefits and damages. The illegal occupants could be relocated without appropriate compensation since compensation for the illegal occupants is not legally secured by the Government of Zambia. Second, cultural heritage, such as monuments at roundabouts would be affected by a potential traffic congestion relief project. Third, soil erosion would occur as a result of runoff in areas where excavation and other earthworks are in progress during the construction phase. Fourth, fauna and flora would be affected in some areas by road construction projects, and it would require a license to cut trees partially in a forest reserve.

(3) Proposed Mitigation Measures for the Urban Transport Master Plan

Potential mitigation measures for the Urban Transport Master Plan are proposed in Table 4.1.2.


4-3

Table 4.1.2 Proposed Mitigation Measures for the Urban Transport Master Plan Impact

No. Significant/Remarkable

Negative Impacts Overall Mitigation Measures

1 Involuntary Resettlement Conduct public consultations with the Project Affected Persons (PAF) and prepare an adequate Resettlement Action Plan. In particular, agree among the PMU and PAF the compensation for the illegal occupants.

4 Social Institutions (Split of Communities)

Minimize impacts of the split of communities by considering alternative routes. Sufficient consultations on relocation or the road alignment with the PAFs shall be conducted.

22 Air Pollution Provide trees for a buffer zone to mitigate air pollution. Implement as early as possible a vehicle emission relief project planned in the long-run.

26 Noise and Vibration Avoid the densely populated areas as much as possible especially noise- and vibration-sensitive locations such as schools and hospitals to minimize noise and vibration impacts. Provide a buffer zone of trees along the road to mitigate noise. Avoid night-time disturbance and regulate the work time for construction activities only during daytime during the construction phase.

8 Cultural Heritage Consider alternative routes as much as possible. Preserve heritages by relocation if necessary.

14 Soil Erosion Pursue contracting for an approval borrow pit to prevent additional impacts of illegal quarries. Stabilize all cuts, slopes, embankments, and other erosion-prone working areas by surface compaction and vegetation.

18 Fauna, Flora and Biodiversity

Consider alternative routes to avoid any forest reserve as much as possible to mitigate the impact on fauna and flora. If necessary, provide compensation planting by consulting with the biology and forest experts and the Forest Department, MoTENR.


4.2 Initial Environmental Examination for the Water Supply and Sewerage Master Plan

In the conduct of the IEE for the Water Supply and Sewerage Master Plan, it was determined that the Environmental Protection and Pollution Control (Environmental Impact Assessment) Regulations of 1997 requires a full EIA for the water supply/sewerage related projects listed below. • Pipelines: for water, diameter 0.5 m and above and length 10 km outside built-up

area; for oil, 15 km or more of which 5 km or more of their length will be situated in protected areas, a seriously polluted or a water abstraction area;

• Dams, rivers, and water resources; • Dams and barrages covering a total of 25 ha or more; • Exploration for, and use of, ground water resources including production of

geothermal energy: water to be extracted will be more than 2 million m3/s; and • Water supply-reservoir surface area is 50 m2 or more.

(1) Summary of the Environmental and Social Impacts of the Water Supply/Sewerage Master Plan

The summary of IEE is shown in Table 4.2.1. The overall impact was determined by the most serious negative impact between the construction phase and operation phase even though a positive impact is observed in the other phase. The significant impacts are discussed in the following section.


4-4

Table 4.2.1 Summary of Environmental and Social Impacts of the Water Supply/Sewerage Master Plan

1.In

volu

ntar

y R

eset

tlem

ent

2.Lo

cal E

cono

my

such

as

Empl

oym

ent &

Liv

elih

ood,

etc.

3.La

nd U

se &

Util

izat

ion

ofLo

cal R

esou

rces

4. S

ocia

l Ins

titut

ions

such

as

Split

of C

omm

uniti

es

5.Ex

istin

g So

cial

Infr

astru

ctur

es &

Ser

vice

s

6.Th

e po

or, i

ndig

enou

s &et

hnic

peo

ple

7.M

isdis

tribu

tion

of B

enef

it&

Dam

age

8.C

ultu

ral H

erita

ge9.

Loca

l Con

flict

of I

nter

est

10.W

ater

Usa

ge o

r W

ater

Rig

hts &

Rig

hts o

fC

omm

on11

.San

itatio

n

12.H

azar

ds (R

isk)

, Inf

ectio

usD

isea

ses s

uch

as H

IV/A

IDS

13.T

opog

raph

y &

Geo

grap

hica

l Fea

ture

s14

.Soi

l Ero

sion

15.G

roun

dwat

er16

.Hyd

rolo

gica

l Situ

atio

n17

.Coa

stal Z

one

18.F

auna

, Flo

ra &

Bio

dive

rsity

19.M

eteo

rolo

gy20

.Lan

dsca

pe21

.Glo

bal W

arm

ing

22.A

ir Po

llutio

n23

.Wat

er P

ollu

tion

24.S

oil C

onta

min

atio

n25

.Was

te26

.Noi

se &

Vib

ratio

n27

.Gro

und

Subs

iden

ce28

.Off

ensi

ve O

dor

29.B

otto

m S

edim

ent

30.A

ccid

ents

Overall B- A+ A+ B- A- A+A+ A+A+ B- B- A+B- B- B-

ConstructionPhase B- B+ B- A+A+ B- B- B- B-

OperationPhase A+ A+ A- A+A+ A+A+ A+A+B- B-


ImpactPhase


(2) Expected Negative Environmental and Social Impacts of the Water Supply/Sewerage Master Plan

As shown in Table 4.2.1, one significant negative impact was identified by the IEE. The increase in surface water use from Kafue River in the long-run and changes in the water rights would be negatively affected.

The other less significant but remarkable negative impacts are involuntary resettlement, waste, and offensive odor. First, land acquisition and resettlement for the future sewerage treatment plan shall be expected. However, according to information from the officer of LCWS, there is no resident at the potential project site. Second, the improvement in the existing water supply could affect the poor in the short-term because the possibility exists whereby the poor will use the leaked water for domestic purposes. It was observed during the site visit that leaked water was used for farming by the people in some areas. Third, due to sludge generated from the new sewerage treatment plant, waste would be increased in the future, in addition to the construction waste that would be generated during the construction phase. Lastly, offensive odor would worsen near the sewerage treatment plant, and this would affect the lives of nearby residents.

(3) Proposed Mitigation Measures for the Water Supply/Sewerage Master Plan

Potential mitigation measures for the Water Supply/Sewerage Master Plan are proposed in Table 4.2.2.

Table 4.2.2 Proposed Mitigation Measures for the Water Supply/Sewerage Master Plan Impact

No. Significant/Remarkable

Negative Impacts Overall Mitigation Measures

10 Water Usage or Water Rights and Rights of Common

Coordinate among right holders the water rights.

1 Involuntary Resettlement Conduct public consultations with the Project Affected Persons (PAF) and prepare an adequate Resettlement Action Plan for the new sewerage treatment plant. Agree among the Proponent and PAF the compensation for the illegal occupants, if any of them are identified.

25 Waste Secure a landfill site for sludge during the planning stage. Consider recycling of sludge.

28 Offensive Odor Avoid the populated area when selecting the site. Consider a buffer zone with plants. Install appropriate deodorization equipment.



4-5

4.3 Initial Environmental Examination for the Urban Settlement Improvement Master Plan

In the conduct of an IEE for the Urban Settlement Improvement Master Plan, it was determined that the Environmental Protection and Pollution Control (Environmental Impact Assessment) Regulations of 1997 requires a full EIA for the urban development-related projects listed below. • Designing of new townships which are more than 5 ha or more, or sites covering

700 dwellings and above; • Establishment or expansion of recreational areas such as golf course, which would

attract 200 or more vehicles; and • Shopping centres and complexes, with floor area of 10,000 m2 and above.

(1) Summary of the Environmental and Social Impacts of the Urban Settlement Improvement Master Plan

The summary of IEE is shown in Table 4.3.1. The overall impact was determined by the most serious negative impact between the construction phase and operation phrase even though a positive impact is observed in the other phase. The significant impacts are discussed in the following section.

Table 4.3.1 Summary of Environmental and Social Impacts of the Urban Settlement Improvement Master Plan

1.In

volu

ntar

y R

eset

tlem

ent

2.Lo

cal E

cono

my

such

as

Empl

oym

ent &

Liv

elih

ood,

etc.

3.La

nd U

se &

Util

izat

ion

ofLo

cal R

esou

rces

4. S

ocia

l Ins

titut

ions

such

as S

plit

of C

omm

uniti

es

5.Ex

istin

g So

cial

Infr

astru

ctur

es &

Ser

vice

s

6.Th

e po

or, i

ndig

enou

s &et

hnic

peo

ple

7.M

isdi

strib

utio

n of

Ben

efit

& D

amag

e8.

Cul

tura

l Her

itage

9.Lo

cal C

onfli

ct o

f Int

eres

t

10.W

ater

Usa

ge o

r Wat

erR

ight

s & R

ight

s of C

omm

on

11.S

anita

tion

12.H

azar

ds (R

isk)

, Inf

ectio

usD

isea

ses s

uch

as H

IV/A

IDS

13.T

opog

raph

y &

Geo

grap

hica

l Fea

ture

s14

.Soi

l Ero

sion

15.G

roun

dwat

er16

.Hyd

rolo

gica

l Situ

atio

n17

.Coa

stal Z

one

18.F

auna

, Flo

ra &

Bio

dive

rsity

19.M

eteo

rolo

gy

20.L

ands

cape

21.G

loba

l War

min

g

22.A

ir Po

llutio

n

23.W

ater

Pol

lutio

n

24.S

oil C

onta

min

atio

n

25.W

aste

26.N

oise

& V

ibra

tion

27.G

roun

d Su

bsid

ence

28.O

ffen

sive

Odo

r29

.Bot

tom

Sed

imen

t

30.A

ccid

ents

Overall A- A+ A+ A- B- C+/- C- C- A+ A+ A+ B- A+ B- B-

ConstructionPhase A- B+ A- B- C+/- B- B- B- B-

OperationPhase A+ A+ A- C+/- C- C- A+ A+ A+ A+ A+


ImpactPhase


(2) Expected Negative Environmental and Social Impacts of the Urban Settlement Improvement Master Plan

As shown in Table 4.3.1, two (2) significant negative impacts were identified by the IEE. The negative impacts consist of involuntary resettlement and split of communities. Since improvement is planned in UUSs, it requires an entire reorganization of settlements and public facilities and would cause involuntary resettlement to a large extent as well as the split of communities in the populated areas.

The other less significant but remarkable negative impacts would involve the poor, local conflicts of interest, and unfavorable distribution of benefits and damage. It would affect the residents in UUSs who are mostly poor and could cause conflicts of interest among residents if the distribution of benefits and damages among the residents become unfavorable.

(3) Proposed Mitigation Measures for the Urban Settlement Improvement Master Plan

Potential mitigation measures for the Urban Settlement Improvement Master Plan are proposed in Table 4.3.2.


4-6

Table 4.3.2 Proposed Mitigation Measures for the Urban Settlement Improvement Master Plan

Impact No.

Significant/Remarkable Negative Impacts

Overall Mitigation Measures

1 Involuntary Resettlement Conduct public consultations with the Project Affected Persons (PAF) and prepare an adequate Resettlement Action Plan. Pay special attention to the vulnerable such as the lower-income residents, the illegal occupants without the occupancy license, the elderly, the disabled, women, and children.

4 Social Institutions (Split of Communities)

Minimize impacts of split of communities by considering alternative relocation sites if necessary. Conduct sufficient consultation on relocation with the PAFs.

6/7/9 The poor, indigenous & ethnic people, conflicts of interest, misdistribution of benefit & damage

Conduct adequate public consultation so that agreement between the government and residents can be forged. Pay special attention to the vulnerable such as the lower-income residents, the elderly, the disabled, women, and children.


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